Chapter 1 A brief history of the company The origins of the Triumph motorcycle company go back to 1885, when a young German, Siegfried Bettmann, moved to London and started an import/export business selling pedal cycles branded with his own name. In 1886, Bettmann changed the company name to Triumph, reasoning that its meaning was self explanatory, and also because it translated well into many European languages. During 1887, Bettmann was joined by Mauritz Shulte, a young German engineer. A year later they moved to Coventry and rented a small factory with the intention of manufacturing their own machines. Bettmann and Shulte reasoned that Coventry, being the centre of the cycle industry, would be an ideal manufacturing base since it was close to suppliers and boasted a plentiful supply of skilled labour. In 1902, the company produced its first motorcycle, using a Belgian 2 1 / 4hp Minerva engine clipped to a bicycle frame. It was not long, however, before a Shulte-designed engine was built, and 1905 saw a totally in-house Triumph of 3hp (363cc) being offered for sale. By 1915, the engine capacity had increased to 550cc, and the machine now looked like a proper motorcycle (gone were the pedals of previous years). The machine was fitted with a three speed gearbox, though a belt was still used for the final drive. This motorcycle, the Model H, was supplied to despatch riders during WWI, and soon gained a reputation for quality and reliability in the mud of the Western Front. The term trusty triumph originated in this period, and the company used it when advertising the model. Triumph had experimented with a 600cc vertical twin as early as 1913, but the 1914-18 war halted development. This was the first known vertical twin from Triumph. Later, in 1933, a Val Page-designed 633cc vertical twin was produced. Unfortunately, being rather old fashioned in appearance, it did not win public acclaim. 1935 saw the company fall into financial difficulty, like so many others during the depression of the 1930s. So serious were the problems, in fact, that the company went into bankruptcy, and closed completely in 1936. The pedal cycle part of the company was sold to Raleigh Cycles, Nottingham, and the motorcar side to the Standard Motor Company, Coventry. Most of the motorcycle manufacturing business was purchased by Mr Jack Sangster, then owner of Ariel Motors, Birmingham, for the reputed figure of 30,000. The factory and the plant were leased from a Mr Graham, the official receiver appointed by Lloyds Bank, and spares were sold on commission, thus reducing the original outlay. It didn t take long for the newly formed Triumph Engineering Company Limited to start production of motorcycles. This was largely because Sangster had sent one of his most competent Ariel men, Edward Turner, to Coventry to be General Manager and Chief Designer. This appointment was to prove inspirational, and, as we now know, the company went on to become one of Britain s most successful motorcycle firms. It wasn t long before the youthful 35 year old Edward had designed a vertical twin which would change the course of motorcycle design for the next three decades. Although the vertical twin concept was copied by most of the British manufacturers, good as they were, the Triumph stayed pre-eminent. When the first Triumph twins arrived in the USA, just prior to WWII, they were an outstanding success; taking on and beating the Indians and Harleys, which were often twice the engine capacity of the Triumph, and winning races on the speedway tracks and in hill climbs. Edward Turner, who regarded himself as chief salesman as well as designer and financial director, soon saw a potential sales outlet in the USA. To this end he had started corresponding with a Mr Bill Johnson of Pasadena, a lawyer and keen motorcyclist. This correspondence soon blossomed into a strong personal and business relationship, and, when Johnson wanted 6
The Triumph Trophy To take advantage of the ISDT regulations, Triumph fitted a 650cc Thunderbird engine to a basic TR5. This one was ridden by Jim Alves in the 1952 event. 27
The 1951 Trophy lost the glamorous chrome panelled petrol tank, but gained a new engine. 46 changed to 64%. A boxed race kit was offered for the TR5 and T100 for the 1951 engines. Comprising race camshafts, high CR pistons, twin carburettors, remote float chamber, tacho kit and megaphone exhaust, which, when fitted, raised the power to 42bhp (putting it on a par with the old Grand Prix, a ready to race 498cc twin produced between 1947 and 1948). All this for just 35.00. Gearbox The knurled edge filler cap in the outer cover was replaced by a rocker box inspection cap. This had a hexagon head to aid removal and refitting. Transmission No change. Frame The prop stand lug was incorporated into the rear frame assembly, replacing the previous clamp-on type. Also, threaded bosses were added to the chainstay lugs. Forks The crown and stem was modified to give increased trail. Petrol tank A Ceandes filler cap of the push and twist cam action replaced the hinged lever type. Lever type taps were now specified.
Technical development rear. Two standard downswept exhaust pipes and two barrel-shaped silencers. Fitted with a tachometer driven from the timing cover. TR6B - Fitted with 3.25 x 19 Dunlop Trials Universal on the front wheel, and 4.00 x 18 Dunlop Sports on the rear. Wide ratio gears were optional. The exhaust consisted of two high level pipes (one each side), fitted with leg guards with chevron piercing. The silencers were the small teardrop pattern. 1961 TR6 Trophy TR6R and TR6C variants Engine prefix: TR6, TR6R, TR6C Engine and frame numbers: D8432 to D15756 Build dates: 20.9.1960 to 23.8.1961 The Trophy TR6 was not listed for sale in the UK this season. 1960 Trophy. Extras QD wheel 3.12.5 Prop stand 0.18.9 Pillion footrests 0.19.4 Steering lock 0.12.8 Price 271.8.2 Engine In the interests of quieter running, from D8858 the cylinder head had cast in pillars designed to prevent fin ring. The compression ratio was raised from 8.0:1 to 8.5:1. From D14438, the crankshaft featured straight sided crank webs, and was fitted with a flywheel of increased width (to 2 11 / 32in from 2 1 / 4in). The balance 63
as were the cylinder head fixing bolts. Gearbox A new high gear with a radial groove to take an O ring seal was specified. To provide a seating for the O ring, the final drive sprocket featured an internal chamber. This modification prevented oil seepage along the high gear splines. Transmission No change. Frame No change. Forks No change. Petrol tank No change. Oil tank No change. Brakes Front - no change. Rear - the brake cam was modified by the introduction of a squared taper fitting for the brake cam lever, replacing the two flats type. Wheels No change. Mudguards Heavier gauge brackets mounting the mudguard stays to the fork bottom members were fitted. Speedo/tacho No change. Handlebars No change. Seat No change. Toolbox No change. Price 616.00. The last TR7RV built by the Triumph Engineering Co. Ltd. was JJ58064 on 31st August 1973. 1975 TR7 Tiger Engine prefix: TR7RV Engine and frame numbers: GK62244 to GK62248 Build date: 26.6.1975 Only five were produced for the 1975 season. Specification was the same as the 1974 models, but they were now produced wholly by the Co-operative. GK62248 was the last TR7RV to be produced. The gear change pedal was on the right-hand side, and the machine was fitted with a drum rear brake. Exhaust The longer silencers introduced for 1973 were altered slightly, in that the conical rear end extensions were now a parallel taper, easing production difficulties. Price 805.00. 1976 TR7 Tiger Air filter No change. Electrical No change. Engine prefix: TR7RV Engine and frame numbers: DN70186 to EN71867 Build dates: 13.4.1976 to 26.5.1976 100 1974 US TR7RV.