1962 Triumph Other

B 2 DOOR VERT

BIG 4

Manual

TCF307LO

Clear

PETROL

The Beauty of a Triumph TR is timeless , this car reflects years gone by of the pure craftsmanship of the British Car manufacturing golden age . Pictures of this car posted more available . I can be reached by cell after 10 EST 1-352-302-245six . This car can be seen live before the end of auction It is located in Homosassa Florida Citrus County 34448 . Rarely do you find these cars for sale for the owners love them so much . Have fun with life and join the proud owners with the permanent smile on this driving passion . Quick Cash Quick Friends ! Title in hand . Treat yourself and drive your kids inheritance why keep cash in a mattress when you can drive away the blues . Although the car was usually supplied as an open two-seater, an occasional rear seat and bolt-on steel hard top were available as extras.The car was powered by a 1991 cc straight-4 OHV engine initially producing 95 bhp (71 kW; 96 PS), an increase of 5 hp over the TR2 thanks to the larger SU-H6 carburators fitted. This was later increased to 100 bhp at 5000 rpm[5]by the addition of a "high port" cylinder head and enlarged manifold. The four-speed manual gearbox could be supplemented by an overdrive unit on the top three ratios, electrically operated and controlled by a switch on the dash. In 1956 the front brakes were changed from drums to discs, the TR3 thus becoming the first series production car to be so fitted.[7]The suspension was by double A-arms, manganese bronze trunnion, coil springs and tube shocks at the front, optional anti-roll bar, and with worm and peg steering. Unlike MGs of the same period, the steering mechanism and linkage had considerable play and friction, which increased with wear.The rear was conventional leaf springs, with solid axle and lever arm dampers, except that the (box) frame rails were slung under the axle. The wheels were 15-inches in diameter and 4.5 inches wide (increased from 4 inches after the first few TR2s), with 48-spoke wire wheels optional. Wire wheels were usually painted, either body colour or Argent (silver), but matt chrome and bright chrome were also available. The front disc or drum brakes and rear drums had no servo assistance.The TR3's weight was significantly more than the Morgan Plus Four and the 356 Porsches, but not much more than the MGA and MGB. All except the Morgan, which shared the same engine, were substantially less powerful.Under most conditions the car was very responsive and forgiving, but it had a some handling vices. The chassis, which was shared by the TR2, TR3, TR3A and TR4 had limited wheel travel, and the car was somewhat tall and narrow for a true sports car. As a result, on very hard cornering, the inside rear wheel would lift, causing sudden over-steer due to the increased load on the outside rear tyre. This was particularly true with increasingly common radial tyres; the original TR2/3/3A suspension was built with older, crossply tyre designs in mind. The wheel lifting was more sudden than that of other cars, because it was caused by coming to the end of the suspension travel while there was still load on the tyre, so the load on the other (outside) rear wheel was a discontinuous function of cornering load, rather than just changing slope.The TR3 is a true roadster, designed for sunny weather but with removable rain protection. It has a convertible hood (US top) that snaps on and off and removable side curtains, allowing very low doors with padding for the driver's arm to rest on. There are holes in the floor, with rubber plugs, so that the originally supplied jack might be used from inside the car, as did the Jaguar XK120. The optional heater was poor and the shut-off valve was under the bonnet (US hood). A third person could get behind the seats, if absolutely necessary.The "Triumph TR3B" is an unofficial name given nowadays to the final version of the TR3, which was produced in 1962. It was offered concurrent with the TR4, which started production in 1961. The "TR3B" was a special short-production run in response to dealer concerns that the buying public might not welcome the TR4.It had the body of the later "TR3A". Two series were produced, one with a commission number preceded by TSF of which 530 were produced. One with commission numbers preceded by TCF of which 2804 were produced. Both series were partly produced in parallel. The TSF series were identical to the last run of TR3As, so with 2 litre engine but already with the TR4 all-synchromesh gear box. The TCF series had the 2.138 (2.2) litre TR4 engine. The engine is a straight-4, push rod, 3-bearing, with wet liners. It had 9:1 compression and was very rigid. It was fitted with two H6 SU carburettors. It had 105 hp (78 kW) at 4,650 rpm and 172 N·m (127 lbf·ft) of torque at 3,350 rpm. It got around 20 miles per US gallon (12 L/100 km; 24 mpg-imp) to 30 miles per US gallon (7.8 L/100 km; 36 mpg-imp). The top speed was limited to about 110 mph (177 km/h) by the gear ratio, unless it had overdrive. Electrically triggered overdrive (Laycock-de-Normanville Type A) was available as an option and operated on 2nd, 3rd, and 4th gears. Appearance was identical to the late US-version of "TR3A", so with different head light rims, for the rest very similar to the TR3, except for a wider grille and door handles. It weighed 2,137 lb (969 kg)