Triumph Tiger Cub: Difference between revisions
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{{short description|British motorcycle}} |
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{{Use dmy dates|date=August 2017}} |
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{{Use British English|date=August 2017}} |
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{{Infobox Motorcycle |
{{Infobox Motorcycle |
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|left| |
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|name=Triumph Tiger Cub |
|name=Triumph Tiger Cub |
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|image = |
|image =Triumph Tiger Cub 200 T20.jpg |
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|image_size =250px |
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|aka= |
|aka= |
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|manufacturer=[[Triumph Engineering Co Ltd |
|manufacturer=[[Triumph Engineering Co Ltd]] |
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|parent_company=[[Birmingham Small Arms Company]] |
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|production= 1956-1968 |
|production= 1954-1956<br>1957-1968 |
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|predecessor =Triumph T15 Terrier |
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|class= |
|class= |
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|related= |
|related= |
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|wheelbase= |
|wheelbase= {{convert|49|in|mm|abbr=on}} |
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|brakes=112mm (5.5 inches) front, 112mm (5.5 inches) rear |
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| tires =3.00x19 1954/55, 3.00x16 1956/65, 3.00x18 from 1966<ref name="Newnes"/><ref name="Motor Cycle"/> |
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|length= |
|length= |
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|width= |
|width= |
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|height= |
|height= |
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|seat height= |
|seat height= |
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|engine={{convert|199|cc|abbr=on}} [[Single-cylinder engine|single cylinder]] [[Overhead valve engine|OHV]], [[four-stroke engine|four-stroke]], alloy head, Amal Monobloc carburettor, earliest Amal 332 1954-57 or Zenith 17MXZ/CS5 1958-61<ref name="Newnes"/><ref name="Motor Cycle 2"/> |
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|engine=199cc single cylinder [[OHV]] [[four stroke]] |
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|power= T20S {{Convert|14.5|bhp|abbr=on}} (claimed) @ 6500rpm<br> T20 {{Convert|10|bhp|abbr=on}} (claimed) @ 6000rpm<br> T15 {{Convert|8|bhp|abbr=on}}<ref name="Mechanics">[[Motorcycle Mechanics (magazine)]], March 1972, p.30. ''Engine analysis: Triumph Cub'' Accessed 2014-02-06</ref> |
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|power= 10-14 bhp @ 6500rpm |
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|bore_stroke = T20 63x64mm, T15 57x58.5mm |
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|compression = T20 Sports 9:1, T20 and T15 7:1<ref name="Mechanics"/> |
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|dry weight= 230lb |
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⚫ | |||
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|top_speed = T20S {{convert|74|mph|km/h||abbr=on}},<ref name="Motor Cycle 2"/> T20 {{convert|66|mph|km/h||abbr=on}} (as tested, averaged)<ref name="Motor Cycle"/> |
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|fuel_economy= |
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⚫ | |||
|transmission= 4-speed gearbox to chain drive |
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|oil_capacity = oil tank 2.5 pints, gearbox 1/3 pint (200 cc), chaincase 1/2 pint (300 cc)<ref name="Mechanics"/> |
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|transmission= 4-speed [[Sequential gearbox|sequential]] [[manual gearbox]] / [[Chain drive|chain-drive]] |
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}} |
}} |
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The '''Triumph Tiger Cub''' |
The '''Triumph Tiger Cub''' was a {{convert|200|cc|abbr=on}} [[Single-cylinder engine|single-cylinder]] British [[motorcycle]] made by [[Triumph Engineering Co Ltd|Triumph Motorcycles]] at their [[Meriden, West Midlands|Meriden]] factory. Based on the ''Triumph T15 Terrier'' 150 cc, itself a surprise announcement just before the 1952 show,<ref name="Motor Cycle 2">[[The Motor Cycle|Motor Cycle]], 30 July 1964. ''Readers report on Triumph Tiger Cub''. "''The Cub's ancestry dates back almost 12 years—to November 1952 when Triumphs introduced a "stimulating, last-minute eve-of-show surprise", the 149 cc Terrier. This was followed, a year later, by the first of the Tiger Cubs, with a 199 cc engine in the Terrier's plunger-sprung frame. Here we are dealing only with Cubs from 1957 onwards when the pivoted-fork model was introduced.''" Accessed 2014-01-29</ref> the 200 cc T20 Tiger Cub was designed by [[Edward Turner (motorcycle designer)|Edward Turner]], and launched at the [[Earls Court Exhibition Centre|Earls Court]] show in November 1953.<ref>[[The Motor Cycle|Motor Cycle]], 9 March 1967. ''Super Cub road test''. "''Baby brother, sizewise, of the Triumph family, the Cub has been with us now for just over 13 years''". Accessed 2014-01-28</ref> It competed well against the other small-capacity motorcycles of the time, such as those using [[two-stroke engine|two-stroke]] engines from [[Villiers Engineering|Villiers]]. |
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==Development== |
==Development== |
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[[File:1955 Triumph T15 Terrier Coventry Transport Museum.jpg|thumb|255px|Triumph Terrier T15 150 cc with plunger rear suspension and contact breaker points behind cylinder]] |
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The first Tiger Cub was derived from the [[Triumph Terrier]] with the same [[Motorcycle frame|frame]] and [[Motorcycle fork|fork]]s. In 1957 an [[off-road]] version the T20C was produced with high level exhaust and improved suspension. The original model had a plunger frame but this was changed to the modern pattern of swinging fork and two suspension units in 1957. The original model also had the ignition points in a "distributor" on the crankcase behind the cylinder, later models (such as the one shown) have it at a more regular location, on the end of the camshaft under a chrome cover. The last model made was the T20B Super Cub, which was a D10 Bantam with a Cub engine. Launched in November 1962, it was discontinued in 1968.<ref name="Kemp">{{cite book|last=Kemp|first=Andrew|coauthors=De Cet|others=Mirco|title=Classic British Bikes|publisher=Bookmart Ltd|date=2004|isbn=1-86147-136-X}}</ref> |
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The first T20 Tiger Cub (1954-1956) was derived from the 150 cc Triumph T15 Terrier (1953-1956) with the same [[Motorcycle frame|frame]] and [[Motorcycle fork|fork]]s.<ref name="Newnes">Motor Cycle Data Book, Newnes, 1960. p.80, p.154</ref><ref name="Motor Cycle 2"/> |
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The earlier version of the Cub used the Terrier's plunger rear suspension frame, but from 1957 this was updated to a more modern pattern of rear swinging-arm with twin suspension units.<ref name="Motor Cycle 2"/> The ignition points were positioned in a 'distributor'-type device on the crankcase behind the cylinder.<ref name="Mechanics2">[[Motorcycle Mechanics (magazine)]], October 1967, p.52. ''Spark Sense: "Owners of the Triumph Cub or BSA C15 often write into us about routine maintenance of the contact breaker unit (or distributor as it is commonly miscalled)"''. Accessed 2014-03-10</ref> |
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A later development in 1963 was to site the points at a more conventional location on the end of the camshaft, accessed via a chrome cover below the base of the cylinder.<ref name="Motor Cycle 2"/> |
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The ''Sports Cub'' designated T20SH featured slimline mudguards, no rear panelling or headlamp nacelle and with a higher compression ratio and other engine modifications were timed at 74 mph mean maximum by [[The Motor Cycle|Motor Cycle]] magazine.<ref name="Motor Cycle 2"/> |
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[[Off-road]] versions produced with high level exhaust, altered suspension and studded tyres, were designated ''TS20 Scrambles Cub'' and ''TR20 Trials Cub''.<ref>''[[The Motor Cycle]]'', 15 March 1962. "''Quickest way to the top! The new Trials Cub. The new Cub Scambler''". Accessed and added 2014-08-08</ref><ref name="Motor Cycle 2"/> |
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The last model made was the T20 Super Cub, which, for economy of production cost,<ref>[[The Motor Cycle|Motor Cycle]], 9 March 1967. ''Super Cub road test''. "''One of the ways in which the cost has been kept down is by using a similar frame for the Cub and the BSA Bantam''". Accessed 2014-01-28</ref> used a basic frame and other parts common to the ''[[BSA Bantam#D10 Supreme|BSA Bantam D10]]'' including larger diameter wheels with full-width hubs.<ref name="Motor Cycle">[[The Motor Cycle|Motor Cycle]], 9 March 1967. ''Super Cub road test'' Accessed 2014-01-28</ref> Launched in November 1966, it was discontinued in 1968,<ref name="Kemp">{{cite book|last=Kemp|first=Andrew|author2=De Cet |others=Mirco|title=Classic British Bikes|publisher=Bookmart Ltd|date=2004|isbn=978-1-86147-136-9}}</ref> being briefly replaced by the ''[[List of Triumph motorcycles#Post-war|250cc TR25W 'Trophy']]'', based on BSA's ''B25 Starfire''. |
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==Unloved design features== |
==Unloved design features== |
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The top tube of the Tiger Cub was lower than normal, leaving the headstock poorly supported. Some rigidity was recovered by |
The top frame tube of the Tiger Cub was lower than normal, leaving the headstock poorly supported. Some rigidity was recovered by internal bracing of the petrol tank. A plain bearing on the timing side main bearing sometimes wore rapidly.<ref>{{cite book|last=Estall|first=Mike|title=The Triumph Tiger Cub Bible|publisher=Veloce Publishing|isbn=978-1-904788-09-6|date=2004-02-28}}</ref> The primary chain ran in a shallow oil-bath but if the level dropped, the chain could suffer lubrication failure and stretch. The chain was not tensioned - and even worse, the primary chaincase on early models was a slightly 'waisted' shape. A worn chain could strike both the inside of the cover and the crankcase itself, making the oil-level even more difficult to maintain in the future. Another common complaint was that the Cub would travel at highway speed (50 mph) for 1/2 hour and then stop unexpectedly. Some attributed this to overheating, but a cure was never found.<ref>{{cite book|last=Estall|first=Mike|title=The Triumph Tiger Cub Bible|page=110|publisher=Veloce Publishing|isbn=978-1-904788-09-6|date=2004-02-28}}</ref> |
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==Legislative boost== |
==Legislative boost== |
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In |
In 1961, the [[Driving licence in the United Kingdom|driving licence]] law for Triumph's home market in [[Great Britain]] was changed, restricting learner motorcyclists to a maximum of 250cc.<ref>[https://www.gov.uk/government/publications/history-of-road-safety-and-the-driving-test/history-of-road-safety-the-highway-code-and-the-driving-test] UK Government History of road safety, the highway code and the driving test, section 3.19 Retrieved 2014-02-09</ref> The Tiger Cub became one of the most popular ways of getting onto two wheels.{{citation needed|date=January 2014}} |
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==References== |
==References== |
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* {{commons category inline|Triumph Tiger Cub}} |
* {{commons category inline|Triumph Tiger Cub}} |
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{{Triumph motorcycles Meriden}} |
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[[Category:Triumph Engineering motorcycles|Tiger Cub]] |
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[[Category:Motorcycles introduced in 1954]] |
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[[Category:Standard motorcycles]] |
Latest revision as of 09:52, 26 July 2023
Manufacturer | Triumph Engineering Co Ltd |
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Parent company | Birmingham Small Arms Company |
Production | 1954-1956 1957-1968 |
Predecessor | Triumph T15 Terrier |
Engine | 199 cc (12.1 cu in) single cylinder OHV, four-stroke, alloy head, Amal Monobloc carburettor, earliest Amal 332 1954-57 or Zenith 17MXZ/CS5 1958-61[1][2] |
Bore / stroke | T20 63x64mm, T15 57x58.5mm |
Compression ratio | T20 Sports 9:1, T20 and T15 7:1[3] |
Top speed | T20S 74 mph (119 km/h),[2] T20 66 mph (106 km/h) (as tested, averaged)[4] |
Power | T20S 14.5 bhp (10.8 kW) (claimed) @ 6500rpm T20 10 bhp (7.5 kW) (claimed) @ 6000rpm T15 8 bhp (6.0 kW)[3] |
Transmission | 4-speed sequential manual gearbox / chain-drive |
Brakes | 112mm (5.5 inches) front, 112mm (5.5 inches) rear |
Tires | 3.00x19 1954/55, 3.00x16 1956/65, 3.00x18 from 1966[1][4] |
Wheelbase | 49 in (1,200 mm) |
Fuel capacity | 3 Imperial gallons |
Oil capacity | oil tank 2.5 pints, gearbox 1/3 pint (200 cc), chaincase 1/2 pint (300 cc)[3] |
The Triumph Tiger Cub was a 200 cc (12 cu in) single-cylinder British motorcycle made by Triumph Motorcycles at their Meriden factory. Based on the Triumph T15 Terrier 150 cc, itself a surprise announcement just before the 1952 show,[2] the 200 cc T20 Tiger Cub was designed by Edward Turner, and launched at the Earls Court show in November 1953.[5] It competed well against the other small-capacity motorcycles of the time, such as those using two-stroke engines from Villiers.
Development[edit]
The first T20 Tiger Cub (1954-1956) was derived from the 150 cc Triumph T15 Terrier (1953-1956) with the same frame and forks.[1][2]
The earlier version of the Cub used the Terrier's plunger rear suspension frame, but from 1957 this was updated to a more modern pattern of rear swinging-arm with twin suspension units.[2] The ignition points were positioned in a 'distributor'-type device on the crankcase behind the cylinder.[6] A later development in 1963 was to site the points at a more conventional location on the end of the camshaft, accessed via a chrome cover below the base of the cylinder.[2]
The Sports Cub designated T20SH featured slimline mudguards, no rear panelling or headlamp nacelle and with a higher compression ratio and other engine modifications were timed at 74 mph mean maximum by Motor Cycle magazine.[2]
Off-road versions produced with high level exhaust, altered suspension and studded tyres, were designated TS20 Scrambles Cub and TR20 Trials Cub.[7][2]
The last model made was the T20 Super Cub, which, for economy of production cost,[8] used a basic frame and other parts common to the BSA Bantam D10 including larger diameter wheels with full-width hubs.[4] Launched in November 1966, it was discontinued in 1968,[9] being briefly replaced by the 250cc TR25W 'Trophy', based on BSA's B25 Starfire.
Unloved design features[edit]
The top frame tube of the Tiger Cub was lower than normal, leaving the headstock poorly supported. Some rigidity was recovered by internal bracing of the petrol tank. A plain bearing on the timing side main bearing sometimes wore rapidly.[10] The primary chain ran in a shallow oil-bath but if the level dropped, the chain could suffer lubrication failure and stretch. The chain was not tensioned - and even worse, the primary chaincase on early models was a slightly 'waisted' shape. A worn chain could strike both the inside of the cover and the crankcase itself, making the oil-level even more difficult to maintain in the future. Another common complaint was that the Cub would travel at highway speed (50 mph) for 1/2 hour and then stop unexpectedly. Some attributed this to overheating, but a cure was never found.[11]
Legislative boost[edit]
In 1961, the driving licence law for Triumph's home market in Great Britain was changed, restricting learner motorcyclists to a maximum of 250cc.[12] The Tiger Cub became one of the most popular ways of getting onto two wheels.[citation needed]
References[edit]
- ^ a b c Motor Cycle Data Book, Newnes, 1960. p.80, p.154
- ^ a b c d e f g h Motor Cycle, 30 July 1964. Readers report on Triumph Tiger Cub. "The Cub's ancestry dates back almost 12 years—to November 1952 when Triumphs introduced a "stimulating, last-minute eve-of-show surprise", the 149 cc Terrier. This was followed, a year later, by the first of the Tiger Cubs, with a 199 cc engine in the Terrier's plunger-sprung frame. Here we are dealing only with Cubs from 1957 onwards when the pivoted-fork model was introduced." Accessed 2014-01-29
- ^ a b c Motorcycle Mechanics (magazine), March 1972, p.30. Engine analysis: Triumph Cub Accessed 2014-02-06
- ^ a b c Motor Cycle, 9 March 1967. Super Cub road test Accessed 2014-01-28
- ^ Motor Cycle, 9 March 1967. Super Cub road test. "Baby brother, sizewise, of the Triumph family, the Cub has been with us now for just over 13 years". Accessed 2014-01-28
- ^ Motorcycle Mechanics (magazine), October 1967, p.52. Spark Sense: "Owners of the Triumph Cub or BSA C15 often write into us about routine maintenance of the contact breaker unit (or distributor as it is commonly miscalled)". Accessed 2014-03-10
- ^ The Motor Cycle, 15 March 1962. "Quickest way to the top! The new Trials Cub. The new Cub Scambler". Accessed and added 2014-08-08
- ^ Motor Cycle, 9 March 1967. Super Cub road test. "One of the ways in which the cost has been kept down is by using a similar frame for the Cub and the BSA Bantam". Accessed 2014-01-28
- ^ Kemp, Andrew; De Cet (2004). Classic British Bikes. Mirco. Bookmart Ltd. ISBN 978-1-86147-136-9.
- ^ Estall, Mike (28 February 2004). The Triumph Tiger Cub Bible. Veloce Publishing. ISBN 978-1-904788-09-6.
- ^ Estall, Mike (28 February 2004). The Triumph Tiger Cub Bible. Veloce Publishing. p. 110. ISBN 978-1-904788-09-6.
- ^ [1] UK Government History of road safety, the highway code and the driving test, section 3.19 Retrieved 2014-02-09
External links[edit]
- Media related to Triumph Tiger Cub at Wikimedia Commons