1955 Triumph TR2

Before the TR2, the Triumph's post-war image was one of genteel tourers and saloons, and the rear-wheel-drive 2-litre open two-seater marked a genuine change in direction. The body, with its distinctive ‘bomb crater’ radiator grille, was designed with economy in mind and the ladder type chassis was extremely robust. There were coil springs at the front and a live axle with leaf springs at the rear, and steering was via worm and peg.

The Triumph TR2 debuted in August 1953 and for £844 it was not a cheap car, but nor was this a fabulously extravagant sum as the TR2 was the cheapest British car to exceed ‘the ton’. Its top speed of 107mph was a very impressive figure by early 1950s standards. In May 1953, a few months before the official launch, Standard-Triumph’s chief test driver Ken Richardson achieved over 124mph in his ‘speed trim’ (i.e., fitted with an under shield, tonneau cover, wheel spats and plastic windscreen) TR2 on Belgium’s Jabbeke highway.

The Triumph TR2 was not the most luxurious of cars, but there were full instrumentation and direction indicators as standard, plus a lengthy list of accessories, including a telescopic steering column and a cigarette lighter. The windscreen was designed to be easily detached and replaced by aero screens and the 4-speed gearbox had synchromesh on the top three ratios. Overdrive was another – and very popular extra – initially functioning on fourth gear only. Surprisingly, comparatively few buyers of new TR2s specified wire wheels – it is believed that only 80-85% opted for the standard disc wheels.

In 1954 Johnny Wallwork’s privately entered TR2 was the outright winner of the RAC Rally and Triumph won the Manufacturers’ Team Prize and the award for best ‘foreign’ team in the Alpine Rally. The TR2’s doors were modified in October of that year as customers found them too long to open onto a kerb; ‘short door’ models do not cover the sill. From May 1955 onwards the overdrive functioned on the top three gears.

The TR3 replaced the TR2 in October 1955. Of the 8,636 built, 5,521 were exported to North America.

The Triumph TR2’s I-4 OHV engine was based on the Standard Vanguard Phase II’s power plant, with twin SU carburettors and a high compression cylinder head raising the overall power to 90bhp. The displacement was reduced from 2,088cc to 1991cc. The transmission was also Vanguard derived, and the overdrive unit was from Laycock de Normanville.

Modern drivers may find the TR2’s interior on the compact side, but the flexible engine will outweigh this minor issue. After just a few miles, a new owner will quickly understand why the Triumph is so popular in the classic race and rally circuit today.

Pay especial attention to the state of the chassis and the drainage tubes in the bonnet. The sills, front scuttle, boot lid, front and rear wings, A-pillar and bulkhead, should be investigated for corrosion while cooling and head gasket issues were familiar TR2 problems. The TR Register is a great source of wisdom when it comes to spares.

Without the TR2, the Triumph badge might not have lasted beyond the 1950s. Quite simply, the first production TR refined the marque’s identity.

Rivals to the TR2 included the MG TF, the Sunbeam Alpine, and the Austin-Healey 100 BN4.