My beloved Triumph TR2. Purchased in Christchurch NZ in December 1982, sadly passed on (before I did) this year. A longer overly detailed bit follows - skip if you like.
I bought the car because I liked the shape. After plonking down my money I learnt two things:
1) It had undergone a classic (perhaps extensive is the word I am searching for) "bog and flog".
2) After some research I discovered the car had a commission number of TS65, with a factory installed Overdrive. As such it was/is one of the one of the earliest TR2s still in existence. Approximately 80,000 TR2s and TR3s were built and according to the Vintage Triumph Register (www.vtr.org) TR2 “survivors list” of March 2020, only twenty-one earlier commission number cars remain – all in North America or the UK/Europe.
Naturally this meant a decision was needed: continue the fine tradition of 1) above or restore to as near original as possible. I took the car to Sydney, NSW and Perth, Western Australia in 1987 where it underwent extensive restoration. Throughout the 1990’s the car was completely rebuilt after being totally dismantled - the pain on the wallet was excruciating. Triumph bodies and chassis were very strong by the standards of the day, their only one weak point being the tendency to rust. Unfortunately, TS65 suffered from this, resulting in a long painful rebuild with replacement body parts. Only its early commission number saved TS65 from an ignominious fate. The final stage of the restoration involved stripping and rebuilding the gearbox, engine and running gear.
A bit on the marque:
With a focus on the export drive of the post WWII period the design brief for the new Standard-Triumph sports car at the beginning of the 1950s was to produce a sports car for £500 capable of 100m.p.h. The prototype “20TS” (later dubbed the TR1) was powered by one of the most rugged engines ever made; a four cylinder that was found in both the Standard Vanguard saloon and the Ferguson tractor. The engine received moderate development for the production car, most notably the fitting of twin SU carburettors. The TR engine is of wet-liner construction: surrounded by a water jacket, the pistons run in individual removal cylindrical liners - one plus for the restorer.
The first two TR2s were assembled in July 1953 and the first real production car was made in August of that year. About 250 were completed in 1953. The “birth certificate” extracted from the production records gives a build date for TS65 of Friday 30th October 1953. TS 65 ‘O’ (optional overdrive fitted) had a body colour of pearl white (retained) with grey leather interior (replaced with black) and has engine number TS 69E.
At the time only some 50 of the 1953 cars remained in the UK. Most went to North America, in pursuit of valuable foreign exchange. Factory records show that over 1953 – 1954 around 57% were exported. A considerable number of were built up abroad as CKD cars, signifying Completely Knocked Down. South Africa was an important assembly point for CDK cars with over 1,000 TR2s and TR3/TR3As having been built up there. Fully assembled cars went to a number of destinations, the majority going to the USA. Canada, Belgium, France, Germany and Australia were the next biggest markets.
A production TR2 with optional streamlining attained a speed of over 124 mph on the closed Jabbeke motorway in Belgium in May 1953. This performance put the TR2 on par with the more expensive (and glamorous) Austin-Healey 100. The following March, TR2s . 1st, 2nd, and 5th places in the prestigious RAC Rally.
As a pre BMC/British Leyland car TS65 was reliable and sturdy and still managed close to 100 m.p.h. when we reluctantly parted. I received 10X the amount I paid for the car. After nearly 40 years of ownership my return from the share market would no doubt be higher.....but you can't drive a share portfolio down the highway with the wind whistling through your hair and nether regions. I miss that muchly.
Aircraft type is the key. TG used old 777's with the entertainment boxes under aisle seats which reduced leg room quite severely. And aisle is my choice of seat.
I can't abide poor food and service on long haul. AirAsiaX for us was an easy choice, Premium Economy lie-flat seats at a price that easily beat TG economy. Even Economy 'Quiet Zone' was a worthwhile investment as often less crowded. AAX food is excellent (included in Premium) although we'd usually order an extra dish or 2. Far better than TG economy offerings ex BKK catering.
Singapore Airlines the best although schedules often did not suit.
Back on topic, I wonder how many (if any) aircraft TG have actually sold as yet. Anyone know? They announced a 'trading profit' a few months back which was very surprising unless it include asset sales. On the subject of purchase -v- lease, I'd suggest low % borrowings from Government looked more attractive to the Board compared with lease rates and the Board were notorious for poor decision making.
You call europeans shit and poo poo? You understand the word kee? You call yourself garbage and a piece of shit?! I guess you even not understand thai or can talk thai but you uses dirty words maybe you are kee! My thai family not use this words for a race or humans and I am wondering it is possible you can farangs/westeners kee. I think somebody who live long enough in Thailand is aware about thai language you as I see not! To say farang ok but put kee together with farang is really not acceptable it is like you say all westerners are a piece of shit and garbage!