Those Trailblazing 2's, a Guide to Originality
By Bill Lynn (Revised December17, 2006, contact author: triumphtr2@aol.com)
Technical Consultants: Bill Redinger, John Saunders and Tom Householder
Photos: Bill Colaric, Lou Metelko, Bill Redinger, and Joe Richards
Edited and Adapted to HTML by Blake J. Discher
Preface from the author.
What follows is an attempt to consolidate what we know about TR2 originality. I certainly don’t hold myself out as an expert or authority so your comments are welcome! It seems like I learn something every day about TR2's! In most cases, the information is taken from factory publications. In reality, the TS number when an engineering change was made may be slightly off. The engineers probably had a firm TS number in mind for the change, but the production floor used up the old parts. Generally speaking the first 50 vehicles tended to be “hand made” and therefore vary somewhat from the later production cars. The information that follows focuses primarily on the post TS50 vehicles.
Exterior
Body was manufactured in Triumph factory through commission number TS1299. Beginning with commission number TS1300, the bodies were manufactured by Mulliners. Body colors available included black, white (pearl), British racing green, olive yellow, yellow, signal red, ice blue, salvador blue (beginning late 1955), and geranium.
The bumper of the TR2 is unique to TR2's and early TR3's through commission number TS22013. The bumper brackets are made of four separate pieces of steel, are painted gloss black, and bolt to the frame in two places. The brackets are formed in such a way that they go around and beneath the front nose piece without bolting through the nosepiece itself. There are no support brackets for the upper ends of the overriders which is why these bumpers were more cosmetic than functional. The overriders are narrower than those used on TR3A’s and the curvature of the bumper was different (flatter). There were sometimes no holes drilled through the bumper for license plates forcing stateside dealers to provide a separate bolt-on bracket for the front license plate.
The nosepiece had narrow "tunnel opening” in grill area.
The hand crank guide ("bullnose") located on nosepiece tunnel in front of grill was generally chrome plated although there are some seemingly original vehicles where the hand crank guide was body colored.
There was a rectangular hole cut through the radiator to accommodate the hand crank through approximately TS1199. Beginning with approximately TS1200 and continuing through TRB’s, the hand crank hole through the radiator was square.
The cast zinc/aluminum chrome plated grill was set back in rear of nosepiece tunnel opening. There were two types of grills: a cast zinc pot metal piece, and a thinner stamped metal one.
Beginning with approximately commission number TS6157, a one-piece, "U"-shaped, chrome (brass underneath the chrome) accent trim piece was used around the outside of the opening of the grill tunnel. The trim piece covered the lower leading edge of the tunnel opening as well as the left and right sides but disappeared into the top of the nose piece and did not cover the top edge. This trim piece is different from the two-piece stainless steel accent trim used in the same place on TR3's which covered the entire leading edge of the tunnel opening, top, bottom, and both sides.
Red and black TR2 "open book" front badge was used and included words "TR2" on the top and "Triumph" on the bottom.
Body colored plastic wing beading was used instead of stainless beading as used on the TR3. The TR2 beading had a flat profile in contrast to the rounded profile of the TR3 beading.
Wing beading did not continue between bonnet and front wings.
A cable release bonnet with four lateral louvers visible from the cockpit was used through commission number TS4228. (Note: multiple lateral louvers pictured are not original but were a popular period customization technique.) Dzus fasteners with a two louver bonnet were used on later cars. There were two raised rivets exposed on the bonnet.
The first 500 vehicles (approximately) may have had an aluminum bonnet, boot lid, and spare tire compartment cover.
Bonnet and boot lid hinges were painted body color on all TR2's.
No cockpit air vent was present behind the bonnet until after TS6157.
Windscreen wipers parked to the right on the TR2 (as you face the front of the vehicle) instead of parking to the left as on TR3A models.
Windscreen wiper wheelhouses (portion protruding through the bulkhead) were painted body color rather than chrome plated as on later models. The large retaining nut was chrome plated however.
The windscreen wiper wheel houses were approximately 10¼ inches apart on commission numbers TS1 through approximately TS994. Thereafter the wheel houses were approximately 14½ inches apart.
The rubber seal on top of the windscreen on early TR2's was narrow and did not wrap around the rear edge of the windscreen.
Full length "long" doors were present through commission number TS4001, i.e., no outer rocker panels were present under the doors. Post- TS4001 cars had rocker panels under the doors and therefore (short doors).
Bottom of long doors had a rubber seal glued to the door to seal out air between the bottom of the door and the rocker panel. The seal was “J” shaped with the bottom of the “J” pointed upwards.
No exterior door handles were present.
The hood (convertible top) had a single rear window and was made of three separate pieces of vinyl sewn together - not heat welded - up to commission number TS4307 (fawn) or TS4400 (black). Beginning with TS4500, hoods (tops) had three rear windows for better visibility.
Sidecurtains had sewn-in single piece windows through TS5255. Thereafter the sidecurtain windows were the two-piece sliding window type.
Sidecurtains had a two-sided pull tab zipper sewn into the bottom flap for access into the interior door pull since no exterior door handles were present.
Sidecurtains were secured to the exterior of the door with baby Tenax fasteners up to commission number TS5255. After TS5255, a larger Tenax fastener was used. Then at approximately TS7000, Lift-a-dot fasteners were used. There is some evidence there may have been a mixture of Tenax and/or Lift- a-dot fasteners used in combination during the transition period. The area below the window could be flipped up if the fasteners were loosened to access the interior door pull.
The hood (convertible top), hood sticks cover, and tonneau cover were also attached with baby Tenax fasteners through TS5255.
The boot lid had no handle. Instead, there was a keyed lock in the center where the handle was located on later cars. This feature continued on early TR3’s through commission number TS22013.
Two budget locks, located parallel to the keyed lock on the left and right corners, were used to secure the boot lid. Corner budget locks were actuated using same “T-handle” used to open the spare tire compartment.
The budget locks on the boot lid were identical to those used for the spare tire compartment cover but were covered with chrome "fig leaf" covers instead of the "toilet seat" covers used on the spare tire compartment cover.
No separate turn signal lights were present on the rear apron.
Outside tail lights were wired as turn signals and running lights. The outside tail lights were not wired as stop lights.
Early outside tail lights were rectangular as used on MG-TDs, with a matching chrome bezel (commission number TS1 through approximately TS1307). Beginning with approximately TS1308 and continuing through TR3B’s the more common oval tail lights were used.
A round reflector was “hung” just below each tail light on TR2's for the “Home” market (UK and perhaps Europe) for commission numbers TS1 through approximately TS1307. This was a legal requirement in England and Europe. The reflector was not required in the USA market although some examples can be seen in the USA. The reflector was necessary with the rectangular tail lights because they did not include a reflector inside the plastic lens. A reflector was present in the later oval type tail light lens starting with approximately TS1308.
The brake light was located above the rear license plate only. The brake light was a combination brake and license plate light with a red lens as used on TR3's through commission number TS22013.
The jack was located in the spare tire compartment. Early jacks were made of a piece of all thread with an articulated handle and a round base plate through TS5468. Beginning with TS5469, the later style, stronger jack was provided coincident with the “beefing up” of the frame lifting point. A lug wrench was provided if vehicle was fitted with steel wheels. A knock-off hammer was provided if wire wheels were fitted. Both the lug wrench and knock-off hammer (if wire wheels were fitted) were stowed in the spare tire compartment.
Under Bonnet
Bonnet springs and guide pins were present on the front left and right of the underside of the bonnet through commission number TS4228.
The bonnet prop rod and safety catch lever through commission number TS4228 were different. The safety catch lever pointed to the right as you faced the vehicle.
The bonnet prop rod receiving end bolted to the front top of the nosepiece and did not include a spring through commission number TS4228.
The bonnet latching mechanism for cable release bonnets was present on inner wheel arch on the left and right sides through commission number TS4228.
The bonnet release cable was present on the inner left wheel arch (as you faced the vehicle) inside the engine compartment. The cable looked like a choke cable, protruded through the bulkhead, and attached to the wheel arch with a single wire clip.
A second cable ran between the bonnet latches from right to left.
The first three or four TR2's had no neck extension on the radiator. Beginning with approximately TS5 the radiator had the standard radiator neck extension with radiator cap for filling purposes as was used on all Triumphs through TR4A's.
A special thermostat housing located on the engine block was used on commission numbers TS1 through TS1200. On vehicles TS1 through approximately TS4 the radiator cap was located on the special thermostat housing. Beginning with approximately TS5 through TS1200 a triangular blanking plate was fitted to the top of the special thermostat housing since the radiator filler cap was now located on the radiator neck extension. Beginning with TS1201 and all through TR4A’s, the more familiar standard thermostat housing was used.
The engine block was painted gloss black.
The engine number is stamped into the right side of the engine block just to the right of the ignition coil. The engine number begins with the letters TS and ends with the letter E unless the engine has been replaced by the factory or authorized dealer in which case the engine number will end with the letters FR.
The TS number on the engine block should be within approximately 200 of the vehicle commission number but higher. The engine numbers were not used by the factory on Triumphs in strict sequential order. For example, some engines within the sequence were sold and used in other vehicles, e.g., the Swallow Doretti’s.
The oil filter canister was painted black, silver, or (AC-Delco) sea green.
1½ inch SU H4 carburetors were standard and were bolted to the intake manifold with two bolts rather than four bolts.
The air filters were black or silver and appear to be the same as those used on the TR3A but had a smaller opening on the rear to match the smaller carburetors. The bolt pattern on the rear of the air filters caused the filters to be centered on the carburetors rather than offset forward like on later models.
A round sticker on the air filters said "AC".
The intake manifold was unique to TR2's and early TR3's to accommodate the smaller 1½” SU carburetors and the different (low port, 1?") cylinder head.
The cylinder head was also unique to the TR2's and early TR3's and was used through engine number TS9350E.
The valve cover was painted black rather than chrome plated.
A decal on the right side (as you face the vehicle) of the valve cover gave "cold" valve clearances in white letters.
A taller oil breather cap was used with a unique decal. The oil breather cap was painted black.
Only the front cam bearing was used on early TR2 engines until engine number TS8997E. Thus, the retaining bolts for the shaft cam bearings did not appear on the right side of the engine (as you face the vehicle) until engine number TS8997E.
A unique distributor was used on the TR2. It is identifiable only by the part number stamped on the side of the distributor and different breaker points (engine numbers TS1E through TS8212E).
The windscreen wiper motor mounted on the left side (as you face the vehicle) on TR2 and early TR3 (commission numbers TS1 through TS12567).
The commission number plate (vehicle identification number) is unique to the TR2 and is riveted to the bulkhead just behind the windscreen motor on the left side of the vehicle (as you face it.)
Just above the battery are two body number tags screwed (not riveted) to the bulkhead. The first tag will start with the letters “EB” followed by 4-6 digits and was used for fully trimmed bodies all the way through the TR3A’s. The “EB” number is generally close to the original commission number but slightly higher. This was the body number designation used by the factory when the bodies were fully trimmed out with interiors so no attempt was made to keep the “EB” numbers in strict sequence with the commission numbers and there are several gaps in the sequencing. The “EB” numbers are therefore not reconcilable and don’t appear in the official Triumph factory build records.
The second lower body number tag, which consists of all digits, is the official body number used by Triumph. This six or seven digit body number is what appears in the official Triumph factory vehicle build records for all TR2's and TR3A’s.
Beginning with commission number TS1300, the bodies were manufactured by Mulliner rather than the Triumph factory. Beginning with the TR3B’s the two separate body number tags were no longer used. Instead, the bodies were manufactured by Foreword Radiator and had a single body number tag which carried the designation TSF followed by 1 to 4 digits (TSF 1 through TSF 3350). It is debatable whether or not the body number tags should appear in their natural brass color or if they were painted the original body color. Seemingly “original” vehicles are found with either natural brass body number tags or body number tags painted the original body color.
The battery cables were Lucas "helmet" type at the battery terminal ends and attached to the battery with a single metal screw through the top of the lead "helmet" (see owner’s manual for picture).
The word "Lucas" was cast into the battery cable terminal ends.
The positive ground battery cable was un-insulated, braided, steel wire (see owner’s manual for picture).
The negative battery cable was insulated with braided solid black cloth exterior (see owner’s manual for picture).
The battery hold-down bar was attached with tall shoulder wing nuts.
Beginning with TS3288, a battery box drain was added. Prior to TS3288, no drain tube was present.
The wiring harness was covered on the exterior with a solid colored black braided cloth.
A Lockheed combination brake and clutch master cylinder was used on the TR2 and TR3 through commission number TS13045.
The brake pressure electrical switch was located on the left upper frame (as you face the front of the vehicle).
Interior
All interior panels were attached with No. 4 metal screws with matching cup washers.
The tonneau capping piece above the dash was solid with no center hole for a vent control until TS6157 when a vent was added. The Tenax fastener studs for attaching the tonneau cover screwed through and into the dash capping piece itself (rather than screwing into the cowl behind the dash capping piece as on TR3A’s).
Four chrome capping bolts with chrome washers were present between the windscreen and tonneau capping piece above the dashboard. The capping bolts sealed off holes where optional competition "Brooklands" windscreens attached to a captured nut affixed to the underside of the cowl. This feature continued on TR3 models through commission number TS32833.
The passenger grab handle was narrower than later models and was coated with black plastic rather than chrome plated.
The center instrument panel was covered with the same color vinyl as the dashboard rather than painted with black wrinkle paint.
The overdrive switch (if equipped) was a push/pull type similar to the panel light switch. It carried the words "overdrive pull" (through commission number TS6265 only). Thereafter the more common “pear-shaped” switch was used.
Adjustable steering was also available as an option. The adjustable steering wheel is easily recognizable by the difference in the positions on the steering wheel spokes. Notice that the spacing between the two inner wires is noticeably further apart on an adjustable steering wheel compared to a standard steering wheel.
Interior door pulls were leather straps the same color as the door panels and attached to the doors at the front-most end with plated arrowhead and screw at the top of the door panel. The rearmost end was attached with a plated acorn nut to a stud protruding through the door panel from the door latch mechanism.
A chrome plated escutcheon was present under the rearmost end of the door pull between the door panel and the door pull.
Chrome plated "wedge type" sidecurtain brackets were present with a knurled nut for tightening the sidecurtain into the bracket.
Through commission number TS4228, the bonnet release was located on the right side of the interior just below the dashboard. The release looks like a choke cable with a color keyed knob (black or tan) with no lettering.
The clutch and brake pedal pads did not have a "T" cast into the rubber. Instead, vertical lines were cast in the pads (see owner’s manual for picture).
The brake and clutch pedal assembly was different on vehicles with the Lockheed twin master cylinder (through commission number TS13045) and is not interchangeable with that of later models.
Upholstery colors available included stone, blackberry, red, vermilion, black, gray, brown, blue, and geranium.
The seat squabs were squared off on the front corners and featured four longitudinal pleats as on early TR3’s. The seat backs were not padded as thickly as those on TR3A seats.
Seat upholstery piping was the same color as the seats rather that a contrasting color as on early TR3’s.
TR2 seatbacks were rigid; neither seat back folded forward (the passenger seatback folds forward TS8637 on).
The carpet set consisted of 26 separate bound pieces glued down with the exception of the pieces below the feet which were attached with snaps.
No carpet clips were present on the firewall since the vertical part of the foot well was carpeted with a separate glued-on piece.
Carpet colors available included stone, brown, black, blackberry, red, and gray.
Carpet was cut-pile (approximately ¼ inch thick), non-loop wool material similar to Wilton II wool carpet.
A heel pad was present on the driver’s side carpet only. The material used for the heel pad was similar to running board material with ridges going left to right.
An overdrive transmission was available as option. Pre- TS5980, the overdrive used a 1⅛" diameter operating piston, and the overdrive operated on fourth gear only. Post- TS5980 (or TS6266?), a 1⅜" operating piston was used and the overdrive operated on second, third, and fourth gears.
A transmission fluid level dipstick was present along with a rubber access plug located on the right side of the transmission cover.
Rubber access plugs for the transmission dipstick and universal joint, as well as the stick shift lever grommet fit down on top of the carpeting. No carpet binding was present around these openings unlike later models.
A special door seal was used on the inside bottom edge of "long door" models. The seal was "J" shaped with the short leg of the "J" pointing upwards at the front of the door, with the long part of the "J" then running backwards from there on the bottom edge of the entire length of the door. The seal was glued to the door, was made of foam rubber, and formed an air seal between the door and the inner rocker panel when the door was closed.
Draft excluder seals (two per door, located along the back edge of the side footwells between the front leading edge of the door and the side footwells, and just behind the rear vertical edge of the doors under the interior dogleg panel) were covered with vinyl to match the door panel material, rather than fur-flex as on later models.
The draft excluder seals were attached to the edge of the side footwells with vinyl covered plywood doglegs matching the contour of the rear edge of the side footwells. The plywood dogleg strips were approximately ¼ inch thick and ⅞ inch wide with beveled edges and were attached to the side footwell panels with screws.
Jack hole plugs located on the floor in front of the seats on early TR2’s are made of steel not rubber with a spring steel crosspiece to hold them in place.
Tonneau capping pieces just behind the doors fit down over the top of the interior dogleg panel unlike later models where the dogleg interior panel fit over the tonneau capping piece.
The interior gasoline tank cover panel was Rexine-covered millboard. No pleats were present.
The interior of the boot was covered with a single piece of carpet with no bound edges, and was attached with six screws and cup washers (three screws on each side). The gasoline tank cover inside the boot was Rexine-covered flat millboard the same color as the interior.
Frame Details
Frames were painted gloss black as were all suspension parts.
Early TR2 frames had no buttresses welded to the frame where the rear lever shock absorber mounts. Early on this was recognized as a weak area so several attempts were made to “beef up” this area. Finally, beginning with TS4699, substantial buttresses were added to the frame in this area for additional strength. The factory issued a factory modification sheet which included instructions for retrofitted the buttresses to earlier frames.
Beginning with TS1300 the frames were manufactured by Sankeys. Prior to that, the frames were manufactured by the Triumph factory.
The width of the road wheels was changed from 4 inches to 4½ inches beginning with commission number TS1869.
The front brakes were 10" x 2¼" drum type on all TR2 production cars (only prototypes had 9" x 1¾ “) with Lockheed twin wheel cylinders on each wheel.
The rear brakes were 9" x 1¾" drum type through commission number TS5442. Beginning with commission number TS5443, the rear drums were increased to 10" x 2¼”. Both sizes used a single Lockheed wheel cylinder.
The front hubs were different on early TR2’s and TR3’s through commission number TS13046.
The differential utilized course splined axle shafts (vs. the TR3’s fine splined axle shafts) and had characteristic four-bolt outer axle bearing housings. The brake backing plates bolted on with four bolts.
The early prototype cars had a rear axle ratio of 3.89:1 (using 5/16” crown wheel bolts). Production TR2 model cars had a rear axle ratio of 3.70:1 (using ⅜ “ crown wheel bolts). After TS8637 (the beginning of the TR3), a rear axle ratio of 4.1:1 was offered.
A steel brake line behind the front-most frame crossmember connected the two front brakes.
Wire wheel splines were NOT bolt on adapters through commission number TS8637. They were separate one-piece hubs on front and rear. The wire wheel splines were part of the wheel hub and were attached in the front to the stub axle. In the rear, the wire wheel splines were attached to the differential axle shafts with a single center castellated nut and cotter pin.
TS numbers stamped into the transmission and differential casings should be close to the vehicle commission number but will be slightly higher.
The pre-TS2532 TR2’s exhaust system included no resonator which resulted in a "throatier" exhaust note. Beginning with TS2532, a resonator was added which substantially reduced the noise level of the exhaust. Many TR2’s were retrofitted with the later resonator in order to quiet the exhaust.
AVAILABLE OPTIONS
All TR2's came equipped from the factory with a tool roll, a lifting jack, engine crank, and either a lug wrench, or wire wheel knock-off hammer if wire wheels were supplied. In addition, a heater, overdrive transmission, wire wheels, steel hardtop, tonneau cover, hood sticks cover (convertible top frame cover), adjustable steering, competition springs, wheel trim rings, rear wheel spats, fitted suitcase, luggage rack, competition radiator skid shield, floor mats, ashtray, cigar lighter, two speed windscreen wipers, windscreen washers, reverse light, loop floor mats, and Brooklands style rallye windscreens could be purchased separately.
A Triumph Sports Car Instruction Book (owner’s manual) was provided from the factory in the glove compartment of each vehicle. In addition, enthusiasts could purchase from the dealer a Service Instruction Manual and Spare Parts Catalogue.
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