Bonneville & TR6 Motorcycle Restoration Guide 1956-1983

David Gaylin

OCTANE LOGO

GARAMOND PREMIER PRO SEMI BOLD - TYPE AND FLAME LOCKED UP FLAME CAN BE USED WITHOUT TYPE FLAME CAN BE USED WITH OP ON BASE

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Gradient C 24 R 120 M 0 G 149 Y 0 B 163 COOL K 43

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FLAME TEXT C 50 R 113 Gradient M 50 G 101 WARM Y 60 B 88 K 25 HEX# 716558

FLAME TEXT - BLACK C 0 R 239 C 0 R 35 M 95 G 65 M 0 G 31 Y 85 B 54 Y 0 B 32 BOLD K 0 K 100 HEX# EF4136 HEX# 231F20 To my daughter Charlotte who taught me how to use a keyboard, a cabernet and care when sorting life’s priorities. No father has ever been a prouder pupil.

Originally published by Motorbooks, Feb. 1997 Octane Press, Edition 1.0, May 2011 Copyright © 2011 by David Gaylin

All rights reserved. With the exception of quoting brief passages for the purposes of review, no part of this publication may be reproduced without prior written permission from the publisher.

Library of Congress Cataloging-in-Publication Data

Gaylin, David. Triumph motorcycle restoration guide: Bonneville & TR6, 1956-1983 David Gaylin. Includes index. 1. Triumph motorcycle — Conservation and restoration. ISBN 0-9821733-8-5 ISBN-13 978-0-9821733-8-1

Book design by Tom Heffron Copy edited by Joseph Holschuh

On the front cover: A 1969 TR6C owned by Fred Broadway of Fredericksburg, Virginia and restored by Deer Park Cycle of Eldersburg, Maryland. Lightner Photography

On the back cover: The backOCTANE LOGO cover art is a modified 1967 advertisement. Modifications by Tom Heffron. Author’s CollectionGARAMOND PREMIER PRO SEMI BOLD - TYPE AND FLAME LOCKED UP FLAME CAN BE USED WITHOUT TYPE FLAME CAN BE USED WITH OP ON BASE Printed in the United States of America

www.octanepress.com

OCTANE LOGO COLOR OPTIONS PRINT

3 COLOR OPTIONS ARE TO BE USED AS SHOWN

FLAME TEXT

Gradient C 24 R 120 M 0 G 149 Y 0 B 163 COOL K 43

HEX# 7895A3

FLAME TEXT C 50 R 113 Gradient M 50 G 101 WARM Y 60 B 88 K 25 HEX# 716558

FLAME TEXT - BLACK C 0 R 239 C 0 R 35 M 95 G 65 M 0 G 31 Y 85 B 54 Y 0 B 32 BOLD K 0 K 100 HEX# EF4136 HEX# 231F20 Contents

Acknowledgments 4 Preface 5 Introduction 7 Chapter 1 Historical Perspective 10 Chapter 2 1956–1959 TR6 Trophy 21 Chapter 3 1959 Bonneville 38 Chapter 4 Duplex Twins 1960–1962 52 Chapter 5 Unit-Construction Twins 1963–1965 70 Chapter 6 Unit-Construction Twins 1966–1970 97 Chapter 7 TT Specials 1963–1967 143 Chapter 8 Umberslade Twins 1971–1975 167 Chapter 9 Meriden Co-op 750 Twins 1976–1979 196 Chapter 10 Final 750 Twins 1980–1983 218 Appendix A Specifications and Technical Data 241 Appendix B Triumph Resource Directory 264 Index 270 Introduction

ver the 30-plus years I have been involved advantageous view, with control cables and Oin the Triumph restoration hobby, one of other unsightliness minimized or completely the most common mistakes made by restorers obliterated. Inevitably, the brochures represented and enthusiasts is to acquire a single piece of only what the factory had hoped to manufacture. factory literature, then use it as a sole reference Of course, mostly they got it right, but many point for a project. Often those fortunate times they didn’t. enough to locate a factory parts book take it When using a brochure, parts book, or as the gospel and are unwilling to deviate from any other document, it is a good idea to make its specifications. But even with factory revision certain it relates to the country or market in sheets, almost all of these parts manuals which your machine was originally sold. This exhibit some disparity from what Meriden is important because motorcycle specifications actually produced. These discrepancies were and finishes varied between markets during the sometimes temporary, sometimes by design, same model year. and sometimes beyond the control of Triumph. Of course, there is nothing wrong with an Factory literature is not infallible. Nowhere is American restorer rebuilding his machine to this more evident than in sales and advertising European specs, if that is the desired outcome. material. After obtaining a sales brochure, But many times a restorer will obtain a foreign many restorers make the mistake of rebuilding market brochure and unwittingly rebuild his their motorcycle to replicate the image pictured machine to match, only to find out later that the in the art. Some even go as far as to match a motorcycle is finished in a foreign market color! machine’s paint finish from a brochure — a very This is just another reason not to base a project reckless pursuit, as printed ink colors almost on a single point of reference. always differ from reality. Any source of information whether from Moreover, catalog images were often print or person, should be part of a library of creatures of company propaganda. They were reference material gathered. These should subject to embellishments and retouching by include as many factory publications as can be the ad department, always depicting the most found, such as a parts catalogs, sales literature, 7 magazine ads, and of course, workshop and their correctness cannot be questioned. It is owners manuals. these machines that reveal the truths of factory Clearly, the best source for the visual decal placement, cable routing, original fastener points of a restoration are magazine road tests. plating, etc. These motorcycles also offer the Most were accompanied by photographs of advantage of continued use without fouling the machine, and although often in black and a fresh paint job, and allow a fuller enjoyment white, the images are from the period and free than do those that are “too good to ride!” of factory or designer interpretation. But once again, just because a machine’s details are clearly Concours Advice pictured does not mean this was the only way a It is natural that after a comprehensive and model was offered, and that all other versions exhaustive restoration, a proud owner can’t wait should be discounted. To help the restorer find a to show his work to others. So after transporting period road test covering his or her Bonneville, his pride and joy to the event and waiting all TR6 or TR7, a listing of British and American day in anticipation, how does it happen that magazines appears in the Appendix. the owner finds his motorcycle taking second Another commonly made error is the place to one that is inferior, inaccurate, or over- misjudgment of what is and is not original. For restored? example, a 1956 Trophy 650 that was restored Yes, it happens to everyone, and there are in 1967 will be wearing a 40-year-old paint job as many reasons for it as there are motorcycle today. Add to this an uncertain (undocumented) shows. history and possibly a high price paid for Perhaps the most common explanation is the machine, and a new owner will become that those making the evaluations may not be convinced he has found an untouched example! qualified to do so. An old saying goes that those Even after confronted with a mountain of most competent to assess restored machinery documentation to show otherwise, they will are also the most unwilling to do so! Show not be swayed. This is unfortunate, and if organizers are often more concerned with a friendship is to be maintained, it’s sometimes person’s availability and willingness to judge, best not to be too insistent — after all, they just rather than their qualifications. Those who are might be right! unlucky enough to be conscripted for judging But if you are satisfied that you’ve indeed duty, usually forfeit their time and enjoyment of found an original unrenewed machine, the a show without any recompense. next question should be whether or not a And when these volunteers are finally restoration ought to be undertaken at all. This rewarded for their service — with arguments really is a matter of the owner’s priorities and and verbal abuse from restorers — it’s no wonder how much the machine has suffered. But many that they bolt whenever the word ‘judge” is owners place a high value on shiny finishes heard again! A concours entrant should always and showroom appearances. They’ll rush into try to keep these things in mind when waiting a motorcycle restoration, giving no thought to for the awards ceremony. the historical artifact they’re about to destroy. Assuming that in some cases your motorcycle There are no shortages of restored Triumphs, may be evaluated by individuals completely even accurate ones, at bike rallies and concours. unfamiliar with Triumphs, it’s always sound But even the examples properly completed are policy to make as accurate as possible general nothing more than someone’s interpretation of features that the judge will probably spot, such how they originally appeared. as paint finishes, plating, and so on. Untouched machines, sometimes with tired For instance, many restorers opt for stainless paint and partially rubbed-off pinstriping, have steel wheel spokes and fasteners. An owner may a special place in the Triumph hobby because also want the superiority of powder coating, or 8 perhaps Imron paint for the sheet metal, both so on, as well as performance goodies. But it is materials being clearly superior to the finishes always wise to bring documentation and ads to used by the Triumph factory. However, most enlighten the uninformed judge. As with the show judges tend to focus on what they know, original factory specifications of a machine, it’s and although he or she may not know what the up to the entrant, not the judge, to provide the correct carburetor or decal looks like, they may proof. A few final words of advice to contestants zoom right in on those stainless spokes and in any motorcycle concours: Don’t take it too make that the focal point of their decision. seriously, and DON’T FORGET TO HAVE Beyond the accuracy of a restoration, own- FUN! I’ve seen grown men in tears and oth- ers can increase their advantage in concours ers ready to inflict bodily harm all because their competition by equipping their machine with motorcycles failed to fetch the anticipated rec- factory or period accessories. In case of a tie, ognition. A restorer should never lose sight of these add-ons can spell the difference between a the fact that the machines themselves are the first- or second-place trophy. These can include awards. Whether someone else on any given day items such as saddle bags; tank bags; windshields appreciates your efforts is really irrelevant, if you originally sold by TriCor, Motoplas, Britax, and (the owner) are pleased with the result.

9 Chapter One Historical Perspective

he history of Triumph motorcycles and the capable engineer. They moved their fledgling Tcompanies that manufactured them is well concern to Coventry, where foundries, machine documented. While it is not the objective of shops, and raw materials were more readily this book to recount this tale once again, a brief available. Soon afterward they were making retrospective will help the reader and user of their own bike and selling more of them at this guide, especially when models and features home than abroad. are mentioned that are outside the realm of the The arrival of the pneumatic rubber tire Bonneville and TR6. brought the Triumph Cycle Company, Ltd., It’s not hard to look back at the beginning of as it was now known, into contact with Irish Triumph and find irony in its origins. That such financier Harvey du Cros and the Dunlop Tire a famous British marque began as a bicycle firm Company. Du Cros had been impressed with by an expatriate German in the city of London, the two Germans and the direction they were far away from the industrial Midlands, is no taking, so much so that he invested a significant small paradox. But Siegfried Bettmann began amount of his money in Triumph. Bettmann, what would later become Triumph by exporting Shulte, and a few other investors they had British-made bicycles in 1885. This was a time gathered along the way now had the capital to when popularity for the new transportation fad be major players in the growing industry. was at an all-time high and English cycles were Motor-assisted bicycles were a phenomenon the most sought after in the world. and seemed a logical diversification for In the following year, Bettmann changed the Triumph. After attempts to arrange marketing brand name of his product from the Bettmann licenses from two established motorcycle bicycle to Triumph, a word that exuded strength makers, Triumph’s own motorized cycle was and was the same in many of his export markets. offered to the public in late 1902. Basically, it When he was satisfied that bicycles were more was a Belgian-made Minerva motor clipped than a fad, Bettmann decided to manufacture to the front downtube of a Triumph bicycle. his own product and took on as a junior partner The company continued this practice of using Mauritz Shulte, another Nuremburger and a proprietary motors until 1905. 10 The Trusty Triumph-an early Model H. Thirty thousand of this reliable mount were built for the Allied armies during World War I. Author collection

Finally Triumph was able to offer a motorcycle industry, securing for the Coventry machine powered by its own engine. Designed maker a predominant position within it. completely in-house by Mauritz Shulte and By 1913, Triumph was the premier maker Charles Hathaway, the unit was a 3 horsepower of British single-cylinder motorcycles. During side-valve single, fastened within a sturdier, this time Mauritz Shulte experimented with a purpose-built chassis, which also supported prototype engine design that later became the a combination fuel/oil tank from the top rail. brand’s hallmark — a vertical twin. This design The front forks were strengthened, the spokes had its crankshaft throws set at 180 degrees, thickened, and tire sections increased, to make which meant the pistons rose and fell alternately. a true motorcycle. The iron cylinder and head were of one casting Through these early Triumph years, and the side-mounted valves were deployed in bicycle manufacture still took priority. But front and back of the cylinders. An aluminum Shulte’s interests were clearly with the internal crankcase, split horizontally, supported an combustion engine. Steady improvements to the external flywheel on the right and the primary powerplant saw Triumph’s first 3 1/2-horsepower drive sprocket on the left. The engine was single and a carburetor of its own design in 1907. designed to fit into Triumph’s existing frame. Progress was also made on the running gear, The prototype twin was amazingly modern including a rocking front fork suspension that in its overall design, yet it did not see production. was remarkably effective. The 1911 Triumph Two-strokes had become very popular, and motorcycles featured a free engine clutch in the Shulte decided to postpone the twin in favor of hub of the rear wheel and magneto ignition. a two-stroke design of his own. Above all, Triumph had gained a name for The introduction of the 550cc Model H utter reliability at a time when motorcycles four-stroke single in 1914 added to Triumph’s were famous for the opposite. Its reputation momentum. Although it still had a belt final is credited by many for rescuing the British drive and the dated back-and-forth suspension, 11 again until the 1960s. But more and more of the company’s attention and resources were being devoted to the automobile side of the business. The Great Depression took a little longer to reach England, but when it arrived, the Coventry bike builder was hit very hard. Triumph’s answer was to offer more models, not less, in an effort to find buyers — wherever they might be. By 1933 the marque’s range consisted of 18 models — from 125cc two-strokes all the way to 500cc racers. Triumph’s new chief designer, Val Page, who had joined the company a year earlier from Ariel, created a new generation of side- and overhead-valve singles. His flagship model was a 650cc overhead-valve vertical twin that was amazingly modern in its specification. The rigid one-piece crankshaft had three bob weights, a separate lateral flywheel, and throws set at Triumph’s 1934 500cc single eventually became 360 degrees. Its single overhung camshaft was the Tiger-90. positioned just behind the cylinders, actuating both sets of inclined pushrods — the exhaust gone were all vestiges of Triumph’s bicycle pushrods falling between the cylinders as in later beginnings. If there was a single model that BSA and Norton twins. The four-speed gearbox solidified Triumph’s fortunes in its early years, it bolted directly to the back of the motor, making was the Model H. Almost 30,000 of them were the overall design of semi-unit construction, supplied to the British and Allied armies during and the 650’s primary drive transferred directly World War I. The factory called them “Trusty through helical gears without an intermediate Triumphs” as a marketing slogan, but it really pinion, which meant the engine spun in a was the truth. Both owners and army dispatch reverse rotation. riders actually used this term when referring to Other innovations included a linked front/ the brand name. rear braking system and a quickly detachable By 1920, Triumph’s output approached rear wheel. But Page’s 650 engine also had a few 10,000 machines a year, and the factory was now significant drawbacks. Its wet-sump lubrication a sprawling multistoried complex in the center made the engine very tall. Initially the bike came of Coventry. equipped only with a handshift gearbox, at a time The product range was supplemented with when foot-operated boxes were commonplace improved versions of the Model H, including an on most sport models. And overall, the overhead, four-valve variant (Model R) for 1922, motorcycle was very heavy which relegated it to designed under contract by the engineering a sidecar horse. Although very reliable, the new firm of Harry Ricardo. The following year they 650 did not sell well. But the economic times began manufacturing automobiles. Through had worsened, and with Triumph’s motorcycle the decade came more single-cylinder designs, and car divisions competing for a shrinking including the even sportier 500cc model TT, the amount of development and marketing capital, 350cc model LS with unit construction, and the something had to give. In 1932 the bicycle very affordable price-leading Model P. business was sold off and the following year Triumph produced more than 30,000 a group of Triumph shareholders wanted to motorcycles in 1929, an achievement not seen discontinue motorcycle production altogether 12 and expand the automobile division. On April director. Turner had created the Square Four 18, 1933, Siegfried Bettmann retired from motorcycle and restyled Val Page’s singles into Triumph at age 70. The way was now clear to what became the Red Hunter series. Turner’s dispose of the motorcycle business. designs had rescued Ariel from receivership and Jack Sangster wanted to perform the same The Turner Era trick again with Triumph. Different this time, The company most familiar to Triumph however, was Turner’s complete autonomy — enthusiasts came into existence in 1936, not only would he determine design, he would when the motorcycle division of the Triumph also make the financial decisions as well. Turner Company, Ltd., was sold to Ariel owner Jack convinced Sangster to give him full reign in Sangster. In his agreement, Sangster acquired all everything but ownership! inventories, tooling, and the right to continue His first moves were swift and forceful. manufacture under the Triumph name. Overnight he restyled the Val Page range of To lower the initial expenditure, Sangster singles and threw out his 650 twin. The 650 was persuaded the Triumph (car) company to lease, expensive to make (and purchase) and it wasn’t rather than sell to him, the factories where a big revenue producer. the two-wheelers were made. The Triumph Turner rationalized the remaining range Engineering Company, Ltd., was a little-used into two types of frames and front forks and Triumph entity, and it was also purchased by eventually a single gearbox of new design. He Sangster for purposes of incorporation. The resculpted the fuel tanks into a more pleasing transfer was executed on January 22, 1936. teardrop shape and finished the OHV models Immediately Sangster installed his chief in a new color scheme of silver trimmed in dark designer from Ariel, Edward Turner, as managing blue. More chrome-plating was also applied to

Granddaddy of the Bonneville and TR6, the classic 1938 500cc Speed Twin. Its timeless design paved the way for virtually all other vertical twins after World War II. Gaylin

13 The engine of a restored 1938 Speed Twin. Motor’s resemblance to the last Triumphs produced in 1983 is obvious. Gaylin

the tanks as well as the headlights, wheel rims, with the earlier 650. For starters he made it a and the new upswept exhaust pipes. 500, in order to use the existing 63-millimeter Finally, the 250, 350, and 500 Mark 5 pistons of the Tiger 70. The stroke was a short models were rechristened the Tiger 70, 80, and 80 millimeters, which gave an actual capacity of 90, respectively. They were an instant hit and put 498.76cc. the new company on a firm financial footing. A three-piece, bolt-up crankshaft spun Edward Turner’s next move impacted the in two large ball bearings and had a central entire motorcycle world, when he announced flywheel. This design allowed a twin-cylinder for 1938 the 500cc Speed Twin. Designated engine with the width of a single. The Speed the 5T, Turner’s vertical twin shared very little Twin engine was so narrow, in fact, that it 14 The Tiger-100’s designation was to signify an honest top speed of 100 miles per hour. It was introduced in 1939 as a sport version of the Speed Twin. shared the exact same primary and final drive had parallel intake tracts but splayed (spread) chain lines of Triumph’s existing models. exhaust ports and with its narrow engine — the The 360-degree crank’s even firing intervals appearance resembled a twin-port single to a gave the balancing characteristics of a single. conservative British market. Only the pushrod It had two overhung camshafts positioned tubes gave away that this was a twin. front and rear that were driven directly by the The power and acceleration characteristics crankshaft through pinions on the right side. of the 5T engine were of course superior to a The interchangeable camshafts ran in bronze single, but the design was remarkable in that bushings and actuated the overhead valves via it made use of the existing Tiger 90 frame long pushrods that were enclosed in chrome- and four-speed gearbox. At 365 pounds, the plated tubes. These nestled in the hollows machine’s overall weight was 5 pounds lighter between the cylinders, fore and aft. Over the than the 500 single. valves, two rocker arms enclosed in separate The engine was really the only new polished alloy boxes shared a common spindle. component and the rest of the Speed Twin’s Adjustment of the valve clearances was through running gear was identical to that used on the two large screw caps in each enclosure. big Tiger model. It had the larger of the two The one-piece cylinder barrel was cast-iron rigid frames Triumph was using, as well as the and finned completely around the bores. It was heavyweight Webb front forks. As found on the secured to the vertically split, alloy crankcase sport models, the 5T came with a 20-inch front by six studs and nuts. The iron cylinder head wheel and 19-inch rim at the rear. The 4.0-gallon followed the same contour as the top of the (U.S.) chrome-plated fuel tank was also a Tiger barrels and was attached with eight bolts. It item that housed a diamond-shaped instrument 15 The Speed Twin, pictured in the rare 1946 sales catalog. America preferred the Tiger-100. panel on the top, in easy view of the rider. The rims, seat springs, handlebars, and all control Bakelite dash panel included an ammeter, oil levers. A dramatic look was completed with gauge, lighting switch, and detachable inspection highly polished alloy side covers on the engine lamp that also lit the instruments from beneath and front brake plate. when left in position. The saddle was a solo The Speed Twin’s snappy acceleration bicycle type, hinged at the nose and sprung at and pleasing exhaust note were welcomed by the rear and for passengers, a pillion pad was motorcyclists accustomed to the “chuff and available that fastened to the rear fender. chugging” of single-cylinder engines. In the Perhaps the most sensational feature of the trusty Triumph tradition it was stone reliable, new Speed Twin model was its finish. Just prior had an honest top speed around the 90 miles to production, Turner decided to deviate from per hour mark and cost only £5 more than the the Silver Sheen and black scheme of the Tiger Tiger 90. Turner’s gamble paid off, perhaps in singles and paint the complete motorcycle in a bigger returns than he had anticipated. deep maroon. The color was called Amaranth Demand for the new Speed Twin Red and was applied to the frame, forks, fenders, overwhelmed the factory and set the rest of the oil tank, toolbox, and all brackets and mounting motorcycle trade on its ear. Just two years earlier hardware. The decorative fuel tank panels Triumph was at death’s door; now the marque and wheel rims were also trimmed in red and was again the industry leader, due to Turner handlined in gold. Contrasting accents were and his revolutionary twin. And because of the provided by chrome-plating on the headlight, intervention of World War II, it would be 10 exhaust pipes and mufflers, fuel tank, wheel years before any of the other major marques 16 could answer with a vertical twin of their own. energies were consumed by the war effort. In All of the classic Triumph twins derived from November 1940, the original Coventry factory the original Speed Twin layout. From 1938 on, was destroyed by the German Luftwaffe, but the Triumph marque would be forever linked through major government assistance Triumph with vertical twin design. built a new modern facility outside the city, in In 1939, a sport version of the 5T was the greenbelt area of Meriden. The new works announced. The Tiger-100 (T100) was really was completed in only 18 months. So when the just a tuned Speed Twin with a slightly larger hostilities ended, Triumph, with its new factory carburetor, polished internals, and higher and superior range of twins, was in the best compression. The engine modifications added position to dominate an industry limping back eight more horses and allowed a top speed very to life. close to the “ton” (100 miles per hour). It was Looking at British industry in 1946, it fitted with a new, larger fuel tank and finished was hard to tell who had actually won the war. in the Tiger scheme of Silver Sheen with black, Any company that survived the destruction but the fenders were changed to the lighter had to fight for allotments of raw materials to color. Demand for the T100 soon outpaced that make their product. The fact that Triumph had of the Speed Twin, and solidified Triumph’s anything to offer in 1946 was only possible industry leadership. The trend of announcing a again through government intervention. The new model followed later by a sporting edition company was able to get aluminum and steel was a policy that Turner practiced many times only by guaranteeing that a major portion of in the years to come. their goods would be exported to America, in World War II interrupted Turner’s plans for an effort to pay down England’s war debt and an all-twin range and a great deal more. Like to inject U.S. dollars to Britain’s reconstruction. other British motorcycle makers, Triumph’s It was the British government’s post-war policy

It was the policy of Triumph’s managing director Edward Turner to spend no factory funds on (road) racing. But after Irishman Ernie Lyon’s victory in the 1947 Manx Grand Prix on this specially prepared Tiger-100, Turner allowed replicas to be built in small batches. Production “Grand Prix” models received a different tank, seat, and fender color. Author collection

17 The new fork design was clean and narrow, and complemented the original looks of the machine. Besides a smaller 19-inch front wheel, the 500 twins did not change from their prewar specifications. A new rear wheel hub with internal springing was finally made available in 1947. The axle was suspended between compressed springs and when fitted to the frame, permitted an inch or so of vertical wheel travel. This “sprung hub” was a clever device that could be retro-fitted to existing machines back to 1938. Unfairly, it gained a bad reputation as being prone to oscillations, but only under racing conditions. For everyday street use, it was faultless. With minor detail variations, the Triumph range continued basically unchanged until 1950, with the significant addition of the Grand Prix road racer and Trophy (TR5) models in 1948- 49. Both were derivatives of the Tiger-100 and featured the aluminum “square” cylinder head Many of Triumph’s U.S. road racing wins were and barrel, first used on a World War II generator due to TriCor tuner Cliff Guild. His careful set made by Triumph for the RAF. Triumph’s assembly and preparation of 500 twins put next real step forward was the introduction many in the winners circle including Gary Nixon of the 650cc Thunderbird (designated 6T) in and Don Burnett. Pictured is Cliff aboard a 1950. Although outwardly no different than brand-new 1954 Tiger-100 at the eastern-U.S. the Speed Twin, the engine’s stroke was slightly distributorship. Small sport fuel tank and high lengthened to 82 millimeters and the bore was bars were fitted to many U.S. models. opened up to 71 millimeters. With compression Author collection at 8.5:1, the engine made 34 horsepower, a great deal more midrange torque and an honest top that mandated Triumph sell large numbers of speed over 100 miles per hour. The bottom end motorcycles in the United States. was strengthened slightly by the switch to a The lack of raw materials made Turner’s roller main bearing on the timing side only. decision to offer only twin-cylinder models an The Thunderbird’s cycle parts were identical easy one. The official 1946 range consisted of to the 5T and Tiger, which by this time had lost only the Speed Twin, Tiger-100, and a “hoped its tank top instrument panel and gained the for” new 350 (3T) twin that did not appear sheet metal headlight/instrument enclosure. In until 1947. The 5T and Tiger were unchanged addition, 1950 was also the first year to see an from the 1940 versions except for telescopic all-painted (no chrome) fuel tank, the glitter front forks and relocation of the generator to instead provided by four horizontal chrome a position within the front mounting plates of bars on each side that ran from the front of the engine. The Lucas dynamo stuck through the kneepads to the forward edge of the tank. into an extended timing chest and the drive The cast Triumph emblem did not change and was taken from the exhaust cam gear, while the remained in the same location. magneto remained in its original spot behind It was again decided to finish the entire the motor. machine in a single color, and for this first year it 18 For 1955 the Trophy-500 received a new swing arm frame with center stand. Most were fitted with a twinseat but solo saddles were still made available in the western US. Movie actor James Dean lounges on his new TR5 purchased from California dealer Ted Evans (his decal can be seen on the oil tank). Author collection was a somber slate blue. The following year the add new models, including the 150cc Terrier paint was changed to a lighter and much more single and the long-awaited sport version of the attractive metallic blue. Curiously, the finish 650 Thunderbird. Christened the Tiger-110 in both years was described by the factory as (T110), it was the first Triumph model fitted Polychromatic Blue. A new one-piece twinseat with a swinging-arm rear suspension. The front available for all but the TR5 Trophy made the section of the frame followed the standard machines appear more modern, but they were Triumph practice of a single down tube giving still fitted with the same basic frames developed way to a duplex cradle beneath the motor. The for the 1936 Val Page singles! swinging fork pivoted from cast lugs at the base By late 1953, Turner and Triumph were the of the single seat post and was controlled by a rulers of the motorcycle world, but they didn’t pair of hydraulically damped Girling shock/ stop to rest on their accomplishments. They spring units. The rear sub-frame fastened at continued to improve the existing range and the top to the seat post and to the lower cradle 19 The new showroom of the U.S. Triumph Corporation in 1955, shortly after completion. Machine in the window is a 650cc Thunderbird while bike closest to camera is a 500cc TR5. Trophy features easily noticed are the sport fenders and low competition handlebars. More difficult to spot is the painted front rim, Lucas reflectors on the base of the back number plate, and “Triumph twin seat” imprint on the rear of the saddle. Author collection at the bottom. A deeply valanced rear fender with higher compression pistons, ruder cam- was supported by a strap that crossed the sub- shafts, and a larger carburetor, which together frame at the top of the shocks and by tubular boosted horsepower to 42. A bigger, 8-inch lifting handles that extended rearward from scooped front brake handled the increased the same area. muscle and a quickly detachable rear wheel was A new stepped twinseat was designed that made available. The engine mods made the 650 was broader and slightly longer than the unit a firebreather capable of speeds in excess of 110 fitted to the rigid frame models. The T110’s miles per hour. Understandably, it was very pop- oil tank was reshaped to correspond with an ular, especially in the United States. enclosure on the opposite side of the bike Edward Turner’s practice of ongoing that incorporated the battery and toolbox. The improvements of the model range kept Triumph overall look was that of a single compartment at the head of the industry until the late 1960s, and very tidy. The rest of the T110’s running long after his retirement. From this policy of gear and styling was much the same as before. evolution during 1955 sprang one of Triumph’s The engine was basically the 650 Thunder- most coveted models, the Trophy 650. bird, tuned to give more ponies. It was fitted

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