1912 Free-engine Model |
1912 TT Roadster Model |
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By 1910 Triumph motor cycles had gained the enviable reputation
of quality and reliability. During 1909 a rider had described his
machine in the motor cycling press as "the trusty Triumph". Triumph
took the expression on board and in early 1910 the "Trusty Triumph"
advertisement below appeared, and Triumph
'ran with the name' thereafter. (Contrary to what motor cycle books
would have you believe, it was not the 1914-18 Despatch Riders who
first coined the phrase, but certainly they used the expression, for
of the alternative machine supplied by the War Department
one Despatch Rider wrote home to New Zealand that he was pleased to
have a Triumph again, "for we can destroy a Douglas in a fortnight."
With Triumph's hub clutch available in quantity three models were
catalogued for 1910, and engine capacity of all models was increased to
the competition recognised size of 500cc.
There were also many other less obvious changes, such as handlebars
of a slightly different shape for more relaxed riding. Charles Hathaway's
Patented automatic locking rear stand was first fitted that year.
(Works Manager, Engineer and Designer, Charles Hathaway, was
continually adding
new features to Triumph's offerings, but they were too numerous to
mention here; but they are all in the 'Early Years' booklet I wrote.)
1910 was also the year in which Triumph riders took the first eight
places in the single-cylinder class at the Isle of Man TT Races. You
might well imagine what that did for Triumph sales!
The 1911 engine capacity was unchanged but the crankcases were
strengthened and the 'U' of the cast TRIUMPH disappered due to a
strengthening portion. 'Spring tappets' were fitted, following their
use with the 1910 TT Race machines.
Although there were also other
changes, such as the mounting of an 'oil squirt' on the frame, the
1911 machines basically looked similar to the 1910 machines. (I never
intended that this Web site would picture each and every model which
Triumph made.)
Another model was added this year, in the form of a Tourist Trophy
Roadster - a pedal-less road-capable machine for 'boy racers'.
Improvements continued for 1912. Adjustable tappets were fitted
for the first time. (Previously one ground the end of a valve in order
to obtain the correct clearance. Primative! Yes, but do not judge these
engines by those of today. Everything has to start somewhere, and these
years were the start of bikes which we ride today.)
A start was made on moving engine controls to be more accessible
- 'user friendly', in today's jargon. The ignition control (advance/retard)
was removed from alongside the fuel tank and was operated by a rocking
lever operated by the left foot, while for the two TT Models operation
was via a cable and a handlebar mounted lever.
As tends to be the case, lessons are learnt from racing experiences,
and the previous tank screw caps were replaced by quicker-action bayonet
fitting caps. (Changed back again in the mid-1920's, but that's 'progress'
for you!)
1912 also saw the introduction of a single spring for the front fork,
acting in both compression and tension, to replace the troublesome
twin-springs of previous years. With small changes this was to remain
through to 1924.
Triumph were regularly experimenting with 'gear attachments' so
were well aware of 'the road ahead', but were not prepared to put
anything on the market which would not be up to the expectations
which Triumph owners had come to expect.
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Brief Specifications and Variations
1910 - 499cc 3½ hp. 85mm bore X 88mm stroke.
........... Available as Roadster, Free-engine (hub clutch) or
Tourist Trophy (Racing) Models.
1911 - As 1910, with the addition of a Tourist Trophy Roadster Model.
1912 - As 1911, and again a choice of four models.
Again, small improvements were being made year by year, and
Triumph were well established throughout the world. Thanks to Siegried
Bettmann's overseas White Sewing Machine Company contacts sales
catalogues were being printed in a multitude of languages.
Following the Olympia Show of 1910 the British Daily
Telegraph newspaper said that the Triumph Company held premier
position and that, "The entire exibit was marked by the beautiful
workmanship for which this firm has attained a world-wide reputation."
Triumph Models of these years are practical veteran machines, given
the limitations of the still primative brakes, especially for the
fitter rider. However, the convenience of the clutch hub makes these
models also practical for those who like to have an engine running
before attempting to 'hit the road'.
The engines had now reached a capacity whereby it became
practical to fit a sidecar.
Production (and sales) still increasing.
1910 - Around 4,150.
1911 - Something in the order of 5,100.
1912 - Something in the order of 6,000.
Remember, that these production figures are the result of my
researches as no official records have survived. I need details from
YOUR machine to make my findings more accurate.
I have knowledge of Triumphs, or parts thereof, from this period surviving in
Australia, Britain, Canada, Denmark, Germany, Holland, Ireland, Italy,
New Zealand, South Africa and Southern Rhodesia (Zimbabwe).
For more details you really need to refer to the booklets I have
written covering the Early Models.
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