THOSE TERRIBLE 2s & OTHER RESTORATION TIPS
                                By Bill Lynn ; Technical Consultants: Bill Redinger and Tom Householder ;

Frames were painted gloss black as were all suspension parts. Early TR2 frames had no buttresses welded to the frame where the rear lever shock absorber mounts. The front brakes were 10" x 2 1/4" drum type (prototypes had 9" x 1 3/4") with Lockheed twin wheel cylinders on each wheel.  The rear brakes were 9" x 1 3/4" drum type through commission number TS-5442. Beginning with commission number TS-5443, the rear drums were increased to 10" x 2 1/4". Both sizes used a single Lockheed wheel cylinder. The front hubs were different on early TR2s and TR3s through commission number TS-13046.

The differential utilized course splined axle shafts (vs. the TR3's fine splined axle shafts) and had characteristic four-bolt outer axle bearing housings. The brake backing plates bolted on with four bolts. Early cars (pre TS-4731) had a rear axle ratio of 3.89:1 (using 5/16" crown wheel bolts). Later cars had a rear axle ratio of 3.70:1 (using 3/8" crown wheel bolts). After TS-8637 (the beginning of the TR3), a rear axle ratio of 4.1:1 was offered. A steel brakeline behind the frontmost frame crossmember connected the two front brakes. Wire wheel splines were not bolt on adapters before commission number TS-8637. They were separate one-piece hubs on front and rear. The were attached in the front to the stub axle, and in the rear to the differential axle shafts with a single center castellated nut and cotter pin. It is recommended for safety that old style adapters be replaced with new bolt-on adapters since no visual difference is apparent.

TS numbers stamped into the transmission and differential casings should be close to the vehicle commission number but will be slightly higher. The exhaust system included no resonator which resulted in a "throatier" exhaust note. Many TR2s were retrofitted with the later TR3 type resonator to quiet the exhaust