The Triumph patent carburetter has handle-bar control, and is sensible and economical. Ball bearings are retained on the engine main shaft. Spring tappets are now employed which not only relieve the hammering of the valves but keep the valve gearing taut when running idle in the cycle of operations.
Lubrication is effected by means of an inclined pump concealed in the forward part of the tank.
A refinement has been introduced by the fitting of gauze strainers to both oil and petrol-caps. The well-known 'Triumph spring forks will be retained, as well as the registered design variable pulley.
The free engine model Triumph will be a replica of the standard machine, but, of course, with the addition of the free engine clutch. This is a plate clutch located in the rear wheel. For the past two years it has been extensively used, and had proved itself very satisfactory. It adds only 10 lbs. to the weight and allows the machine to be started from rest.
The Tourist Trophy model is deprived of pedalling gear, and consequently a shorter wheel base is employed. This machine has already demonstrated its capacity for speed and reliability, as an instance of which in the last Tourist Trophy race of the eight Triumphs which started all finished, and, in fact, were, the first eight single-cylinder machines to pass the finishing post.
Cycle and Motor Trades Review
1914 The engine was enlarged again - this time to 4hp, and listed with various transmissions. Although it was well-known, the model was very dated. The 225cc Junior arrived, with a two-stroke engine, two speed and belt drive.
1915 The 550cc model H was introduced, with chain-driven Sturmey-Archer gearbox, but still keeping the belt final-drive. Some 30,000 machines went to the services and performed well.
1920 After the end of the Great War, the company continued with the H and the Junior, and added the all-chain-drive SD.
1922 Saw the introduction of the famous 499cc Ricardo model with four overhead-valves in the cylinder head. This machine soon became known as the 'Riccy', enjoyed some competition successes and was listed until 1927.
1923 The Junior was enlarged to 249cc and joined by the LS model, with 346cc engine, gear primary-drive, unit construction of its three-speed gearbox and Druid forks with a drum front brake. In the same year they also began to produce cars.
1925 Trade was slow so the company introduced their low-cost 493cc model P, to undercut their rivals, and set up to produce 20,000 machines.
1927 The range was up to eight models, the largest of which was 279cc to keep under a tax limit weight.
1928 The range was cut when the Super Seven car was introduced.
1929 They were back to eight models and all but one was updated with the fitment of a saddle tank. This helped to improve the style and set them up for the coming decade.
1930's Motorcycle business sold. Renamed Trimuph Engineering Co.
1930 The Depression bit hard and the company searched for buyers so they introduced a 174cc two-stroke with two-speed gearbox built in-unit, and a six-model range of singles - all with upright engines and three speeds.
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