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HistoryThe TR2 was the first of the sidescreen TRs – there was no TR1! Around 8600 were built between July 1953 and October 1955 and about 60% of these were exported. Models from July ‘53 to October ‘54 have become known as “long door 2s”. The 1955 spec. cars had a shorter door with a 3” sill beneath. This improvement allowed the doors to be opened when parked against kerbs. There were some other minor changes to the spec. most noticeably the rear lights and the adoption of stainless steel trim.SpecificationThe four cylinder, wet liner, TR2 engine was developed from the Standard Vanguard 2 litre o.h.v. unit. In order to compete in the “under 2 litre category” its capacity was reduced to 1991cc. This produced 90BHP at 4800 rpm, and comfortably propelled the cars to over 100mph with incredible fuel economy. With only minor changes, this unit remained the basis of TR engines through to the six cylinder TR5s of the late sixties. Transmission was via a 4 speed gearbox with Laycock overdrive available as an optional extra - as was a 4:1 differential (back axle). The suspension utilised coil springs and telescopic dampers at the front with semi-elliptic springs and lever arm dampers to the live rear axle. Steering gear was the Alford & Alder ‘worm and peg’ system and noted for its “heaviness” at low speeds, especially with cars fitted with radial ply tyres. The overall length was 12 feet 7 inches, width 4 feet 7 inches and the cars weighed in at 2,100 lbs.What to look forThe main problem as with any car this age is the bodywork and chassis. All TRs up to TR7 have separate chassis which are relatively straightforward to repair. The early cars were pretty solid and noted for their robustness! Many panels can still be obtained either as new parts or salvaged from other cars. TR2s were hand built at the factory and making replacement panels fit is the fun bit!The engines are very reliable and robust and easy to work on when required. Regular oil and filter changes and keeping the engine in tune will ensure reliable service and minimise the risk of major problems. A good steady oil pressure reading (55 –75 psi at 2000+ rpm) when the engine is warm and a smooth tickover of about 800rpm are good indicators of a sound engine. Apart from chatter from the rocker gear, there should be no noticeable mechanical clatter. Routine service parts are readily available from a number of specialist suppliers, but as quality can be an issue with re-manufactured/pattern parts, do ask fellow Register members for recommendations. Some ‘fixtures and fittings’ can be more difficult to obtain so it is a good idea to delve through auto jumbles and see what you can find. You may not need it now but you never know! Don’t expect a TR2 to handle like a modern car. They are very throttle sensitive on curves and it is very easy to induce appreciable oversteer, so tyre pressures/types are critical. Unless equipped with a (non-standard) brake servo or a disc brake conversion, be very aware of the limitations of the drum brakes – particularly on wet roads at speed!! Once you have mastered the characteristics of the handling you will realise why TR2 owners rarely sell their cars – you will love it! |
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