vivdownunder
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Posts posted by vivdownunder
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Perhaps another 3B anomoly Don ?. To add to the equation there was a third fan hub a slightly shorter than the long TR4 hub which didn't have a separate p/n either.
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Don, like Peter I've never seen an 8 hole extension before, so a degree of guesswork. The redundant holes appear to be square pattern rather than rectangular as original, indicating a non TR fan has been tried. Perhaps a novel attempt to overcome cooling shortcomings in hot climes like yours and ours.
The longer fan hub is TR4 128318 which is understandable on a TR3B.
Viv
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Have the early starter, generator and an SAH/TriumphTune TT1100 exhaust manifold - still good after many decades.
Needs heat wrap past the generator (or ceramic coat), or heat transfer failures can (and do) occur at any time. If the generator just stops charging and not too far away or using headlights, a decent battery will get you home. Generator rear bearing failure is a different matter. Worse still possibly due to exhaust heat on a long summer run, I've seen a generator burst internally into thousands of tiny pieces.
Lower down the collectors come very close to the starter motor cable nut. Perhaps because of better cooling airflow, wrap at the starter motor isn't as important.
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Careful if looking at fitting 10" rear wheel cylinders to 9" backing plates. Bores were the same but there was an upgrade to the handbrake lever that slid the wheel cylinder along to lock the brakes on.
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If any spare bezels or matching bases 502347 turn up, a mate restoring a quite significant early TR2 is after same.
For a good cause being one of only 3 Speed Models ever made.
Another down here restoring a pre TS500 TR2 is chasing a 201522 thermostat housing.
Viv
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Tim, Tecalemit isn't original for a TR3A engine as they weren't fitted until early 1965. Changeover began with the TR4A (along with closed engine breathing) when USA supplier Purolator was replaced by UK supplier Tecalemit.
TR3A engines were fitted with Purolator full-flow oil filter assemblies part 203271.
Tecalemit is easily identified by the hex head.fitting embedded in the centre of the filter head. This embedded fitting, being hollow with female thread to accept the long cannister bolt, was an advance in that it was easily replaceable if cross threaded.
Viv
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It's a Tecalemit - most likely from a TR4A engine. Cannister, oil filter and long bolt were different to Purolator. (Tecalemit oil filter has smaller holes around the circumference)..
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These Oz made floor pans are as good as is possible. I recall they have a UK outlet - perhaps email them for info.
http://www.kas-kilmartin.com.au/KAS%20Triumph%20parts%20description.htm
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John, seeing you have the engine and radiator in, run some strips of masking tape on the inside of the core opposite the dog bolt. Mark where you need the hole.
The hole is nominally 30mm x 30mm or just big enough for the starter handle boss to pass through.
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If it's any comfort John, I have the locally sourced tractor voltage regulator (and generator) and despite cleaning the points as part of annual servicing, the ammeter still fluctuates as you describe.
To preserve contact points surfaces, I use Contact Cleaner then run thin cardboard though to remove any debris.
Speaking of Fergie tractor parts, it's amazing that a new crankshaft prefectly good for a road use TR, sells for just A$253.18 inc tax - less than a blue TR3A apron badge !.
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All 1961 TR3As had Rheostats (Introduced 1960).
Viv
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Years ago a mate Ken Copeland chased down an aluminium hardtop and I went with him to collect it. The owner, a Brit expat, related a story of it being a short-run lightweight item for competition cars. He claimed it was made by an aircraft bodywork company called Helliwells. At that point I listened more carefully as Helliwells were known to do aluminium work for Jaguar and a bit of prototype fabrication for S-T. Later of course, as Tube Investments after a takeover, they built the aluminium bodied Swallow Doretti.
Ken hated any form of top on his TR3A and only ever used aeroscreens regardless of the weather. The rare aluminium hardtop was just a keepsake, so of no help at all as to fitting arrangements.
Viv
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The last of a variety of different Stanchions were 804512 RH and 804511 LH but 804511G wasn't a factory part number.
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True - the 1953 Paris Motor Show car finished in White with Geranium leather and weather equipment
Viv
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Don, back in the day I can't recall ever seeing later bolt-on stanchion cars with any form of soft gasket. Nor have I seen an original factory part number for one. The stanchion just went hard against the duco which chipped if the windscreen wasn't removed/refitted with great care.
Soft gaskets made of either paper, sheet rubber or the like seem to be a latter day innovation of necessity aimed at protecting the duco.
Viv
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Suggest later calipers TR4 onwards with greater choice of pads and less unsprung weight.
Viv
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Or another option is a roll of thin gasket paper from Auto Stores - usually available in either 0.04 and 0.08 mm.
Viv
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John, have you taken the radiator cap off to see if the coolant is circulating ?. I've tested a thermostat then found it had caught on build-up in the housing and couldn't open. I have at least 3 x NOS bellows thermos if you need one.
When testing an engine minus the TR2 apron to channel air to the radiator, a domestic electric fan in front of the radiator helps.
Good to catch up the other day. Car will be a pearler.
Viv
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Records show that very early car was built on 14 August 1953 with engine TS7E. It started out in Ice Blue with leather trim & weather equipment both in Geranium. Originally shipped to California, but more recently known to be in Denmark where you saw it.
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If you can get hold of a Factory Spares Catalogue, page 81 Plate AG shows the front inner guard wiring tag layout. Page 83 Plate AH shows where the tags went on the cockpit rear floor and boot floor.
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At TR3A TS41742 the soft top shape around the sidescreens changed with a corresponding revision to the Lift the Dot peg layout. At the same time a revised tonneau cover was released with an overlap at the back of the door.. You can see how it works from the photo of Don's green car.
Viv
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Jon Dymond should be well informed as his mother owns Penrite headquartered here in Melbourne Oz.
Another connection - his late father had a much loved Signal Red TR3A in his collection which the family has kept.
Viv
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624 TR3s were assembled from Completely Knocked Down (CKD) kits in Durban SA, so it could be one of those.
Although the Durban factory sourced lots of parts locally such as windscreens, shock absorbers, tyres etc to save import duty, the TR3s weren't kit cars due to having a S-T chassis, body and drive train.
A telltale of a SA assembled TR3 woud be two small holes drilled in the lower corner of the firewall on the passenger's side. That's where the supplementary SA commission plate was fixed.
On SA assembled TR3As with their smaller factory commission plate, the supplementary plate was mounted up on the firewall near the master cylinders.
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So did Australian delivered TR3As and also my Durban assembled car. At TS26904 a slightly different passenger side rear spring was introduced. It had two short pieces of leaf sitting on top of the spring held in place by a longer centre bolt. Being underslung, the added pieces had the affect of lowering the passenger side by about 12mm, so with a driver one-up, the car ran level.
Of course when two-up the car went back to sitting 12mm lower on the passenger side, so it was a strange arrangement.
Over the years it's been speculated that the height variation was due to one rear spring being stiffer than the other. In testing over a few sets I found both leaf springs to be very close to 128 in./lb. It's unlikely regulations would allow one spring stiffer than the other on a road car.
Viv
(Hi bigmalcy hope you are enjoying downunder).
MWK 950
in TR2/3/3A/3B Forum
Posted
Shane's car list takes me back quite a few years to when then TRR NZ Registrar Kevin T and I teamed up to try and track down the only 2 RHD Speed Model TR2s ever delivered. Speed Models were offered as a likeness of MVC575, but they never took off as only 3 were sold, The first TS19, a LHD car, was pictured at the 1953 London Motor Show after which it was rumoured to have gone to Canada. We knew the 2 RHD cars had been shipped to NZ but little else. Miraculously both cars eventually turned up after decades in storage following accidents thought to have occurred in the early 70s. If I remember correctly, TS612(SP)-0 had been purchased new by a Dr Paul who raced it extensively, taking his wife and 5 young children along to meetings. Seating arrangements were somewhat crowded - 3 children in the back on a made up occasional rear seat (not then available as an accessory), one child on a cushion on the tunnel, bubs on mum's lap and off they'd go - trailer in tow loaded with camping gear, spares and fuel. By yet another miracle a daughter of Dr Paul was able to provide not only a few different photos taken during her father's ownership, but also the original purchase invoice and even the shipping invoice. The second RHD TR2 Speed Model TS767(SP)-0 took longer to track down, but is currently being rebuilt in NZ to a high standard. Interestingly the NZ dealer who sold the 2 RHD Speed Models thereafter cleverly optioned up standard TR2's to similar levels as the Speed Models, offering them at a premium to wealthy local farmers as a TR2S.