If this has happened, you will hear a chattering noise at tickover in neutral, then silence when the clutch is dipped.Ĥ Thanks to a worm-and-peg steering setup, TR3 handling is wonderfully vintage, if a little vague. The synchromesh will give up eventually, but the first things to go are usually the layshaft bearings. Gearboxes are tough, but high-mileage examples will be suffering from wear. If overdrive is fitted to a TR3, it should be of the Laycock-de Normanville A-type variety, operating on second, third and fourth gears.
VIDEO TRIUMPH TR3A PRODUCTION LINE MANUAL
Tappets can also get noisy over time, though adjustment to quell the racket is possible.ģ All side-screen TR’s used essentially the same four-speed manual gearbox. Rattling indicates the main bearings are on the way out, while blue smoke suggests worn cylinder bores and/or piston rings. The tell-tale signs of wear are straightforward – rattling and blue smoke under acceleration. The important thing to check is oil pressure, with 50psi being the desired figure once the engine is good and warmed up. Floorpans are particularly prone to rot.Ģ TR engines are renowned for their longevity – 150,000 miles between rebuilds is possible, providing regular servicing has been undertaken. Oddly enough, the bonnet and spare-wheel boot lid are the two areas least affected by rust, but check the rest of the bodywork carefully. Outriggers can rot badly, much like any of the car’s steel parts, but everything is available. The chassis should also be straight, so get the car on a ramp and have a good poke around underneath. If the body has been removed from the chassis at any point, it may have twisted out of true, so check all panel gaps – ideally they should be both tight and even. That’s ok providing the work has been done well, but unfortunately that isn’t always the case, so make sure everything lines up. Rustproofing was poor on the production line, so most survivors have been restored at least once by now. Post-1956 cars feature disc brakes at the front, meaning they stop pretty sharply too.ġ The principal value of any TR is in its bodyshell, so check this both closely and carefully. On the whole, the standard suspension setup offers a decent balance between ride and road-holding prowess. The short wheelbase and shock settings produce a certain amount of pitching over big bumps, but smaller irregularities are nicely absorbed.
VIDEO TRIUMPH TR3A PRODUCTION LINE FREE
The steering itself is reasonably fast, at 2½ turns lock to lock, and includes an inch or so of free play at the rim. When the side-screens are removed there is plenty of elbow room, but space is restricted a little when they are in place. Once on the move, the gearbox is a delight to handle, through its central stubby, short-throw lever. At the same time, it is only really above 2000rpm that the engine produces its real power. Heavy traffic can be negotiated at 20-30mph in top gear, while the car will even move off from a standing start in second gear. The power to weight ratio is good, and the 2-litre engine is flexible enough to pull heartily from fairly low speeds. The ‘A was then replaced by the much more civilised TR4 in 1961, marking the end of the side-screen era.ĭriving a TR3 is an invigorating experience. The TR3A was introduced in 1957, bringing a whole host of extras, including an optional 2.2-litre engine. That was a remarkable figure for a sports model, and the TR3/3A range remains popular to this day. In period, sales climbed each successive year, peaking in 1959-60 – by which time the TR3A was the production model – at which time around 70 TRs were being built each working day. On a sunny day, being able to completely remove the sidescreens makes for an interesting driving experience too! That said though, comfort is not the primary criteria you consider when purchasing a TR3. Besides that, the TR3 offers no real comfort, and its weather equipment lets water leak inside the windscreen when the car is driven in the pouring rain. Simple and reliable, the TR3 could reach 110 mph and sold very well to customers who – fortunately – only had performance in mind. Alongside the contemporary MGA, the Triumph TR3 is the ‘other’ popular British roadster from the 1950s.
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