Triumph Tiger Cub
 | |
| Manufacturer | Triumph |
|---|---|
| Parent company | Birmingham Small Arms Company |
| Production | 1954-1956 1957-1968 |
| Predecessor | Triumph T15 Terrier |
| Engine | 199 cc single cylinder OHV, four stroke, alloy head, Amal Monobloc carburettor, earlier Amal 332 or Zenith 17MXZ/CS5[1] |
| Top speed | 66 mph (106 km/h) (as tested, averaged)[2] |
| Power | 10 bhp (7.5 kW) (claimed) @ 6000rpm, 8 bhp (6.0 kW) 1954/55 |
| Transmission | 4-speed gearbox to 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][2] |
| Wheelbase | 49 inches |
| Fuel capacity | 3 Imperial gallons |
The Triumph Tiger Cub was a 200 cc single-cylinder British motorcycle made by Triumph Motorcycles at their Meriden factory. Designed by Edward Turner and launched at the Earls Court show in November 1953,[3] the Tiger Cub competed well against the other small capacity motorcycles of the time such as Villiers two-strokes.
Development
The first T20 Tiger Cub was derived from the 150 cc Triumph T15 Terrier (1954-1956)[1] with the same frame and forks.
The earlier version (1954-1956) had a plunger rear suspension frame and the ignition points in a 'distributor' on the crankcase behind the cylinder, whereas from 1957 this was updated with a more-modern pattern of rear swinging-arm with twin suspension units. A later development was to site the points at a more conventional location on the end of the camshaft, accessed via a chrome cover as can be seen in the image.
In 1957 an off-road version the T20C was produced with high level exhaust and improved suspension.
The last model made was the T20B Super Cub, which, for economy of production cost,[4] used a basic frame and other parts common to the BSA Bantam D10 including larger diameter wheels with full-width hubs.[2] Launched in November 1966, it was discontinued in 1968.[5]
Unloved design features
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.[6] 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 chain case 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 (50mph) for 1/2 hour and then stop unexpectedly. Some attributed this to overheating, but a cure was never found.[7]
Legislative boost
In 1960 the law[where?] was changed restricting learner motorcyclists to a maximum of 250cc and the Tiger Cub became one of the most popular ways of getting onto two wheels.[citation needed]
References
- ^ a b c Motor Cycle Data Book, Newnes, 1960. p.80, p.154
- ^ 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
- ^ 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 (2004). Classic British Bikes. Mirco. Bookmart Ltd. ISBN 1-86147-136-X.
{{cite book}}: Unknown parameter|coauthors=ignored (|author=suggested) (help) - ^ Estall, Mike. The Triumph Tiger Cub Bible. Veloce Publishing. ISBN 978-1-904788-09-6.
- ^ Estall, Mike. The Triumph Tiger Cub Bible. Veloce Publishing. p. 110. ISBN 978-1-904788-09-6.
External links
Media related to Triumph Tiger Cub at Wikimedia Commons
