Triumph Book by Veloce Publishing

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ENTHUSIAST’S RESTORATION MANUAL

How to restore

Triumph TR2, 3, 3A 4 & 4A Roger Williams

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From Veloce Publishing’s new imprints: Battle Cry! Soviet General & field rank officers uniforms: 1955 to 1991 (Streather) Hubble & Hattie Winston ... The dog who loved me (Klute)

www.veloce.co.uk First published in June 2009 by Veloce Publishing Limited, 33 Trinity Street, Dorchester DT1 1TT, England. Fax 01305 268864/e-mail info@veloce.co.uk/web www.veloce.co.uk or www.velocebooks.com. ISBN: 978-1-845842-63-5 UPC: 6-36847-04263-9 © Roger Williams and Veloce Publishing 2009. All rights reserved. With the exception of quoting brief passages for the purpose of review, no part of this publication may be recorded, reproduced or transmitted by any means, including photocopying, without the written permission of Veloce Publishing Ltd. Throughout this book logos, model names and designations, etc, have been used for the purposes of identification, illustration and decoration. Such names are the property of the trademark holder as this is not an official publication. Readers with ideas for automotive books, or books on other transport or related hobby subjects, are invited to write to the editorial director of Veloce Publishing at the above address. British Library Cataloguing in Publication Data – A catalogue record for this book is available from the British Library. Typesetting, design and page make-up all by Veloce Publishing Ltd on Apple Mac. Printed in India by Replika Press.

Contents

Acknowledgements & about the author................................................ 5 Foreword............................................... 6 Introduction & using this book........... 7 Safety.................................................... 8 Chapter 1. Selecting your first TR, & buying tips....................................... 9 Which TR to choose?.......................... 9 A review of the TR range..................... 9 Origins.................................................. 9 Sidescreen TRs.................................10 Non-sidescreen TRs..........................11 The ‘Wedgies’....................................13 Conclusion.........................................14 Buying – some golden rules..............14 Chapter 2. What to check when buying................................................15 General guidance .............................15 Sidescreen body................................16 Michelotti body..................................21 Inspecting the chassis.......................26 The TR2, 3 and 4 ladder chassis......26 The TR4A chassis..............................28 Engine, gearbox and overdrive.........29 Engine condition details....................29 The gearbox condition/assessment.. 29 Overdrive...........................................29 Rear axle/differentials/suspension....30 Sidescreen.........................................30 TR4.....................................................30

The IRS differential on TR4As..............30 Chapter 3. Preparing your restoration plan....................................................31 Stripping the car................................31 Do you have the contacts?...............32 Chassis or body first?.......................32 A typical home restoration plan........33 Example 1 – ladder chassis TR4/one-piece body repair.............33 Example 2 – IRS TR4A/two-piece body repair......................................35 Conclusion.........................................37 Spare parts........................................37 Chapter 4. TR2-3A body restoration........................................40 Introduction........................................40 Minimising body repairs....................41 Plan 1.................................................41 Plan 2.................................................41 Plan 3.................................................41 Body restoration – the ‘rules’............42 Rebuilding the doors.........................42 One-piece body repairs.....................46 Two-piece body repairs.....................60 Additional tips....................................65 Sandblasting......................................67 Conclusion.........................................67 Chapter 5. TR4-4A body restoration........................................68

The TR4-TR4A differences................68 Minimising body repair difficulties ...69 Body restoration – the ‘rules’............69 Rebuilding the doors.........................70 One-piece body repairs.....................72 Two-piece body sequence................75 Progressing the restoration...............76 Additional details...............................80 Chapter 6. Chassis restoration .......85 Separating body from chassis..........85 Stripping, sandblasting and checking the chassis.......................86 The ladder chassis............................88 Examining and repairing the IRS chassis.............................................90 Modifying the IRS lower wishbone mountings........................................95 Chapter 7. Painting, plating & rust prevention .......................................99 Painting, corrosion protection & metal finishing.................................99 The chassis........................................99 Painting the bodyshell and panels..100 Home application problems............100 The painting process ......................101 Transportation..................................103 Stone-chip protection ....................104 Metal finishing..................................104 Chrome-plating ..............................104 Component preparation .................104

Rust prevention...............................105 Chapter 8. Engine............................106 Background.....................................106 First checks.....................................107 Removing the head.........................107 Cylinder liner and lower seals.........107 Oil leaks, circulation and containment...................................108 Other bottom-half suggestions.......110 Cylinder head matters.....................111 Assembling the engine....................112 Fitting the engine.............................112 Ancillary equipment.........................112 Distributor........................................112 Inlet manifold...................................112 Exhaust manifold.............................112 Some cooling detail.........................118 Unleaded cylinder heads.................120 Chapter 9. Clutch, gearbox & overdrive.........................................121 Clutch...............................................121 Gearbox...........................................122 Overdrive matters............................124 Problems and solutions common to ‘A’ and ‘J’ types.........................124 ‘A’ type overdrive.............................125 ‘J’ type overdrive.............................126

TR4A..............................................138 Improving the steering.....................139 Chapter 12. TR2-4 rear axles & suspension ....................................140 Rear leaf springs..............................140 TR2 and TR3 ‘lockheed’ axles........141 ‘Girling’ rear axle..............................141 ‘Girling’ axle’s hubs.........................141 Chapter 13. TR4A IRS & differential.......................................144 Triumph’s IRS system......................144 Trailing arms.....................................145 Differential........................................146 Driveshafts.......................................148 Universal joints................................148 Rear hubs & bearings......................149 Chapter 14. Brakes..........................150 Background.....................................150 Sidescreen cars...............................150 Front brakes.....................................151 Rear brakes.....................................152 Michelotti models............................152 Brake lines.......................................152 Improving the brakes.......................153 Fitting a servo..................................153 General braking issues....................153 Handbrake.......................................154

Chapter 10. Carburettor . ...............127 Carburettor identification.................127 Inlet manifold identification.............128 Preliminary operational checks.......129 Adjusting idle speed........................130 Balancing carburettors....................130 Replacing throttle spindle................131

Chapter 15. Miscellaneous matters............................................155 Sidescreen windscreen detail.........155 Electrical suggestions......................155 Improving security...........................157 Bonnet release cables.....................158

Chapter 11. Front suspension & steering...........................................132 The TR2-4A suspension..................132 Checking or improving the suspension....................................133 Sidescreen worm steering...............135 Sidescreen rack conversions..........137 TR4 & 4A steering............................138 TR4...............................................138 The upper fulcrum pin.................138

Chapter 16. Trimming a sidescreen car...............................160 Getting prepared.............................160 Refurbishing dashboard & cappings........................................161 Dashboard.......................................161 Cockpit cappings............................162 Sound deadening felt & carpeting........................................163 Internal trim panels..........................166

Seat belts.........................................167 Renovating the seats.......................167 Sidescreen refurbishment...............170 Chapter 17. Trimming a Michelotti interior.............................................171 Restoring the wood veneer.............171 Sound deadening felt & carpet fitting..............................................171 Internal trim panels..........................176 Seat belts.........................................178 Rebuilding the front seats...............178 Re-covering pressed steel TR4 seats..............................................179 Re-covering tubular framed seats (late TR4 and TR4A)......................180 Rear seats........................................182 Chapter 18. Sidescreen hood fitting...............................................183 Boot & door seals............................183 Hood frame......................................183 Hood variations and fastenings......185 Fastenings.......................................185 Fitting the hood, tonneau & stick cover..............................................188 Hood................................................188 Sidescreens.....................................191 Hood maintenance..........................193 Chapter 19. Fitting hood/softtop to Michelotti cars...........................195 The differences................................195 Rebuilding hood frames..................196 Hood................................................199 Fitting TR4 frame & hood................199 Fitting the TR4A hood.....................200 Hood maintenance..........................202 Chapter 20. Conclusions.................203 Appendix. Suppliers.........................204 Index..................................................205

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Chapter 1

Selecting your first TR, & buying tips Which TR to choose? In all probability you have already decided which TR is your heart’s desire. A decision probably made quite subconsciously on the basis of a very brief glimpse of some lucky so-and-so flashing past you, a drop-dead gorgeous blonde’s hair streaming behind, or some equally illogical reason. Me, well I LOVED the sound of the six-cylinder engine and lines of the TR6. Anyway, I am (almost) past noticing blondes; on the very rare occasion I might spot one it takes all my concentration to focus on the lady in question, consequently, I rarely notice the car she is in! However, if you have not quite made up your mind, there are some very logical and unemotional points we should discuss as part of your TR selection process. Sadly, the first consideration must be money, so before deciding anything examine where you think you fit into the various price bands for each model: clearly, it’s pointless looking at £10K cars with only £5K available. Take care, however, for you need to crosscheck prices carefully. Along with the basic price issue is the related question of whether you are buying from a dealer or privately. What is your Safety Net Position? Put another way, how much redress do you want? Only you can decide this; many will be happy to pay, perhaps, £1000 more to a reputable dealer, comfortable in the knowledge that if anything goes wrong – even, say, on the M25 on a Bank Holiday Monday – they can pick up

the ’phone and get help. Buying privately may save some money but there’s little comeback, so you are best advised to take this route only if you have good technical knowledge or the close support of someone who ‘knows his onions.’ Furthermore, buying privately does not guarantee the lowest price. There are occasions when buyers take their privately purchased car to a dealer for work or restoration only to hear that they could have bought a similar car for less from that dealer! Bear in mind, too, that it’s very difficult to value a classic car. The magazine Classic Cars carries a monthly valuation review under the headings of Mint, Average and Rough, whilst Practical Classics also offers valuation information under Excellent, Regularly-Used and Rebuild-Required categories. All price guides need to be used very carefully, for, at best, they give an average figure for each category of car. You may note that a particular model’s ‘show’ (or, as I interpret the heading, ‘mint’) price is quoted as £10,000 when, in fact, several cars have an asking price of £15,000 – and may well be good value for money even at that price. At the other end of the scales you could find a restoration project price of £4500 but could buy from several dealers for £2500! Nothing, therefore, beats seeing the car, asking questions and getting a feel for the market. It’s essential that you view a number of cars that fall into your target model, price and condition before actually getting your money

out of the bank! If you really haven’t made up your mind which TR to shortlist, it will resolve several uncertainties at once if we go through the range of TRs open to you. Not only will this give you a feel for each car’s appearance (via a photograph, of course), but I will try to outline each car’s major features, too. We should also evaluate its scarcity and value at the time we went to press by recording the price spread for each car as shown in one or more of these magazines. I hope you will accept in a spirit of fun the personal views I record for each model, even if they do not completely align with your own opinion. Lastly, I hope you find it interesting and relevant if I sketch in the major technical developments of the TR range and the main competitors in the popular sports car market, for you will notice a definite correlation between each company’s technical improvements and what the competitor does next! A review of the TR range Origins Spurred on by MG’s success, particularly in the USA, Triumph set about its own two-seater sports car design early in the 1950s. The contemporary MG that Triumph must have used as an initial benchmark was the highly successful MG TD model. This had a 57bhp, 1250cc engine and ‘traditional’ upright body styling comprising ‘humped’ scuttle, flat-folding windscreen and cut-away doors. The TR prototype for what turned out

ENTHUSIAST’S RESTORATION MANUAL SERIES

1-1. No, there’s no ‘hidden’ TR, but this seemed so in keeping with the early days of TR motoring – at least in the UK – that I felt it set the scene for times past. Not that I expect all readers to remember these days, but this was how things were when the first TRs hit the road.

1-2. Interested in classic TRs but can’t tell one from the other? This picture could help you, from left to right: TR2, TR3A, TR4A, TR6 and TR7.

to be an extensive range of Triumph TRs, was an amalgam of a Standard Nine chassis and Triumph Mayflower suspension. It had a re-linered (to 1991cc) version of a 2088cc (85mm bore), wet-linered, ex-Standard Vanguard/Triumph Roadster engine, a Triumph Roadster 2000 gearbox and 3.7:1 ex-Mayflower rear axle. The front suspension for all TRs up to 1976 was almost the same throughout the whole period, and was, in fact, based on the Triumph Mayflower Saloon of the early 1950s! The car was shown at the 1952 Motor Show as ‘20TS,’ and visitors to the show must have thought the TR’s smooth aerodynamic body shape both a revelation and really far-sighted, compared to the traditional MG TD. However, the TR was subsequently tested by Ken Richardson and the chassis in particular declared a death trap! With Ken Richardson’s close supervision the car was redesigned. The characteristic TR2 faired headlamps and flat windscreen were retained, but the rear body shape was squared-up slightly from the original prototype. It was the chassis that received the most radical change in order to do away with the original’s flexing. The prototypes that followed were called TR (for Triumph Roadster) 1 but there were no TR1 production units made, and, to the best of my knowledge, all prototypes were scrapped. They were a vital step in realising the Triumph Company’s ambition to offer a choice to those seeking a low cost, fun sports car who, to date, had had to look

no further than the nearest MG showroom. The next link in the TR chain occurred in 1953 with the introduction of the TR2. Sidescreen TRs My personal opinion is that the TR2, TR3 and TR3A offer the appeal of rarity, and will turn heads wherever they go. I think few would argue, however, that they are not best suited as daily transportation except in the most pleasant of climates. The space available within the cockpit is limited, as is luggage capacity. They leak. The steering is heavy and, in standard form, there’s a couple of inches (roughly 50mm) of ‘play’ at the steering wheel. They are best bought as a second or third car for occasional use, and the price needs to be seen in that context. You should be aware that these cars do not have wind-up side windows. The TR2 and TR3 have (removable) sidescreens. Obviously, if you enjoy a Californian-like climate this is, as they say, no problem. If you are resident in less balmy climes, you need to decide whether this is acceptable. It depends upon the use you expect to put the car to and your own fortitude. If it’s your first and only mode of 1-3. The TR2, first of the TR range of sports cars. Introduced in the early 1950s, the TR2 retains its classic style today.

transport, well, I would not recommend a sidescreened TR in anything but the warmest of climates! There again, many TR owners would totally disagree. I can still remember the admiration I felt when we saw off a lovely couple I’d just met in their ’2, top-down, from a hotel ‘do’. Nothing remarkable about that I hear you mutter, but it was a very frosty, mid-January night with a temperature of about -10ºC (about 20ºF). Mind you, they did don leather helmets, and, I guess, sneaked the heater on just a little after they had left the hotel grounds! As a general rule of thumb, though, I think it prudent to steer you towards the wind-up windows of the TR4 (and onwards) if you envisage the car providing long-distance, all-weather transportation. That said, there is a major focus these days on the sidescreened cars and they are generally selling well, with good examples finding new homes quite quickly. Lets look at each of the sidescreen cars in a little more detail. TR2 (1953- 1955) (Photograph 1-3) By the time production of the TR2 commenced, the chassis had been dramatically stiffened, but the ex-Vanguard, wet-linered, four-cylinder engine was retained in 1991cc/83mm bore format. The original gearbox and rear axle were also retained. The formula proved a success, for 8636 cars were built, of which 5182 were exported. The MG of the day was now the ‘TF’ model with its 1250cc engine and identical performance to the preceding MG model. MG was forced to uprate the engine to 1466cc but, not surprisingly, this did little to stimulate sales and the TR2’s streamlined body shape must have appeared a significant improvement to the buying public and motor manufacturers alike. Furthermore, the TR’s 90bhp gave it a top speed of 108mph. This was faster than the TF and no doubt contributed to the TR2 breaking into a sports car market long dominated by MG. This first TR used drum brakes on all four wheels. The front suspension was by unequal length wishbones and telescopic shock absorbers, whilst steering was by worm and peg. The rear suspension was totally conventional for the era, using a pair of leaf springs to provide the suspension and

SELECTING YOUR FIRST TR & BUYING TIPS locate the rigid rear axle. Rear shocks were lever-arm type. Overdrive was available as an optional extra on top gear, which was an innovative development. One development took place during the production run – the original doors stopped at the bottom of the sill, effectively hiding the sill, and cars with these deeper doors subsequently became known as ‘long door’ TR2s. Some found the original doors struck the kerb, which made exiting the car difficult, so a shallower door with a visible sill was introduced in 1954. The later cars became known as ‘short door’ TR2s. It’s estimated that a total of only some 2500 TR2s remain in existence today worldwide, the majority of which – nearly 1800 – in the USA. I estimate that nearly 600 remain in the UK, however. Classic Car valuations range from £4500, and £8500 to £14,000 at the time of going to press. TR3 (1955 to 1957) (Photograph 1-4-1) 10,032 of the 13,377 TR3s produced were exported, maintaining Triumph’s steady penetration into this (to Triumph) new market. This was in spite of the fact that the competition was not standing still, and the improved handling (due to a lower centre of gravity) streamlined MGA was launched in 1955 with rack and pinion steering, and a new 1489cc, 72bhp engine. TR innovation continued, too, with the introduction of 11-inch front disc brakes, several years ahead of Triumph’s arch rivals! These were initially an optional extra but were standardised in 1956. The TR3 retained the 1991cc, wet-liner Vanguard engine, which, as an aside, was a development of a Ferguson Tractor engine, although power was increased to 95bhp. The TR3 used the more robust Vanguard ‘Girling’ rear axle, but otherwise had few significant differences. Approximately 1700 TR3s are thought to remain throughout the world, with close to 900 in the US and approaching 600 in the UK. Magazine values are £4500, and £8000 right up to £13,250 for the whole of the TR3 range, although I would expect the TR3B to be slightly less valuable in spite of its specification being the best of the sidescreen cars in my opinion.

TR3A (1957 to 1962) and TR3B (1962) (photograph 1-4-2) MG upgraded the MGA in 1958 with a 1588cc engine and disc brakes, and again in 1961 with a 1622cc/93bhp engine, and the car did much to revive MG’s image. Triumph introduced the ‘3A’ with its optional 2138cc 100bhp engine. The ’3A’s appearance was revised slightly by a new front (panel and grill), and exterior door handles that were lockable! The Triumph had yet to match the MG’s handling, however, and weatherproofing was still by sidescreens. Nevertheless, the ’3A was an outstanding success, as illustrated by the 58,309 cars produced – of which 52,478 were exported – or an average of over 10,000 cars per year. This production rate is something in the order of three times the average annual output of the previous model. TR development continued and, in 1962, the TR3s standardised on the 2138cc engine and front disc brakes. To Triumph this was just a continuation of the ’3A’s production run but, to the majority of Triumph enthusiasts, this amounted to the introduction of the ‘TR3B’. This model still does not officially exist but 3334 were manufactured – solely for export markets! Whatever the model was called, this production run was the last of the sidescreened TRs since the TR4 design showed the way forward by introducing TR drivers to the comfort of wind-up windows. There are thought to be a total of about 9500 surviving TR3As but only perhaps 250/300 TR3Bs are available for us to enjoy. Of the sidescreened TRs, the ’3A is not only the most numerous, but probably the best loved. Non-sidescreen TRs The TR4, TR4A, TR5 (and TR250) and the TR6 provide much more in the way of creature comforts in almost every respect. To be fair, I don’t believe there are many TRs made before the TR7 which are in true daily use. Many are available for daily use but when snow, ice or salt are 1-4-1. The second of what became known as the ‘sidescreen’ TRs, this is the TR3. A relatively small proportion of TRs left the factory fitted with wire wheels, but this car is non-standard by virtue of its retro-fitted, heavy duty wire wheels and broader section tyres. It still looks very attractive, though.

1-4-2. The TR3A model which was built in greater numbers than the ’3. It would be difficult to tell the two apart at this distance were it not for the wide pressed aluminium radiator grille, although the TR3A’s door handles are just visible. The TR3A has a huge and committed following still.

around their owners mostly take the bus. Not, mind you, because they’re concerned about their car’s performance or reliability, but are understandably anxious to keep it in pristine order. These later TRs were made in (increasingly) larger numbers than the earlier models, which means two things: there were more to survive (and more did survive); and more spares are more readily available to help keep the survivors on the road. Furthermore, the numerous common parts within the TR4A, ’5, ’250 and ’6 range of models means that, generally, the volume of spares used is higher and the cost is consequently more affordable. TR4 (1961 to 1965) (Photograph 1-5) For the TR4 Triumph revealed its clever ‘one major change at a time’ development policy retaining an almost unchanged chassis, suspension and engine design, but introducing an Italian redesigned body style – the Michelotti shape, that was, in fact, retained for the subsequent TR4A and TR5. There were some other improvements – notably rack and pinion steering and a wider track (no doubt intended to improve handling), and synchromesh on all four forward gears. Manufacturing volume was retained at the 10,000 units per annum level with a total of 40,253 cars produced, of which a very creditable 36,803 (over 90%) were exported. However, the competition leapt ahead by introducing the MGB in 1963. This was significant by virtue of its unitary construction that integrated a now redundant chassis into a stress-carrying bodyshell with significant weight and rigidity benefits. There are thought to be about 4000 TR4s worldwide, with the majority (2250) Stateside. The model has a UK valuation

Appendix

Suppliers Clubs TR Register, 1B Hawksworth, Southmead Industrial Park, Didcot, Oxon, OX11 7HR, England. Tel: 01235 818866, E-mail: tr.register@onyxnet.co.uk Vintage Triumph Register, 15218 West Warren Avenue, Dearborn, MI 48126, USA. Website: www.vtr.org, E-mail: vtr-www@www.vtr.org UK specialists Moss Europe Ltd, Hampton Farm Industrial Estate, Hampton Road West, Hanworth, Middlesex, TW13 6DB, England. Tel: 02088 672020, E-mail: sales@moss-europe.co.uk Revington TR, Home Farm, Middlezoy, Somerset, TA7 0PD, England. Tel: 01823 698437, E-mail: info@revingtontr.com TR Bitz, Lyncastle Way, Barley Castle Trading Estate, Appleton Thorn, Warrington, Cheshire WA4 4ST, England. Tel: 01925 861861, E-mail: triumph@trbitz.u-net.com TR Enterprises, Dale Lane, Blidworth, Mansfield, Nottinghamshire, NG21 0SA, England. Tel: 01623 793807, E-mail: stevehall@trenterprises.com TRGB Ltd, Unit 1 Sycamore Farm Industrial Estate, Long Drove, Somersham, Huntingdon, Cambridge, PE17 3HJ, England. Tel: 01487 842168, Website: www.trgb.co.uk US specialists The Roadster Factory, PO Box 332, Killen Road, Armagh, PA 15920, USA. Tel: (800) 678-8764 Website: www.the-roadster-factory.com Victoria British Ltd, Box 14991, Lenexa, KS 66285-4991, USA. Tel: (800) 255-0088, Website: www.longmotor.com Moss Motors, PO Box 847, 440 Rutherford Street, Goleta, CA 93116, USA. Tel: (800) 667-7872, Website: www.mossmotors.com TR250/5/6 Electrical Maintenance Manual, by Dan Masters. Available direct from the author at 1051 Vera Drive, Alcoa, Tennessee, TN 37701, USA Overdrive repair specialists Overdrive Repair Services, Units C3/4 Ellisons Road, Norwood Industrial Estate, Killamarsh, Sheffield, S21 2JG, England. Tel 0114 2482632, Website: www.overdrive-repairs.co.uk/products Overdrive Spares, Unit A2 Wolston Business Park, Main Street, Wolston, Nr Coventry, CV8 3FU, England. Tel: 02476 543686, E-mail: odspares@aol.com

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Gearbox rebuilding First Gear, 3 Church View, Beckingham, Doncaster, DN10 4PD, England. Tel: 01427 848101 Chassis repair and manufacture CTM Engineering, Unit 3A, Bury Farm, Curbridge, Nr Botley, Hants, SO30 2HB, England. Tel: 01489 782054, E-mail: colin@ctmeng.freeserve.co.uk Paint manufacturers/specialists International Coatings, 24-30 Canute Road, Southampton, SO14 3PB, England. Interlux, 2270 Morris Ave, Union, NJ 07083, USA, Website: www.yachtpaint.com, (marine industry paint). Bondaglass-Voss Ltd, 158 Ravenscroft Rd, Beckenham, Kent, BR3 4TW, England. Tel: 0181 778 0071, (rust preventative primer paint) Witham Oil and Paint Ltd, Stanley Rd, Oulton Broad, Lowestoft, Suffolk, NR33 9ND, England. Tel: 01502 563434, (rust preventative primer paint) Hood renovation products Renovo International, PO Box 404, Haywards Heath, West Sussex, RH17 5YN, England. Tel: 01444 443277, E-mail: renovo@dial.pipex.com Chrome restoration Central Engineering Services, Unit 1 Riverside Industrial Estate, West Hythe, Kent, CT21 4NT, England. Tel: 01303 268969, Website: www.c-e-s.demon.co.uk Body repairs Frost Auto Restoration Techniques, Crawford Street, Rochdale, Lancs, OL16 5NU, England. Tel: 01706 658619 (clamps, cutters, tools and equipment for auto body repairs) Woolies (I and C Woolstenholmes) Ltd., Blenham Way, Northfields Industrial Estate, Market Deeping, Peterborough, PE6 8LD, England. Tel: 01778 347347, (motor vehicle trim and accessories) Cylinder head refurbishment/unleaded compatibility Bailey and Liddle, Unit 16, Upper Brents Estate, Faversham, Kent, ME13 7DZ, England. Tel: 01795 535068 (engine reconditioner and unleaded cylinder head conversions) Sidescreen rack conversions TR Bitz (see above for details) Revington TR (see above for details)

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Index Abandoned projects 31 Alternator (see Electrical) Anti-roll/sway bar (see Suspension) Belts, dynamo/alternator/fan/ seat/safety 165, 167, 178 Body, accident damage 17, 66, 83 apron 19, 57-59 battery box/tray 17, 18, 53, 78 bonnet/hood 21, 22, 25, 58, 80 boot/trunk 20, 23, 24, 25, 59, 61, 63, 64 81-83 braces (see Door aperture) bulkhead 51, 52 changes, design 41, 43, 50, 53, 165 differences 68 dissimilar metals 22, 23 filler 16, 20, 22, 23, 25, 69 floor 17, 18, 24, 33, 35, 36, 41, 46, 48, 60 footwell 16, 17, 35, 46, 48, 51, 75, 78 inner front wing 17, 18, 22, 26, 51, 52 79, 80, 83, 84 inner rear wing 19-21, 26, 50, 59, 60-62, 73, 76, 77 intergrips 66, 80, 81 minimising 40, 41, 69 one-piece repair 32, 33, 40, 46, 72 plenum 24, 25, 66, 75, 78 plinths, hinge 55, 56 pop-rivets 49, 52, 80 post, ‘A’ & ‘B’ 17, 23, 28, 34, 42, 47 48, 66, 72-76, 79, 81 rear deck 20, 22, 58, 61 rear half 19, 36, 41, 57 rear shelf 19, 30, 41, 49, 50, 60 rear valance/box section 21, 23, 58, 77 rear wing/fender 21, 22, 24, 57 rules 42, 69 scuttle 54, 55, 57, 79, 83, 155 sealers (see Paintwork) separating from chassis 85 shape/fish 16 sills/rockers 16, 17, 19, 22, 24, 25, 32, 33, 35, 36, 46, 47, 60, 73, 74, 77, 81 spare wheel pan 20, 21, 59, 62, 65 terminology 40, 68 transportation 34, 103 two-piece repair 32, 33, 35, 41, 60, 69, 75 welding 81 wing/fender 17, 18, 34, 48, 56, 57, 58, 63, 83 Bonnet/hood (see Body) Bonnet release 158, 159 Brakes bleeding 153, 154 callipers 38, 133, 151, 153 front 150, 151 handbrake 89, 140, 152, 154 improving 153, 154 master cylinder 150, 151, 153 pipe, route/material 152, 153 problems/issues 153 rear 152, 154 servo 153 sizes, drum/disc 150-152 thread differences 152 Buying 9, 14, 15-30 General guidance 15, 16 Carburettors air filters 130, 131 balancing 130 checks, operational 129, 130 fuel level/filter 129 Grose-jets 129 identification 127 idle speed 130 inlet manifold 128, 130 Stromberg 128, 131 SU 127-129 throttle-spindle 130, 131 waxstats 128 Zenith- Stromberg (see Stromberg) Carpet (see Trim) Chassis

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accident damage 26-28, 90, 95 body mountings 27, 76, 86, 88, 143 corrosion 27-29, 86, 89, 90, 92 differential bridges 94, 95, 145 differential mounts/pins 92, 94, 95 examination 26, 86, 90 front suspension mountings 26, 87, 89, 93, 95-98, 132, 133, 139 front turrets/braces 26, 86, 87, 90, 95 galvanising 99 hogging 26, 28, 82 IRS 28, 35, 36, 72, 85, 90, 91-98, 144-149 ladder 26, 32, 34, 85, 88, 89 outriggers 87-89 painting 98-100 rear suspension mountings 27, 76, 86, 90-93, 144, 145 repair/replacements 26, 27, 29, 90 steering mountings 87, 88 strengthening 87, 92-98 ‘T-Shirt’/central pressing 28, 90-93 US TR4A chassis 94 Clubs 5, 14, 203 Clutch 29, 121 actuating fork/pin 29, 121, 122 cover-plate 121 cross-shaft (see Gearbox) slave-cylinder 121 Dashboard, RHD conversion differential (IRS) 30 support pin 30 Door aperture braces 33, 34, 37, 46, 47, 62, 73, 84-86 construction 19 examination 19, 22, 23 gaps 26, 43, 44, 54, 55, 72 long 43 restoration 33, 41-45, 70-72 seals 47, 183 Electrical 39 alternator 156, 157 distributor 112, 118 drive belt 156, 157 dynamo 156 headlamp upgrades 156 ignition 156 polarity 156 starter motor 109, 110, 156 terminations 157 Engine assembly 38 balancing 110 camshaft 110, 115, 116 capacity 11, 106 checks 29 compression ratio 112 con-rods 115 cooling 119 crank, end float 113 crankshaft 108, 110, 113, 114, 118 cylinder head 38, 107, 111, 112, 117, 20 cylinder head, gasket 112, 117 cylinder head, unleaded 117, 120 exhaust manifold 112, 113, 119 fitting, engine 112 flywheel 109, 110, 156 Fo8 gaskets 106, 107, 108, 112, 114, 115 ignition (see Electrical) liner, dry (cylinder) 106, 107, 114, 115 main bearings 109, 113, 114 pistons 115 rocker gear 117 seal/sealers 108, 109, 114-117 seal, crankshaft (see Oil) thermostat 119, 120 timing gear 116-118 water pump 118 wet-liner 11, 106, 107 Vanguard 10, 11, 29, 106, 110 Front suspension (see Suspension)

Fuel filter/pump 38, 119 Fulcrum pin (see Suspension) Gearbox ‘A’ type 123 checks 29, 32 cover 123, 126 cross-shaft 121, 122 design change 122-124, 126 hissing 29 ‘J’ type 123 oil/filter 124, 126 numbering/prefix 123 Girling (see Rear axle) Hood/Softtop differences, TR4/TR4A 195, 196 fastenings 185-188, 198, 199 fitting 183-185, 188-190, 197-202 fixing front 185, 186, 198 fixing rear 187-189, 201 frame 39, 189-191, 196-199 maintenance 193, 194, 202 tensioning 189, 190, 198, 200, 202 tonneau 190, 191 window replacement 194, 202 Hubs 30 Immobilisers 158 Instruments 42, 155 scarcity 155 Lockheed axle (see Rear axle) Manifold exhaust (see Engine) inlet (see Carburettors) Michelotti 21, 33, 68 MG 9-11, 13, 140 Oil filter 109, 118, 119 leaks, engine, 29, 108 pressure 119 pump 116, 118 seal, crankshaft 29, 108, 109, 113, 117 seal, rear axle 141, 142 thermostat 107, 119, 120 Overdrive ‘A’ type 29, 124, 125 examination 29, 32 ‘J’ type 29, 124, 126 problems 29, 124, 125 repairs 30 Paintwork 34, 36, 37 chassis 34, 36 colour-matching 100 emissions legislation 100, 103 loose panels 84, 102 priming 101, 102 protection 101 seam sealers 101, 104 stone-chip protection 104 stripping 83 transportation 34, 103 types of 100 Plating bright zinc 105 chrome 104 Radiator, water 118-120 Rear axle differences 30, 140 faults 30, 141 Girling 30, 140-142, 150, 152 Girling hubs 141-143 Lockheed 30, 140, 141, 150 service exchange 141 Rear suspension (see Suspension) Road springs (see Suspension) Rust prevention 82, 105 Sand/bead-blasting 34, 36, 37, 41, 67, 69, 86, 87, 90, 99, 104 Seats, retrimming (see Trim) Security, improvements 157-159 Sequence 32, 69, 76

Shock absorbers (see Suspension) Sidescreens (see Trim) Sound deadening felt (see Trim) Spare parts 37 Specialists 14, 16, 32, 38, 81, 90, 95, 108, 113, 135, 155 Starter motor (see Electrical) Steering 88 adjusting 137 box 136, 137 column/bushes 136, 139 conversion to rack and pinion 137 improving 88, 136, 137, 139 lubrication 135, 137 rack mountings 87, 88, 139 racks/rack & pinion 87, 88, 138, 139 sidescreen worm/peg 135, 136 stiffness 132, 135, 139 trunnions (see Suspension) Stripping the car 31, 37, 69, 86 Stromberg (see Carburettors) Suspension 35, 95 angles, caster/camber 134, 135, 138 anti-roll/sway bar 135, 136 bearings, front hub 134, 135 bushes 135, 138, 143, 146 bushes, polyurethane 146 checks 132, 149 drive-shafts, IRS 144, 145, 148 front lower mountings (see Chassis) front springs 133, 134 fulcrum pin 95, 133, 134, 138 IRS differential 146-148 IRS system 144, 145 IRS universal joints 148 live axle (see Rear axle) mixed/identifying components 132, 133, 144 shock absorber/damper 135, 145 spring, front, coil 138 springs, rear, coil 145 springs rear, leaf 140, 143 spring, rear, location pin 140, 141, 143 stub axle, front 135 trailing arms 144-146 trailing arm studs/hubs 146, 149 trunnions 132, 135, 138 vertical links 134, 138 wishbones 134, 138 SU (see Carburettors) Theft, car (see Security) Throttle spindle (see Carburettors) TR numbers exported 11-14 review 9, 10 Trim, internal 39, 160-170, 171-182 adhesive 160, 161, 171 cappings 161-163 carpet/kit fitting 160, 163-166, 171-176 dashboard 16, 161-163, 171 dissimilar metals 23 fastenings 155, 161, 163, 164, 172, 181 felt/sound deadening (see Carpet) gearbox cover 165, 173, 174 leather 160 seat frames 39, 167, 179 seats, front 39, 167-170, 178-181 seats, rear 165, 170, 182 sequence 161, 164, 172 sidescreens 170, 191-193 solvent 161, 172 trim kit/fitting 160, 166, 167, 175-178 wheelarch 160, 164, 174 Upper fulcrum pin (see Suspension) Windscreen aero 155 corrosion 23 details 53, 54, 155 Zenith-Stromberg (see Carburettors)

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