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RTR Upgrade
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This ingenious steering rack conversion developed by Revington TR fits Right Hand Drive TR's 2, 3, 3A, 3B and Italia, giving lighter steering, added safety and improved steering geometry. It incorporates a quick rack giving 2.15 turns lock to lock

This kit, developed in conjunction with our famous suspension kits, provides light steering and removes inherent bump steer. Also due to a change in the steering arms, supplied with the kit on exchange, the new system provides toe-out on turns rather that toe in, which the original system exhibits. This ensures the car 'turns in' to corners rather than ploughing straight on.
The basic rack is made especially for this kit and incorporates a rack bar of the correct length to ensure the steering behaves correctly. 2.15 turns of the steering wheel are required lock to lock which provides very quick steering. Owners contemplating fitting this kit to cars with the standard worm and peg steering system will be aware of how incredibly heavy the steering is even with the original 17 steering wheel fitted. This is due to a combination of the inherent stiffness in a worm and peg system (compared to a steering rack) and the standard lock to lock figure of 2.25 turns. Our quick rack kit benefits from the inherent lightness of a steering rack whist ensuring the lock to lock turns of the steering wheel satisfies the requirements of competition minded customers.
Standard kits RTR3202LK and RTR3202RK have a figure of 2.9 turns lock to lock and these kits should be considered by customers whose priority is very light steering.

Safety at Revington TR is a very high priority. The steering rack used in our kit has been chosen carefully for a number of reasons. One particular feature is the angle at which the pinion exits the steering rack ensuring the lower universal joint of the connecting shaft is always operating through a significant angle. This will minimise the likelihood of the steering shaft being projected directly rewards into the chest of the driver in a head on collision as the shaft will tend to deform sideways.

Kits RTR3202L-1K and RTR3202R-1K are supplied with modified steering arms. Your original steering arms need to be returned to RTR for credit as they are supplied on an exchange basis. The cost associated with this part number will be charged pending the return of a pair of correct steering arms. When returned, RTR will refund the deposit in total. Whilst this is a hassle, the benefit is worth it. Only our kit incorporates this modification and is therefore unique in respect of this steering geometry modification.
TR2-3 owners with non-split columns, when installing this kit will need an upper column of the TR3A, TR3B split column type. If you do not have one, we can provide an inner and outer set RTR3315K. In addition it is necessary to utilize some of the TR3A column support parts, bolted to the bulkhead. To make life easier, we offer these as a kit RTR3406LK and RTR3406RK for either left or right hand drive. See below.
It is essential when fitting a steering rack kit that the rack bar sits in the same position as the original centre tie rod assembly. Our kit comes with brackets that have been carefully designed to fit in exactly the correct position on the chassis to ensure this is so. The brackets are firmly welded to the chassis to ensure there can be no movement of the steering rack with respect to the chassis.
When the steering rack is in the correct position, as the steering rack outer tube is much bulkier than the original centre tie rod assembly, the space occupied by the steering rack wants to be shared by the fan extension sticking out of the front of the engine. This must be removed and replaced with a short bolt kit RTR1027K and an electric fan kit, typically RTR1483A, will need to be fitted too.
In addition some new switches will be needed for the indicators and the horn. We supply a range of these, which can be found in section 8 of our downloadable catalogue and on our website in the 'Electrical Systems' section.

There is no technical way that the steering head containing the indicators and horn can be retained in working condition with any steering rack conversion. The head is held stationary by a long tube called a stator tube that goes right through the hollow steering column and is attached at the very forward end of the steering box by an olive seal and gland nut. It is this tube that carries the wires that operate the indicators and horn. The tube is called a stator tube because it stays stationary when the steering wheel and the column are turned around the outside of it.
As a steering rack has no facility to accommodate such a tube and there are two universal joints in the way, there is no way the stator tube can be refitted and there is therefore no way of holding the steering head stationary whist the steering wheel is turned through over two complete turns from lock to lock. It is therefore necessary to use the alternative horn and indicator switch options we offer to reinstate these functions.

As ever when there are several kits that appear to do the same job on the market, the characteristics of the kit should be examined very carefully before a choice is made.
Some kits on the market increase the turning circle of the car from 32 feet to 38 feet, making the car as difficult to manoeuvre as a large saloon car!
Some ill designed kits use too short a rack so that the rack comes to a stop before the steering stops are touched thus increasing the turning circle.
Our kit includes a rack with more movement than the steering requires so the factory fitted steering stops fitted to the vertical links are the items that set the turning circle. It follows therefore that the turning circle of a TR2-3B fitted with our steering rack conversion will be identical to original.
We often hear customers complaining about conversions bought elsewhere, typical comments include: The lock is restricted to less than two thirds of the original; the bump steer is quite noticeable. A major issue though with bolt on kits is that the bolted on arms apply huge force to the original steering box and idler chassis mounts. We at Revington TR have encountered these ripped off the chassis with this kind of kit fitted in the past. In some cases the fitters have had to saw bits off the rack to get it to fit too!

Steering rack kits RTR3202L-1K and RTR3202R-1K do not require the late TR4 upper wishbones or lateTR4 trunnions to be fitted at the same time but if the later 3 degrees of caster, which helps with self-centreing, is required, then these parts can be supplied separately. If the change to 3 degrees of castor is being made it would be a good time to introduce our upper fulcrum kit RTR3112K too.

How much welding is involved?
The photographs with the apron off and the parts assembled off the car show two brackets. These are welded onto the chassis which amounts to something like a length of 300mm of welding all in. This should take a competent welder a very short time to complete.
Is the support kit bolted on or welded on? These support kits, RTR3406LK and RTR3406RK should not to be confused with the brackets that support the rack.
The support bracket is bolted onto the bulkhead and is a kit of standard TR3A parts only needed when a solid full length column is being removed. The kit is required to support the lower end of the upper column where it protrudes through the bulkhead in the engine bay.
How much stripping down is required?
Stripping down is limited to apron off, radiator out, removal of the old steering parts, and the engine fan parts that have to be replaced with an electric fan and short bolt set. Also the hubs need to be removed to fit the modified steering arms.


" The Revington TR rack conversion kit has been on the TR2 for one year and has travelled 6000 miles including 2431 miles in one trip around Tasmania. I have never been happier or more relaxed, the steering is positiv

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