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Along with this, I’ve also ordered some new double eared knock on/off spinners to replace the current ones that have seen better days. I’ve also ordered a new 48 spoke 4J spoked wheel for the spare wheel compartment which will be fitted with a 155/15 tyre so it fits properly. These should dress the manifold a bit and they are the correct type rather than the steel ones currently fitted. In addition, I also found the brass manifold nuts I bought at great expense (well, it seemed expensive for a few nuts anyway). I have at last found the decals I bought for the air cleaners (which have now been painted and fitted) so I can take these down with me. The door handles were indeed upside down so these have been corrected which is a relief as I looked at hundreds of photos and wondered if I was going mad. In addition to the boot carpet a new cover panel kit has been fitted to the boot to hide the fuel tank. I must make a mental note to order a Triplex sticker for the windscreen. It turns out the screen was 8mm thick rather than the correct 6mm. However, on fitting the replacement seal it appeared the old screen wouldn’t fit with the new rubber in place. The reason the windscreen was loose was because the sealing rubber was missing. There are a few more things to report in terms of the work carried out to the car. I’ve spoken to Watermill Carriage Co today as I’m heading down there at the end of the week to have a look at the car prior to picking it up. This entry was posted in 1950s, Triumph by admin. (Article and photos copyright 2014 AutoMuseumOnline. There are also several local Triumph car clubs such as the Minnesota Triumphs Sports Car Club, the British Car Club of the Lehigh Valley and the Georgia Triumph Association to name just a few. Also, the Vintage Triumph Register claims to have the largest number of Triumph enthusiasts in North America. The Roadster Factory has a good site for everything to do with British sports cars. While Triumph sports cars are no longer being produced there is an excellent support network. Restored TR 3’s and TR 3A’s may as of this writing carry asking prices from the mid $20,000 range to the $30,000 range. When you start looking at restored models the asking prices at auction can be quite different. Non restored models can be found under $10,000 depending on actual condition and rust if any. The design of the Triumph TR 3 and TR 3A are still quite popular today. Most collectors believe there are less than 10,000 of these TR 3A models still around as of this writing. Total production of TR 3 models which include the TR 3A was over 70,000 vehicles. Total production of the Triumph TR 3A models was over 58,000 vehicles. Notice the smaller width grille on this TR 3 model compared to that on the TR 3A The TR 2 was able to reach speeds of 100 MPH. The prototype that Richardson worked on was changed in several ways most notable was the rear end and went into production in 1953 as the TR 2. What was presented to the sports car market in 1953 was a no frills sports car that was fun and affordable. Richardson made significant changes that helped in road handling and overall performance.
1959 TRIUMPH TR3A LENGTH DRIVER
An engineer and test driver named Ken Richardson was hired by Standard-Triumph to make changes to the prototype that would become the TR 2. This prototype was also known as Type 20TS. Standard went ahead with developing a Triumph prototype sports car in 1952 which is commonly referred to as the TR 1. Many will say that the design lines of the Triumph TR 3 sports cars have it’s roots back to the 1930’s. Triumph was a good addition for Standard as the latter company was producing family cars and triumphs sporty background would prove to be a good fit.
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After the end of World War Two the Triumph name was resurrected into the Standard Motor Company. Triumph had the unique distinction of being a company that went directly from building bicycles to building automobiles in the 1920’s.The company like several others didn’t survive the Great Depression.