Triumph 1953

Mayflower - end of prod.
Renown
T.R.2 - new model

TR2 was introduced it the summer – the result of exhaustive test work on the two Triumph Roadster prototypes. The production model feature a longer, squared-off tail, housing a good-sized luggage boot, and modifications to brakes and chassis frame. The sidelamps are moved to below the headlamps, and the rear lamps raised to the tips of the finned wings.
Triumph 2000 Renown Saloon, Model 20ST, had superseded the similar-looking 1800 Saloon (18T) in 1949 and is continued in production. It has attractive knife-edge body styling and during Oct. 1951 - Oct. 1952 a Limousine version had been available. The latter had 3-in longer wheelbase (9 ft 3 in) and from early 1952 this size was adopted also for the Saloon (20STA).
The Mayflower was dropped in mid year in favour of the new Standard Eight.


W związku z premierą Standarda 8, produkcja Mayflowera została zakończona. W Genewie odbyła się oficjalna premiera produkcyjnej wersji zeszłorocznego prototypu Sports. Wyposażony jest w silnik Standarda i nosi oznaczenie TR-2. Seryjna produkcja rozpoczęła się w sierpniu.

 

Mayflower

1200T (4cyl, 1247 cm3, 38 KM) - end of prod.
  Saloon (wb: 84 in)

 

Renown

TDC (4 cyl, 2088 cm3, 68 KM)
  Saloon (wb: 111 in)

 

T.R.2

TR2 (R4 cyl, 1991 cc, 90 bhp)
  Roadster (wb: 7ft. 4in.)

The Motor YEAR BOOK, 1954     TRIUMPH T.R. II

  The Triumph sports-car was shown in prototype form at the Earl's Court Exhibition of 1952 and was therefore fully described in "The Motor" Year Book, 1953. Since that time it has, however, been developed to such a degree that the T.R. II model which is actually being built in quantity, may well be considered a new car.
  It is readily distinguishable externally from the prototype by a lowered windscreen and a substantially longer tail. This opens upwards to disclose a useful luggage locker, the spare wheel now being housed separately in a lower compartment.
  The power output of the engine has been raised from 76 b.h.p. at 4,500 r.p.m. to 90 b.h.p. at 4,750 r.p.m. and is a consequence of increasing the inlet valve diameter by 1⁄16 in., and the use of a higher lift camshaft giving a greater degree of overlap. The compression ratio has been increased from 7:1 up to 8.5:1 and the exhaust manifold has been improved from the point of view of easy exit and reducing heat transfer into the induction manifold. In this condition 5,250 r.p.m. can be obtained in the gears with no risk of mechanical failure. To ensure reliability at this greater h.p. and crankshaft speed the white-metal shells originally used in the big ends have been replaced by lead-bronze with an indium flash.
  The biggest changes have, however, taken place in the chassis and running gear. Early trials on the road show that the original chassis frame lacked stiffness and it has therefore been wholly replaced with a type having deeper side members placed further apart and with a greater number of cross members. This has increased the torsional rigidity by three times, and as the frame is straight with no kick up at front or rear with the exhaust pipe passing through the cruciform cross member the underneath of the car is exceptionally clean. This is a useful factor in lowering track and also makes it particularly easy to fit an undershaft which lowers the coefficient of penetration still further. In view of the fact that the normal production car will readily reach speeds of the order of 100 m.p.h. It is not surprising that the 9-in. brakes originally fitted were found to be inadequate. They have therefore been replaced by drums 10 in. in diameter by 2½ in. wide and this change in conjunction with improved ventillation for the drums and a hard friction lining has produced a stopping system which appears to be immune from fade. A further improvement from the viewpoint of control has been a reduction of the turns from lock to lock to a figure of 2¼.

The Motor Year Book 1953

 


A specially tuned TR2 achieved 125 mph (198 km/h) on the Jabbeke highway in Belgium.