Founded by Darryl Uprichard in 1987, Racetorations grew out of his passion for TR3s which he restored, rallied and ended up racing in the FIA Historic Sports Championship and the Aston Martin Owners’ Club series. Racing in the UK and Europe, Darryl modestly describes his exploits as “a class winner but not a race winner”. He was approached by other drivers who wanted him to build their race engines. Factor in a motley collection of 10 TR four-cylinder engines and £2000 of redundancy money and this is the setting which encouraged the propagation of passion into profession.

    “It only started in a small way, but it has gradually developed and grown. Now we have around £25,000’s worth of pattern-making equipment which is unique to us, for all the old factory extras such as alloy sumps, rocker covers, diff covers, etc. Special fast road cars are the backbone product of the company. We undertake some standard work, but we find that people want improved safety, power and roadholding and all these modifications are the essence of a Racetorations TR. We are at the top of the market,” says Darryl. “These are expensive cars by TR standards, they are professionally built and perform as claimed but most importantly, they hold their value in a world market for highest quality Triumph TRs that has not really been adversely affected by the recession.

    Commissioned by Texan Jim Nixon, the story behind this TR3A reads more like romantic fiction than fact. Upon reading about one of Racetorations special fast road TR6 Talismans in the first class lounge at Heathrow, he was just passing through, he rang Darryl and asked if something similar could be done to his TR3. The answer was yes, there was brief discussion and a white TR3A turned up in a container six weeks later. The owner’s wish was that it be turned into the epitome of the British sportscar. He wanted the detail, special touches and high standards that set Racetorations’ TRs apart from the rest.

    The engine has been given a thorough work over, to realize a 50% power increase to 150 hp. Tantalising highlights include an increase in capacity, an all-steel bottom end, alloy flywheel, alloy racing sump, oil cooler, alloy radiator, fully worked cylinder head, modified fast road cam and twin Weber carburetors, all of which is bolted to a roller-bearing racing gearbox with overdrive and a limited-slip differential. Providing the slow to go with the go, is a pair of 12” vented and slotted AP Racing discs and four-pot calipers, along with a set of Afin drums following up behind.

Doorbars, aeroscreens and wind-deflector increase TR's safety and driver's levels of involvement. As the car is bound for Texas, a windscreen, sidescreens and hood weren't necessary.

    “Every part of the car has either been reconditioned or replaced, and we’ve paid particular attention to the panel gaps to make sure it fits together perfectly,” says Darryl. “Detail is important with initial impressions, if a car’s panelwork fits together and flows well, you will see it even if you don’t always understand what you are seeing. It gradually reveals itself as you look around a car. Even the modern details, like the mirrors and lights, have been sympathetically fitted and not, as the Prince of Wales would put it, ‘stuck on like a carbuncle’.”

    Most of this cars substantial cost has been the result of pains-taking labour. Contrary to what many of us believe, classic cars were not assembled with the sort of doting love, care and attention that a mother has for a new-born baby. Therefore the standard of bodywork many people expect, is seldom matched by reality, which is why so much time has been invested in to giving this TR the sort of finish an idealist would expect.

    Much time and visual agonizing have been spent ensuring that the overall impression presents purposeful but classic lines and that even the most modern looking additions flow effortlessly into the body shape without causing offence.