In the early 1950s, Jaguar and MG defined the postwar sports car market. The TR2 was Triumph’s attempt to share in the spoils of that market against competitors like the Austin-Healey 100, a slightly faster car that was aggressively courting performance enthusiasts.
There never was a Triumph TR1. The TR2 was developed from the prototype “20 TS” introduced at the Earls Court Motor Show in London in October 1952—the same show that saw the debut of the Healey 100. The TR2 entered the market in early 1953. It quickly became renowned for reliability, good gas mileage, and commendable performance. In fact, thanks to a price tag lower than the Austin-Healey, and several race victories (including the 1954 RAC Rally), the car soon became a favorite with the public, who endured long waiting lists to acquire their own. Production continued until 1955, when the TR3 was introduced. In all, about 8,000 TR2s were made, most of which were exported to the United States, where the TR2 was credited with establishing the Triumph name.
A collector’s favorite, the TR2 is great fun for vintage racing and rallying. The exceptional concours condition of this example makes it equally suitable for the show ring.
The TR2 shown here has been fully restored to better-than-new condition. A California black-plate car, each step of the restoration was documented photographically and the car comes complete with side curtains and tool kit.
SCM Analysis
Detailing
This car was sold by RM Auctions at Meadow Brook in Rochester, Michigan, on August 5, 2000, reaching a surprising level of $35,090 (including 10% buyer’s commission). This was an exceptionally high price for an early Triumph, more than twice the SCM Price Guide (and every other guide), even taking into account the #1 condition of the car.
In the British car world, early Triumph TRs might be considered cult cars if there weren’t so many of them still running around. No one would argue that the car isn’t distinctive. Its low-cut doors, requiring separate side screens, appeal to the purist and the instrument panel is one of the most attractive of any sports car on the road.
But admiring the car from any frontal angle is definitely an acquired taste. On both the TR2s and the successor TR3s, the headlights look more like the coffee can lights kids nailed to the front of soapbox cars than the deliberate product of a professional designer. On the TR2s, the eccentric appearance of the lights is matched by the treatment of the radiator opening, with a very small grille tucked way back in the guppy-looking opening. The slab sides and simple curves of the body panels are clues to the tight budget within which this ’50s sports car was developed.
Nevertheless, these cars inspire fierce loyalty in their owners. Well-attended Triumph meets, with large numbers of impressive cars, are held every summer in every quarter of the country. The reasons for the enthusiasm haven’t changed. Built of simple, readily available components—the engine did in fact start life as a Standard Vanguard tractor engine used on Ferguson tractors, for example—the cars were rock-solid and easily maintained. During their period, the TR2s were the cars to beat in their class on any road rally or endurance race. Built to produce 90 mph, the first TR2 actually managed 124 mph in slightly streamlined form on the Jabbeke superhighway in Belgium in 1953 and 110 mph in street trim.< Moreover, it was cheap—nearly 20% less than the Austin-Healey which offered comparable performance. Most changes between the first TR2 of 1953 and the last TR3B, produced in December, 1962, were cosmetic in nature. The notable exception was the 1957 model year TR3, which had the first front disc brakes introduced on any production sports car. The sustained production means that upgrades, and in particular the disc brakes, can be easily retrofitted to earlier models such as this TR2. Since Triumph owners are hardly serious originality fanatics, there is little downside to such improvements. Triumphs are as much a bargain today as when they were new. A TR2 can produce performance comparable to Healeys of the same vintage while typically selling for one-third less. Parts are easily available, active clubs are everywhere, and anyone with basic mechanical aptitude can handle most repair jobs. The price of this car was certainly high, but in the current market, where sports cars with impeccable presentation are starting to get prices from impatient and well-off enthusiasts far ahead of those for average quality cars, the buyer of this Triumph isn’t likely to feel any remorse for his purchase.—Gary Anderson, Editor and Publisher, British Car Magazine