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Perhaps you can return back to the site's homepage and see if you can find what you are looking for. Or, you can try finding it by using the search form below. Subscribe to The Kneeslider Everything from normal maintenance items to hard to find out of production parts, look here first. Use part numbers if you have them. Something went wrong. Get what you love for less.User Agreement, Privacy, Cookies and AdChoice Norton Secured - powered by DigiCert. June 21, 2021 All About Your Automatic Transmission June 21, 2021 How To Find An Affordable And Quality Mechanic June 20, 2021 Best Places to Camp in the U.S.: 5 Top Spots June 20, 2021 The 5 Common Paint Protection Options — Ranked June 20, 2021 5 Most Common Car Accident Injuries June 19, 2021 4 Things You Never Knew About Fire Trucks June 19, 2021 Search Motor Era. For the best experience on our site, be sure to turn on Javascript in your browser. Toggle Nav Check your email address is correct. This was released to meet the demand for higher-capacity motorcycles, particularly from the United States, Triumph's largest export market. In 1954, the T110 model was introduced, a higher performance version of the Thunderbird.The engine used 8.5:1 compression ratio and developed 42 bhp. The power delivery made the mount ideal for off-road competition, for which the model is well known. This used a multipin connector which plugged into the bottom of the headlamp shell.After Edward Turner, the fabled Triumph designer, witnessed the death of a young rider on a TR6, at the 1960 Big Bear Run, due to frame failure, it immediately received a stronger steering head. The home model was named the TR6, whereas the US export models were named TR6C for the competition model and TR6R for the road model. Ruby Red and Silver were used for all models. The TR6SS used the cheaper K2F magneto rather than the competition K2FC used previously.Coil ignition replaced the magneto.

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For 1964, the bike received stronger front forks, which improved handling. The Smiths Chronometric instruments were replaced by the magnetic type. In 1965, a locating pin for finding top dead center was added to allow timing without the use of a dial gauge. Confusingly, the model designators for the US now reverted to TR6R and TR6C. The electrics changed to 12 volts, and a bigger 6-pint oil tank was added. This year was the beginning of the shift to unified threads. The TR6C got twin high pipes on the left side. The TR6C Trophy Special was built at the request of Triumph's sole US distributor at the time, Johnson Motors in southern California, as a way to target the growing number of desert riders.The front brake used a modified actuating lever to avoid snagging of the cable on the front mudguard. Other changes included the larger RM21 alternator and twin Windtone horns. The signature parcel grid was finally dropped for all models.The main improvement over the previous models was the handling, helped by the stronger frame and improved front forks. However, many problems occurred with these new models. The oil capacity was reduced, causing the engine to run hot and the new 'conical' hub front brake required frequent adjustment to avoid fade. The new electrics proved unreliable. Mid-year changes attempted to correct these problems. For 1972, a five-speed was offered as an option, thus creating the TR6RV and TR6CV models. The TR6 model ended in 1973 when it was replaced by the 750-cc TR7 model.These had a special petrol tank which typically accommodated a PYE radio telephone. The factory varied the specification slightly according to the needs of the individual police force.In 1967, Triumph marketed the Saint model to the US public as a replacement for the beloved but discontinued Thunderbird model.Brand new TR6SC and T100SC models were collected from Meriden for the competition.

Cliff Coleman achieved third place in the up to 750 cc class and Dave Ekins gained fifth place in the 500 cc. Bud Ekins and Steve McQueen both crashed on the third day, Ekins with a broken ankle.Retrieved 5 March 2009. Retrieved 17 August 2009. Triumph Motorcycles: A Century of Passion and Power. MBI Publishing Company.Triumph Motorcycles in America. MBI Publishing Company.Triumph Motorcycles from 1950 to 1988. Patrick Stephens Limited.The Triumph Trophy Bible. Veloce Publishing Ltd.By using this site, you agree to the Terms of Use and Privacy Policy. This covers every machine produced from 1904 to 1984. You should find all the technical data, you will ever need, relating to pre 1984 Triumph motorcycles. All the manuals, as well as technical knowledge from enthusiasts and experts, are on one interactive DVD.No problem! An excellent and useful feature, on the Oracle 3, is the facility to add editors notes to all Component Books. You can easily insert your own note in to a text field and save it. You can even edit it later if needs be. It is difficult to that with a printed version. Lubrication wall charts for printing out and unique Gear and Compression calculators designed by Oracle especially for your Triumph. This is one publication you cannot afford to not have. For a full list of manuals and contents please visit our contents page. You will find detailed information on each model for each year together with sections on Dating, Colour Schemes and Parts. Additionally there are sections on Triumph History, The Factory Records, Magazine Road Tests and The Works Manual. For the story, look for Motorcycling of October 5th 1955. Wilbur Ceder, Bus Schaller, Jack Wilson, Burton Albrecht, Chuck Mangham, John Brough, Stormy Mangham, Gene Field and Johnny Allen. It is also useful to consult the Brochures, Specifications Sheets, Supplementary Parts Lists, Road Tests and Appropriate Factory Bulletins.

For later machines the Works Manual is invaluable, a scanned copy can be found using the Tab above. To view the Brochures use this link to Classic Bike Biz where you will find the Triumph Brochures and other material. Use the tabs above to identify the Catalogues, Factory Bulletins and Road Tests. In addition, specifications were constantly changed as new models and parts were introduced during production.Do not be put off by the perceived complexity of maintenance or restoration as most parts are available. You will soon find helpful suppliers, good engineers and make new contacts and friends in the process. Much can be done at home if you have the space to work, suitable tools and are willing to learn. For those who are already owners I hope that you find my information interesting and useful. The designer must make it a highly functional piece of machinery and yet leave revealed at least a glimpse of that functional quality to please the eye of the enthusiast.” Motorcycling Feb 25th 1957 Press Release of the new T21 model. The start of production for the next model year begins usually in late August after the factory shutdown so that new models are ready for the Earls Court Show and batches of machines are then built for the important export markets. Sales for a completely new model, let alone style of motorcycle are difficult to quantify as a success, in my view the “Twenty One” is a Triumph. The patent numbers you will find on the triangular plate on the timing cover and in period brochures refer to several Triumph features by now standard across the range. Total production of the unit range between the start of production in 1957 with H1 to the last machine (T100T JJ 58013) in 1974 a little over 100,000 machines. The T21 was designed from the outset as a machine incorporating for then; modern features and aimed to attract new buyers looking for clean inexpensive transport.

Named in honour of the Company’s 21st Anniversary, It is the first Triumph model to be fitted with the Bathtub enclosure. The design brief was for a clean, high performance, 350cc roadster and the components and specifications applied reflect this. A bolted on sub frame supports the seat and rear suspension while additional welded on brackets are provided for other components. The headset and engine bridge support are malleable-iron castings. For this early frame the Trail is 64.5 degrees as this matches Triumph practice for the period. The forks are oil damped of conventional Triumph design for the period featuring chromed stanchions held in malleable cast iron brackets with the sliders supported by sintered bronze bushes. The long internal springs and damping control are housed within the stanchions. Externally there are painted covers. The lower sliders feature cast clamps and at the lower end is a mudguard support that can be hinged down to support the front wheel to assist in wheel removal. The recommended quantity of SAE 30 Oil for each fork leg is 150cc. The steering damper knob is also mounted on the Nacelle. Shaped Rubber grommets are used where the handlebars pass into the nacelle and these additionally support the control cables and wiring. The steering stops are associated with the lower fork bridge and there is a facility to lock the steering with a padlock. This type of adjuster slides easily within the lever clamp and has a knurled adjuster turning half a turn at a time to change the cable tension. The Throttle on the right is the Doherty pattern and features a curved a sleeve so that the cable enters the nacelle smoothly, the throttle friction clutch is operated by a small adjusting knob. The grips are similar to the Amal Pattern, Black, quite thin with a fine raised finish and embossed with the Triumph Logo. The Speedometer is the 120 Mph Smiths Chronometric with the trip meter operated by an extension accessible within the Nacelle.

The Ammeter is the Black faced Lucas BM4 8-0-8 ampere type while the hidden horn is the Lucas HF1441 model. Look carefully on the reverse for the date code applied to all Lucas components. The engine for the T21 was totally new, the first Triumph engine to feature unit construction with the gearbox housing as part of the right hand crankcase casting. The design allows the gearbox to be dismantled without disturbing the remainder of the engine. The 348 cc capacity is achieved with a bore of 58.25 mm and a stroke of 65.5 mm, the crankshaft is single forging (EN.16B Steel) with the central flywheel attached by radial bolts, very early machines feature straight sided crankshaft webs. Within the crankshaft is the removable sludge trap designed to assist in the filtration of the engine oil by separating out particles by the centrifugal action of the crankshaft. Oil is fed to the big end bearings through drillings associated with the sludge trap. On the left of the crank is the single row ball drive side bearing (Hoffmann Metric 330) while on the right is a VP3 Copper Lead bearing bush which is perforated so as to provide pressurised oil to the rotating crankshaft. From H500 the Timing side Crank Journal is heat treated and ground. The connecting rods are steel stampings, split to hold the white metal thin wall big end bearings and fixed with special high tensile blind bolts and lock nuts. The small ends are pressed in phosphor bronze bushes. The engine is quoted as producing 18.5 brake-horsepower at 6,500 r.p.m using 7.5:1 pistons. Between the barrels fore and aft are found the chromed push rod tubes which contain short pushrods operating on paired tappets; housed within removable blocks in the cylinder base. The pushrod tubes are sealed with specialised silicone rubber washers at either end. Note. The Pushrod Cover arrangement is altered many times over the years and you will see numerous variations in parts.

Sealing the tubes and the barrels always presented problems and was never really overcome successfully. Careful assembly using sealing compounds and new correct parts will minimise but is unlikely to completely eliminate leaks and many machines in regular use will have issues that develop over time. The rockers feature drillings to allow oil to be fed to the adjustable tappets, these adjusters are assessed by removable caps on the rocker boxes. Above the rocker boxes, is the branched oil feed pipe, oil is provided to the rocker shafts via drillings within each box. Each pipe is attached by a shouldered bolt running through the box and sealed with soft copper washers. The nuts associated with the oil ways are domed and cadmium plated. Additionally attached to the forward head bolts are the paired flat metal head steady’s running to an attachment point on the frame, readily visible in period photographs. Early Cylinder Heads appear to have smaller exhaust ports and stubs than later heads look for the casting number 3699 to identify an early example. The Inlet camshaft additionally operates the paired plunger oil pumps, the distributor drive and the timed breather system. The camshafts are located with steel plates and screws, punched on assembly so as to prevent them loosening. The camshafts are keyed to the timing pinions. The paired oil pump feeds pressurised oil via drillings to the oil pressure relief valve located in the front of the crankcase. This features a Tell-Tail plunger to indicate the presence of oil pressure. From the relief valve drillings take the oil to the Timing Side crankshaft bush. Oil having made its way from the crankshaft to the small sump within the crankcase is collected by the return pump via a filter gauze and curved pipe fixed within the right hand crankcase casting to be returned to the oil tank. The filter here is accessed via a removable cap forward underneath the engine.
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The hub is fixed to the gearbox main shaft by a taper and located with a woodruff key. The clutch features 4 bonded and 4 plain plates. The clutch hub also incorporates a rubber shock absorber. Within the primary drive case is also located the Lucas three wire Alternator, the rotor keyed to the crankshaft and secured with a shouldered nut and locking washer. Access to the final drive sprocket is via a removable plate (with oil seal) behind the clutch basket. The small attachment screws are punched to prevent them coming loose. The parts book indicates that there is a chain oiler jet but this is not illustrated and for these early machines the primary cover does not have the arrangement for tensioning or adjusting the chain. In a Tri-Cor Bulletin of 21st July 1961 the Chain Oiler Tube is described and is recommended to be blocked off to prevent oil leaks. This blocked off tube remains on the “C” Range machines for several years and is the small hollow stud seen behind the Clutch corresponding with the lower part of the final drive sprocket! Replacing the cable requires removal of the entire outer cover and extracting the cable through the rubber cover of the distributor as well. A useful gear indicator is provided attached to the selector quadrant. The gears are down for down arrangement and selected to make the most of the power available.The twin exhausts are 1 inch in diameter and terminate into the Triumph style of tubular silencer this does not show the offset entry of later silencers. The silencers are attached to the frame by short lengths of tubing with trapped ends. The same support is used to attach the pillion footrests if these optional extras are fitted. Recent documentation I have seen indicates that Triumph Silencers were made by Burgess one of the many Birmingham companies supplying the British Motor industry.

This machine does not represent normal production specification and several details lead me to believe that this is a 1958 display machine to stimulate sales to the Police. The ignition timing is adjusted by loosening a clamp located on the crankcase.The brake shoes fitted are not fully floating at this point in production while the cable stop fits on the lower fork. The brake cable is additionally supported to the mudguard by a small P bracket. The rear wheel features the common hub from the other Triumph models; there is a combined tubular brake torque stay and lower chain guard. Like the front brake the rear brake shoes are not fully floating. A single piece upper Chainguard attaches to the left side of the swing arm using a specialised fastening at the rear and can swing up to assist wheel and or chain removal once this fastening is loose. Both sides of the rear axle show shaped spacers and have the effective Triumph type chain adjuster, all parts cadmium plated. It is quite normal for the left adjuster to foul the brake plate when set to the minimum chain length. The Brake rod adjuster is simple in form, T shaped and cadmium plated or chrome plated. Extended length is 11.9 ins, compressed is 9.4 ins. The cables to the switch pass through a moulded rubber cover.On the mudguard is fitted the front number plate fitted within a stylish chrome surround (Patented). The rear mudguard is hidden by the bathtub enclosure, which is a new Triumph feature for 1957. The Bathtub enclosure is made from two 22 gauge steel pressings bolted together with a rubber strip between them. The bolts are carefully hidden so that the finish is neat. The panels are supported by the seat loop and fastened by four self-tapping screws around the seat loop together with additional brackets associated with the fuel tank mount. Hidden underneath is a support stay running from the suspension mounts to a point at the rear of the panels.

This is nicely illustrated in the description article in “The Motor Cycle” of 28th February 1957. The stay rarely survives and many restored machines omit this feature in error. It is not illustrated or mentioned in the parts book. The rear number plate is attached by two nuts and bolts at the lower edge, the single upper mounting fits neatly between the Bathtub panels and no fixing is visible from the top. Fitted are the chrome styling strips on either side of the Mouth Organ type Tank badge. There are Black rubber knee grips featuring the Triumph motif and are attached by two screws on either side. The 1957 Parts Catalogue has an illustration of an early machine and tank within the preface but the Petrol tank shown later is the later version. The cap incorporates a dip-stick, while at the bottom is an extension to allow the drain plug to be reached by a spanner and a removable filter and connection for the oil pipes. Triumph Petrol and Oil Tanks were supplied by A.J. Homer and Sons, Solihull, Birmigham who specialised in medium sized steel and aluminium pressings for the Motorcycle Industry. Several companies would have been suppliers of pressed components to Triumph, Ward Brothers were a long established company and it is not currently possible to identify which suppliers were used for pressed components such as the bathtubs and nacelle. The lower fringe of the seat cover nearest the base is in grey. There is a centrally fixed passenger strap. The seat hinges on the left, raising but restrained by a wire to give assess to the Air Filter, Oil Tank filler, Battery within it’s cradle, Rectifier, Coil and the Tools, which are housed in a moulded tray covering the rear mudguard. The inner mudguard extends forwards and attaches to the frame at several points, using a tapped hole in the main frame forging as one of the locations, this tapped hole survives for many years and can be seen on all models up to 1967.

The early seat base is nicely illustrated in the parts catalogue and shows the rubber pad for the battery and also the export only Safety Strap. Current Rectification is taken care of by the large Lucas 47111 rectifier mounted to the left of the coil on a welded bracket with the connections protected by a rubber sleeve. Photographs showing the seat base of the early factory machines (Gloss Black) show an unusual foam rubber extension to retain the battery in position when the seat is closed. There is an “Emergency Start” circuit. The period Lucas catalogue details variations for export models. The plastic lens is attached by specialised slotted chromed fasteners; mating to studs that pass through extensions within the lens. From H101 the finish is Shell Blue Sheen including the Frame parts and engine mounts with only the number plates in Black. Sometime later the frame parts become Black. Possibly from H288 as there is a note in the front of Triumph Record Book 147. The cylinder barrels are shown finished Silver in the brochures but one road test machine shows these as black. The majority of the engine cases are un-polished apart from the three covers and the rocker boxes. These are not highly polished but generally show a satin sheen. The fasteners for the covers are distinctive Phillips head screws.From H301 Pannier Brackets are recorded as fitted to the frame but holes are not provided in the bodywork and owners must pierce the panels themselves to complete the fittings. The holes that show in the upper suspension gussets are part of the pannier fitting arrangement (these continue for years to come). Mainstands on all of the range are weak and prone to damage, distortion and wear. Later models use the same basic stand but with extension feet. Look for wear in the pivots, feet, and distortion where the Easylift action is inclined to distort the left forwards. Careful bending with heat and welding repairs can reclaim these stands.

Interestingly part of the manual concerning part ordering is printed in French, Spanish and German I can provide additional engine and frame technical data on the “21” and other models in the 1957 to 1960 range taken from the Johnson Motors dealer meeting at the Huntington Sheraton Hotel in January 1960. This interesting book was produced for the dealers and mechanics attending this event and describes pricing, sales, advertising, parts ordering and detailed technical data For details of the various road tests for 1957 refer to the Magazine Articles Tab at the top of the page. An early production T21, possibly H381 pictured by the Seattle Times. The now fragile; handwritten ledgers contain comprehensive details of salaries, stocks, materials, buildings, sales etc and are fascinating to study. I have compiled detailed charts of sales of all models from 1950 until 1969 when the records end and you will find these in my book along with other useful information and pictures. UK registrations of motorcycles over 250cc for 1957 amount to 26498 machines with some 25000 British manufactured motorcycles exported. Look for the small Motorcycle and Scooter Guide booklets published by the Daily Mail for more detailed information. For an interesting analysis of Motorcycle Sales from 1957 to 1969 look for the article in Motorcycle Sport Vol 10 No7 July 1969 It needs to be remembered that in the late 50’s and early 60’s the Scooter had become very popular and was seen as clean and inexpensive transport. Many UK manufactures attempted to enter the scooter market with new products Triumph included (Tina Scooter). There have been many attempts over the decades to sanitise mainstream motorcycling and the Bathtub was Triumph’s attempt.

Unfortunately for Triumph the market was moving and the family man who would previously bought a motorcycle for his daily use was now buying a small car and motorcycling especially in America was becoming a leisure activity where style was more important than cleanliness. Neale Shilton in his book “A Million Miles Ago” indicates that development work on the T21 was done in some secrecy in Litchfield by Charles Granfield whom Edward Turner had recruited from Rolls Royce. Neale is the only source for this information and therefore it cannot be confirmed. The book itself is an excellent read filled with stories of the characters involved in the British motorcycle industry of the 1950’s and 60’s. These first engines are not built in the engine workshop but within the experimental department. H36 is sent to the experimental dept and production does not start again until the 13th April when new flywheel balance weights are applied obviously as a result of tests on H36. There is an interesting anecdote of Percy Tait achieving 80 mph on one of the test machines in order to escape the pursuing press who were interested in this new and as yet unidentified model! Machines H5 and H6 are known to survive. H39, H41, H45, H50-H52 and H88 are possibly test machines as though made in early 1957 are not recorded as dispatched until November, all of these are sent to UK Dealers with the Factory Records carefully amended. Look for the June 1958 copy which details a 10,000 mile service and assessment undertaken at the factory. There are photographs featuring one of these early machines taken in Baltimore where Tri-Cor were based, so it is possible to assume that this machine is H96. Look for American Motorcyclist of November 1957 for the release article of the new model. Back issues of American Motorcycling can be found on Google Books. Look for Cycle (USA) December 1957 as this has a Test and a nice illustration of Gill Stratton (Actor, Sports Reporter) with his new T21.

Most of these early production machines are exported with destinations as varied as Costa Rica, Algeria, Borneo, Mexico, Japan, South Africa, Australia etc. In total some 485 T21 machines are exported for 1957, only 11 machines go to the USA, 5 to Johnson Motors and 6 to Tri-Cor. Look for “The Motor Cycle” of 28th February 1957 for an extremely detailed and beautifully illustrated write-up. The machine featured is likely to be one of the very early machines H1 to H4 as no others had been manufactured by the date of the publication. Within the magazine are other promotional images and photographs. In “Motorcycling” also of the 28th February 1957 is another excellent article with images and illustrations Again this will be one of the very early machines. Cycle (USA) of December 1957 has a road test on one of the early US machines. The 25th April 1957 copy of “The Motorcycle” is a test impression of a T21 registered TUE 751 The Motorcycle of 17th April 1958 shows WAC 574 (H120) on the cover though there are no further details or pictures in the magazine. The VMCC in their archive have a copy of the press brochure together with some excellent photographs of early machines which show details that are not normally visible. Contact Annice at the VMCC Library to arrange copies or scans of the photographs for your own use.In 1958 Honda build 285,000 Machines! Jomo or Johnson Motors, formed by Bill Johnson and Wilbur Cedar in 1938 in Pasadena, distribute complete machines and parts to 150 dealers in the 19 western states including Texas, Oklahoma, Kansas, Nebraska and North and South Dakota with California being the main location for motorcycle sales. Tri-Cor in Baltimore begun in 1949 as a wholly owned subsidiary of Triumph Engineering is the distribution hub for hundreds of dealers spread across the eastern United States from the Canadian border to Key West in Florida.

For more information and images look for Lindsay Brooke and David Gaylin’s excellent “Triumph Motorcycles in America” The front brake hub is now painted black and on the offside is shown a fluted chrome cover, this only applies for 1958. For 1958 there are new Silencers, now asymmetric with the exhaust pipe entering lower down and therefore raising the silencer slightly, the brackets to attach the silencers to the machine and to support the pillion footrests change to an improved shape which now becomes standard for the model until 1963. The Dualseat illustrated in the 1958 catalogue (above image) shows the seat strap but this is inaccurate, it may remain on some export machines. From July 1958 the method of securing the battery changes to the later form where a rod passes across the battery holding this in place. Cylinder fins are generally Silver Sheen. This probably covers machines before H2769 when the Battery Tray is changed to eliminate the earlier issues of acid vapours causing corrosion. Only 637 machines are sent to the USA with approximately equal numbers to Johnson Motors and Tri-Cor. 33 T21 machines are supplied to UNICEF (Kenya), a picture is available in the BSA Group News Centenary booklet, this rare and fascinating book can be viewed at the VMCC Library in Burton on Trent (Open to Members of the VMCC) Look for American Motorcycling of January 1958 for the release article and images. These show a black framed T21, one of only a handful dispatched in time for this publication. In the 1958 ISDT (West Germany) Roy Peplow is riding for the Great Britain A Vase Team is on a 500cc Triumph this is in fact an earlier Triumph Trophy (UAC 534) From the sales data you will note the failure of the 3TA in the US Market but strong sales into the UK The accounting period is August 1st to July 31st with production for 1959 starting on the 18th September with quantities of 3TA’s and 5TA’s.