|Triumph Motor Company|
|Reason for dissolution||insolvency|
|management||Siegfried Bettmann (founder)|
Company and brand history
Siegfried Bettmann (1863–1951) from Nuremberg , ninth son of the Jewish wood wholesaler and namesake of the village of Bettmannsäge Meier Bettmann, went to London in 1884. He worked as a translator and representative for German companies, especially for manufacturers of sewing machines. Then he went into the export of bicycles, which he had manufactured by the William Andrews Company of Birmingham . His customers used the Bettmanns name for the bicycles . When looking for a trade name, Siegfried Bettmann decided on "Triumph" because it was understood in the most important languages. In 1886 he founded the Triumph Cycle Company in Coventry, England ; In 1887, another German, Mauritz Johann Schulte, joined the company as a partner. Under Schulte's influence, Bettmann began to plan on a larger scale and dared to move from retailer to producer. Bicycles were produced from 1889.
In 1896 the German Triumph subsidiary was founded in Nuremberg: Deutsche Triumph Fahrradwerke AG . Motorcycles were also produced in Nuremberg from 1903.
The Triumph Cycle Company has been producing motorcycles in Coventry since 1902 ( List of Triumph Motorcycles ). During the First World War, during which the German-born Siegfried Bettmann was mayor of Coventry, the robust 550 cc motorcycles from Triumph, still with belt drive, had a great success. Triumph delivered 30,000 more motorcycles than any other British manufacturer to the military. Due to the positive experience with the machines on the Western Front, civilian sales also increased after 1918. In 1923 300 machines a week left the factory.
In 1912 Siegfried Bettmann was also chairman of the Standard Motor Company. During this time, this did not represent a conflict of interest between the two manufacturers. The outbreak of World War I ended Bettmann's work at Standard.
In 1919 Bettmann paid off his partner Schulte and hired Colonel Claude Holbrook, whom he had met as a procurement officer, as director of the board.
A 2-liter test car was produced as early as 1919. In 1921 it was reported in the motor press that Triumph was working on a "light car" (small car). In 1921, Triumph bought the Dawson (1919–1921) car factory in Coventry, which had been inactive after the production of 65 vehicles that were much too expensive.
In April 1923 the first Triumph automobile with a 1393 cm³ engine was presented - the 10/20. This car only had the place of origin in common with the Dawson, it was a new design. In 1924, Triumph achieved a sensation at the Olympia Motor Show: the company was the first British manufacturer to equip its new model 13/35 with hydraulic brakes from Lockheed on all four wheels from the start.
In 1927 Triumph brought one of the most successful Triumph models onto the market - the "Super Seven". Triumph thus entered into competition with the cheaper Austin 7 . At the end of the 1920s, small “Super Seven” and “Super Eight” completed numerous sensational long-distance journeys, some in record time, namely in Australia and New Zealand , but also the New York - Los Angeles - Vancouver journey. In 1929 a crossing of Australia stood out. The great sales success in “down under” was based on successes like these. With the type designation "Southern Cross" ( Southern Cross ) for sports models raised Triumph the importance of this export market.
In 1930 the company changed its name to Triumph Motor Company.
Lord Leigh became Chairman of Triumph in 1931 and Claude Holbrook became Assistant Management Director. The balance sheet fell consistently in the red. Against the strong resistance of Siegfried Bettmann, the bicycle division of Triumph was sold to Coventry Bicycles . Holbrook favored sporty, more luxurious and more powerful vehicles - in contrast to Bettmann, who continued to prefer the "light cars". Holbrook had more directors on his side. On his 70th birthday, April 18, 1933, Bettmann handed over the management of the company to him, but remained with the company as Vice-Chairman.
In 1933, Donald Healey joined the development department. Between 1934 and 1939, Triumph developed a range of fast and powerful models.
After Donald Healey's success with a “Gloria Monte Carlo” at the Monte Carlo Rally in 1934, the “Triumph Straight Eight” was developed for the 1935 Monte Carlo Rally, but it was destroyed during the rally. Notable sporting successes could not prevent the decline in sales and consistently red numbers. After the inexpensive, profitable small cars, the “Gloria” model had ventured into rather expensive middle-class regions - not a cheap step in the years of the global economic crisis . Due to the poor results, Triumph's rally activities were discontinued.
On January 22, 1936, the motorcycle division was sold to Jack Sangster ( Ariel ) to cover the heavy losses in the auto division. Company founder Bettmann sold his stake in 1936, but maintained close ties with Triumph until his death in 1951. In 1937 the “Triumph Dolomite” model series with the distinctive waterfall radiator grille came onto the market.
In 1939 Triumph Motor Company went bankrupt for £ 160,000 . With the approval of bankruptcy trustee Gibson & Ashford , Donald Healey sold Triumph to Thomas Ward & Co., of Sheffield .
During the Second World War, aircraft parts were produced in the Triumph halls. On the night of November 14th to 15th, 1940, a German bombing raid ( "Operation Mondscheinsonate" ) on Coventry almost completely destroyed the factories in the city center. The body designer Walter Belgrove was able to save drawings, but the archive was lost. The parts stores were later leveled into the ground without looking for anything useful.
In 1944 the naming rights for £ 75,000 were taken over by Standard Motor Company , which initially used the Triumph name for their more luxurious and sporty product lines. With Jaguar customers in mind, Frank Callaby designed the 1800 Roadster with a " mother-in-law " seat as the successor to the Dolomite . The 1800 Roadster was carried out due to shortage of steel partially in aluminum - technology that had been used during the war in aircraft parts. Limos like Renown and Mayflower followed. The top model of the Standard Motor Company was the Vanguard , which was equipped with the same basic engine as the "Ferguson" tractor.
With the TR model series (TR2 – TR8) launched in 1953, Triumph was able to build on the sporting successes of the pre-war years. In addition, this model series became a great commercial success. There were also a number of derivatives based on the TR that used the engine and the technology.
In 1960 the Standard Motor Company, including the independent Standard Triumph division, was taken over by the truck manufacturer Leyland Motors . The name "Standard" disappears completely in 1963. Until 1961 the TR4 was still produced under the management of the Standard Motor Company. The following vehicles of the “Triumph” brand are manufactured by Leyland Motors.
In 1968 Leyland Motors merged with Austin , Austin-Healey , Morris , MG , Rover , Jaguar , Daimler , Coventry Climax , Riley , Vanden Plas and Wolseley in the British Leyland Motor Corporation (BLMC).
After great success with the "Herald" and the TR series sports cars, the decline began around 1970 after the BLMC was founded - the supposed impossibility of building two-seater sports cars that could meet the new American safety requirements played a role here.
The last newly developed car to be sold under the Triumph brand was the Stag sports car . The attempt to bring a new sedan onto the market with the Triumph SD2 in the mid-1970s failed because of the economic problems of the parent company during the development phase. From 1981 there was only one fully assembled Honda product in England under the name Triumph Acclaim . The last year of Triumph production was 1984; the sale of vehicles under this name was discontinued.
Triumph in motorsport until 1939
Triumph vehicles had a sporty image through constant commitment - starting in 1928 with Donald Healey and ending with the TR7V8 in 1980. Triumph used factory-supported vehicles in races and rallies around the world, but private drivers were also repeatedly successful with Triumph vehicles.
Donald Healey, a Triumph dealer, used his own Triumph vehicles in rallies and trials (field tests). In 1929 he actually managed to finish the Monte Carlo Rally with a “Super Seven Saloon” in heavy ice and snow conditions and two additional passengers - but two minutes outside the target time. His "Seven" started in Riga only reached a top speed of around 75 km / h (45-48 mph). In total, only 24 of the 93 vehicles that started reached the finish. On the following day, as a rehabilitation, he achieved class victory in the “speed hill climb” on Monte des Mules. In the same year Donald Healey won the 2000 km rally Riga – Barcelona as class winner.
The Monte Carlo Rally in 1930 Donald Healey also failed to win - no dropped points he was due to an unfavorable handicap system's only seventh. Many private drivers drove the Super Seven successfully in motorsport during this period. Between 1929 and 1932, Victor Horsman developed a two-seater racing special with a supercharger that could go up to around 130 km / h (80 mph). The Super Seven was also successful at "long-distance" events (long-distance trips). G. A. Woods drove the 3,538-mile route New York – San Francisco – Vancouver and back non-stop in 8 ½ days.
In 1929 P. W. Armstrong and George Manley managed to cross Australia in the Super Seven in eight days and six hours from Perth to Sydney; 2954 miles in eight days and six hours, mostly on unpaved desert tracks and then back the same distance. Allegedly Armstrong got the idea because he was annoyed that the customers in his auto show were dismissing the Triumph as a "nice little city car".
In 1933, Claude Holbrook, as Management Director, was faced with the problem of designing a racing car. He could not find any competence for it within the Triumph Motor Company. He hired Donald Healey, who had achieved a number of sporting successes on Invicta vehicles, as head of the motorsport program (works motorsport). In 1935 Donald Healey became technical director.
In 1934 Healey and his racing manager (competition manager) Jack Ridley developed a light, fast car called the "Gloria Monte Carlo". Characteristic of this car were the door cutouts that could be folded down halfway, giving the driver more elbow room in critical racing situations. In 1934 Healey took 3rd place overall in the Monte Carlo Rally and 1st place in the 1.5 liter classification. There were some protests against Triumph as the speed of the little car seemed unlikely. In the same year Triumph started with six vehicles based on the Gloria Monte Carlo in the " International Alpine Tour ". Triumph won a “ Coupes des Alpes ” (Alpine Cup) as a works team and Donald Healey and Marice Newham each won an individual “ Coupes des Glaciers ” (Glacier Cup ). The Triumph women's team (Joan Richmond, Gordon Simpson) has been disqualified for a hammer used to repair a broken spring.
The “Triumph Straight Eight” was developed for the 1935 Monte Carlo Rally . The car was based on the construction of the 8-cylinder compressor Alfa Romeo Monza. Healey had an agreement with Vittorio Jano, Technical Director of Alfa Romeo. Three prototypes were built. Donald Healey himself collided with the 8-cylinder racing car in Denmark during the rally at an open level crossing with a train. The car was totally destroyed. Jack Ridley achieved class victory in a second car and second overall with 0.6 seconds behind a 5.5-liter Renault.
In 1936 Healey tried again at the Monte Carlo Rally with a modified engine, but could only achieve 8th place due to the rules for specials. It was last used in the Monte Carlo Rally in 1937. Healey starts with a Gloria Saloon in Sicily. The car slips irreparably off the road in a snowdrift. A few more rallies followed. Due to the financial situation, the Triumph Motor Company ended its sporting activities.
Triumph did not have a consistent, distinctive brand logo. From 1923 to 1944 the lettering "Triumph" was used with a bow as underlining, for correspondence and for the lettering of branches. This logo is still used today by the motorcycle brand Triumph Motorcycles Limited. The German motorcycle brand Triumph (Nuremberg 1887–1956), also founded by Siegfried Bettmann, had an arch above the word "Triumph" to distinguish it.
Until 1935, Triumph vehicles only had a small globe with the inscription Triumph ("Triumph World Globe") inset on the radiator. The countries of the British Commonwealth were specially highlighted in color.
With the introduction of the 1932 "Southern Cross", Triumph also used various hood ornaments on the water filler neck. The “Triumph World Globe” was also framed with the type name. In the "Triumph Vitesse" the globe was replaced by a lightning bolt. This should emphasize the special performance of the faster Vitessen. The hood ornament of the "Triumph Dolomite" was functionless and pure decoration.
With the takeover of the Triumph brand by the “ Standard Motor Company ”, emblems of the Standard Motor Company were used in addition to the larger “Triumph World Globe” . The “Standard” emblem in the shape of a coat of arms was underlaid with the “Triumph” lettering and used for the TR2 (black / red, later blue / white) to TR4 roadsters. The “Triumph World Globe” was partly to be found on the hubcaps of these models. Subsequent models received only simple lettering, simple type badges and a simplified coat of arms.
The vehicle types "Renown" and "Mayflower" again had a hood ornament and an enlarged "Triumph World Globe". The "Triumph Stag" (stag) received a jumping stag as a radiator emblem.
The last Triumph trademark on the Acclaim was the words "Triumph" in a split laurel wreath.
- " Bhp " figures up to around 1970 are "bhp" = brake horsepower. 1 bhp = 1.014 DIN-PS.
- Numbers in brackets, e.g. B. (2/4), denote the number of seats, e.g. B. (2 = regular / 4 = additional, partially mother-in-law seat).
- The numbers from 1923–1939 are always approximate, as no exact numbers are available from the factory.
Triumph Cycle Company, Triumph Motor Company (1923–1939)
|model||Years of construction||engine||number of pieces||Design / special features||image|
|10/20||1923-1926||4 cyl., 1393 cm³, 23 bhp||10/20, 13/35, 15 in total approx. 2000||2-, 4-seat tourers, saloons, duck-back sportsters|
|13/35||1924-1926||4 cyl., 1,873 cm³, 35 bhp||10/20, 13/35, 15 in total approx. 2000||Saloon, 5-seat tourer, 1st British vehicle with Lockheed four-wheel hydraulic brakes|
|Fifteen ( 15/50 )||1926-1930||4-cyl., 2169 cc, 40 bhp||10/20, 13/35, 15 in total approx. 2000||like 13/35|
|Super Seven||1927-1932||4-cyl., 832 cm³, 21 bhp, tuned 23.1 bhp||Seven, Eight approx. 17,000 in total||various saloon types, tourers (2/4), Sportster (2/2) and (2/1), many special bodies|
|Super eight||1933-1934||4 cyl., 832 cc, 21.5 bhp||Seven, Eight approx. 17,000 in total||various saloon (4/4), 2/4-seater (2/2 + 2), tourer (4/4)|
|Scorpion||1931-1932||6 cyl., 1203 cm³, 25 bhp||Scorpion, Twelve / Six in total approx. 1500||Saloon (2, 4 doors), Tourer, 2/4-Seater,|
|Twelve / Six||1932-1933||6 cyl., 1203 cm³, 25 bhp||Scorpion, Twelve / Six in total approx. 1500||4-door saloon with a larger body|
|Super nine||1932-1933||4-cyl., 1018 cm³, Climax engine||1932–1938: Nine, Southern Cross, Gloria, Ten in total approx. 15,000||various saloon, tourer, sport tourer (2/2)|
|Southern Cross 8.9hp||1932||4-cyl., 1018 cm³, Climax engine||1932–1938: Nine, Southern Cross, Gloria, Ten in total approx. 15,000||Sportster, based on Super Nine technology|
|Southern Cross 9.8hp||1932-1934||4-cyl., 1122 cc, 35 bhp||1932–1938: Nine, Southern Cross, Gloria, Ten in total approx. 15,000||Sportster, Sports Saloon|
|Ten||1933-1934||4-cyl., 1122 cm³, 33.5 bhp||1932–1938: Nine, Southern Cross, Gloria, Ten in total approx. 15,000||Saloon, Tourer (2/4), based on Southern Cross 9.8 hp|
|Gloria 9.5 Four, Gloria Monte Carlo, Gloria Six, Gloria 10.8 Four, Gloria-Vitesse Four, Gloria-Vitesse Six, Gloria 1 1/2-liter, Gloria Fourteen||1933-1938||4-cyl., 1087 cc, 40 bhp to 6-cyl., 1991 cc, 65 bhp, Climax engine||Nine, Southern Cross, Gloria, Ten total approx. 9000. Gloria 4 approx. 3000. Gloria 6, Gloria Vitesse 6 total approx. 2000. Gloria 1 1/2-L, Dolomite 1 1/2 total approx. 1000||various saloon (2/4), flow-free saloon (2/4), roadster "Southern Cross" (2/2), tourer "Monte Carlo" (2/4), Golfers Coupé (2/2 + 2) .
various third-party bodies, faster engine variant "Vitesse". Advertising: "the smartest car in the land"
|Dolomite Straight-Eight||1934-1935||8-cyl, 1990 cc, 120 bhp, Roots compressor||3 vehicles. In total: 5 chassis, 5 engines||Roadster / racing car|
|Vitesse 14/60, Vitesse 2 liter||1937-1938||4-cyl., 1767 cm³ ohv, 62 bhp. 6-cyl., 1991 cc ohv, 72 bhp||1937–1939: Vitesse, Dolomite in total approx. 6200||saloon|
|Dolomite 14/60, Dolomite 14/65, Dolomite 2-liter, Dolomite 1 1/2-liter, Dolomite Royal||1937-1939||4-cyl., 1767 cc, 62 bhp. 4-cyl., 1767 cm³, 65 bhp. 6-cyl., 1991 cc, 72 bhp. 4-cyl., 1496 cm³, approx. 50 bhp||1937–1939: Vitesse, Dolomite in total approx. 6200.
200 of them as Roadster Coupé (100 14/60, 50 14/65, 50 6-cyl.)
|Saloon (4/5), Drophead Foursome Coupé (2/4), Roadster Coupé (2/4).
Special feature of the "waterfall" grille. Body shape allegedly strongly based on the Mercedes 170V.
|Continental 2 liter||1937||6-cyl., 1991 cc ohv, 72 bhp||like Dolomite Roadster Coupé, but with a "normal" grille|
|Twelve||1939||4-cyl., 1496 cm³, approx. 50 bhp or 4-cyl., 1767 cm³, 62 bhp||approx. 50||Saloon made during bankruptcy proceedings|
Standard Motor Company, Leyland Motors, British Leyland Motor Corp. (1944-1984)
|model||Years of construction||engine||number of pieces||Design / special features||image|
|1800 Town and Country Saloon||1946-1949||4-cyl., 1776 cc, 63 bhp||4000||Saloon in razor-edge style (sharp-edged)|
|1800 roadster , 2000 roadster||1800 Roadster 1946–1948, 2000 Roadster 1949||1800 Roadster 4-cyl., 1776 cm³, 63 bhp. 2000 Roadster 4-cylinder., 2088 cm³, 68 bhp||2501, 2000||Not a real sports car, three-seater bench in the front, steering wheel gearshift, separate windshield for the mother-in-law seat integrated in the trunk lid|
|2000 saloon , 2000 limousine||1949, 1951-1952||4-cyl., 2088 cm³, 68 bhp||2,000||The 2000 sedan is also known as the "Triumph Sedan"|
|2000 Renown Saloon||1949-1951, 1951-1954||4-cyl., 2088 cm³, 68 bhp||6501 short wheelbase 1949–1951, 2800 long wheelbase 1951–1954|
|Mayflower Saloon , Mayflower Drophead Coupe||1949-1953||4-cyl., 1247 cc, 38 bhp||34,990 Saloon, 10 Drophead Coupé||Similar optics to Renown, but reduced body|
|TRX||1950||4-cyl., 2088 cc, 71 bhp||3||Prototype as the successor to the 2000 Roadster., Announced as "New Triumph Roadster"|
|20TS (TR1)||1950-1952||4-cyl., 2088 cc, 71 bhp||1||Preliminary studies for TR2, the term TR1 was only introduced later|
|TR2 , TR2 long door||1953-1955||4-cyl., 1991 cc, 90 bhp||8628 including long door model||Roadster. The early TR2 had doors that covered the sill (longdoor)|
|TR3||1955-1957||4-cyl., 1991 cc, 95 bhp later 100 bhp||13,377||Roadster|
|TR3A||1957-1961||4-cyl., 1991 cc, 100 bhp||58.236 including the Italia model||Roadster, the designation “TR3A” was never used at the factory, “A” was colloquial and means America|
|TR3B||1962||early TR3A engine, later 4-cyl., 2138 cm³, 100 bhp||3,331||Roadster, USA only. Commission number TSF identical to TR3A, later TCF with TR4 engine|
|TR10 Saloon (Standard 10 in Europe)||1957-1960||4-cyl., 948 cc, 40 bhp||9907||Saloon, USA only|
|Herald Saloon , Herald Coupe , Herald Convertible , Herald 1200 Saloon, Convertible, Estate , Herald 1200 Estate , Herald 12/50 Saloon , Herald 13/60 Saloon, Convertible, Estate||1959-1971||from 4 cyl., 948 cm³, 35 bhp to 4-cyl., 1296 cm³, 61 bhp||525,767||Successful sporty model. Known for its small turning circle "she can turn on a tickey".|
|TR4||1961-1965||4-cyl., 2138 cc, 100 bhp||40,253||Roadster with crank discs, design by Michelotti|
|TR4A||1965-1967||4-cyl., 2138 cc, 104 bhp||28,465 TR4A and TR4A IRS||Roadster, rigid axle, design by Michelotti|
|TR4A IRS||1965-1967||4-cyl., 2138 cc, 104 bhp||28,465 TR4A and TR4A IRS||Roadster, independent rear suspension (IRS), design by Michelotti|
|TR5 PI||1967-1968||6-cyl., 2498 cc, 150 bhp||2947||Roadster, body of the TR4, first British car with mechanical injection system ( Lucas )|
|TR250||1967-1968||6-cyl., 2498 cc, 104 bhp||8484||Roadster, body of the TR4, two Stromberg carburetors, USA only|
|TR6||1969-1976||6-cyl., 2498 cm³, 150 bhp (1969–1972), 125 bhp (1973–1976)||94.619 TR6 and TR6 "federal"||Roadster, mechanical injection system (Lucas), design by Karmann ,|
|TR6 "federal"||1969-1976||6-cyl., 2498 cm³, 104 bhp from 1972 106 bhp||94.619 TR6 and TR6 "federal"||Roadster, two Stromberg carburettors, design by Karmann , USA only (federal)|
|Vitesse 1600 Saloon, Vitesse 1600 Convertible, Vitesse 2-liter Saloon, Vitesse 2-liter Convertible, Vitesse 2-liter Mark 2 Saloon, Vitesse 2-liter Mark 2 Convertible||1962-1971||6-cyl., 1596 cc to 1998 cc, 70 bhp to 104 bhp||51,212||Herald-like body, inclined double headlights|
|Spitfire 4||1962-1965||4-cyl., 1147 cm³, 63 bhp||45,753||Roadster, design by Michelotti|
|Spitfire Mk 2||1965-1967||4-cyl., 1147 cc, 67 bhp||37,409||Roadster|
|Spitfire Mk 3 , Spitfire Mark 3 "USA version" ,||1967-1970||4-cyl., 1296 cm³, 75 bhp, USA version 68 bhp||65,320||Roadster|
|Spitfire Mk IV , Spitfire Mk IV "USA version"||1970-1974||4-cyl., 1296 cm³, 63 bhp, USA version 58 bhp||70.021||Roadster|
|Spitfire 1500 , Spitfire 1500 "USA version"||1975-1980||4-cyl., 1493 cm³, 71 bhp, USA version 57 bhp||95,829||Roadster|
|Triumph 2000 Mark 1 Saloon, Triumph 2000 Mark 1 Estate, Triumph 2000 Mark 2 Saloon, Triumph 2000 Mark 2 Estate||1963–1969 Mark 1, 1969–1977 Mark 2||6-cyl., 1998 cm³, 90-91 bhp||113,157 Mark 1 Saloon, 7488 Mark 1 Estate, 92,053 Mark 2 Saloon, 7118 Mark Estate||Saloon, Estate (station wagon)|
|Triumph 2.5PI Mark 1 Saloon, Triumph 2.5PI Mark 1 Estate, Triumph 2.5PI Mark 2 Saloon, Triumph 2.5PI Mark 2 Estate||1968–1969 Mark 1, 1969–1975 Mark 2||6-cyl., 2498 cc, 132 bhp injection||8658 Mark 1 Saloon, 371 Mark 1 Estate, 43,353 Mark 2 Saloon, 4102 Mark Estate||Saloon, Estate (station wagon)|
|2500TC Saloon, 2500TC Estate, 2500S Saloon, 2500S Estate||1974-1977||6-cyl., 2498 cc, 99-106 bhp||37,752 TC and S Saloon, 2601 TC and S Estate||Chassis from the Triumph 2000 Mark 2|
|Triumph 1300 Saloon, 1300TC Saloon||1965-1970 (TC: 1967-1970)||4-cyl., 1296 cm³, 61 bhp (TC: 75 bhp)||113.008 and 35.342 TC||saloon|
|1500 saloon (fwd)||1970-1973||4-cyl., 1493 cc, 61-65 bhp||66,353||Front wheel drive (fwd)|
|Toledo Saloon, Dolomite 1300||1970–1976 Toledo, 1976–1980 Dolomite||4-cyl., 1296 cc, 58 bhp||113.294 Toledo, 32.031 Dolomites|
|1500TC Saloon, Dolomite 1500, Toledo 1500||1973–1976 1500 TC, 1976–1980 Dolomite 1500, 1970–1976 Toledo 1500||4-cyl., 1493 cc, 64-71 bhp||25,549 1500 TC, 43,235 Dolomite 1500, 5888 Toledo 1500||Originally "1500TC Saloon", renamed "Dolomite 1500"|
|Dolomite, Dolomite 1850HL||1972-1980||4-cyl., 1854 cc 91 bhp||79.010||Originally "Triumph Dolomite" from spring 1976 "Dolomite 1850HL"|
|Dolomite Sprint Saloon||1973-1980||4-cylinder, 1998 cm³, 127 bhp (DIN), 16-valve engine||22,941||Body and chassis like Triumph Dolomite 1850HL|
|GT6 Mark 1||1966-1968||6-cyl., 1998 cm³, 95 bhp||15,817||2 + 2-seater coupé|
|GT6 Mark 2 , GT6 Plus "USA version"||1968-1970||6-cyl., 1998 cm³, 104 bhp. GT6 Plus: 95 bhp||12,066 GT6 Mark 2 and GT6 Plus||2 + 2-seater coupé|
|GT6 Mark 3 , GT6 "USA version"||1970-1973||6-cyl., 1998 cm³, 104 bhp, USA version: 79-90 bhp||13,042||2 + 2-seater coupé|
|Stag Convertible and Hardtop Coupé||1970-1977||8-cyl., V-engine 2997 cm³, 142 bhp. USA version: 127 bhp||25,877||2 + 2 seater. Convertible with T-bar, hardtop coupé|
|TR7 Coupé "USA Version"||1975-1981||4-cyl., 1998 cm³, 92 bhp (DIN)||112,368 all TR7 models||2-seater coupe, USA only|
|TR7 Convertible , TR7 Coupé||1979-1981||4-cylinder, 1998 cm³, 105 bhp (DIN)||112,368 all TR7 models||2-seater convertible and coupé|
|TR7 "Dolomite Sprint" Coupé "Pre-series"||1977-1988||4-cylinder, 1998 cm³, 127 bhp (DIN), 16-valve engine of the "Dolomite Sprint"||approx. 60||2-seater coupé. Pre-series, mass production did not materialize. Sale of the car and rally use.|
|TR8 Coupé "pre-series"||1978-1979||8-cyl., V-engine, 3528 cm³, carburettor engine 133 bhp (DIN). Injection engine: 137 bhp (DIN)||about 400||2-seater coupe, USA only. Pre-series only for testing.|
|TR8 convertible||1980-1981||8-cyl., V-engine, 3528 cm³, carburettor engine 133 bhp (DIN). Injection engine: 137 bhp (DIN)||2722 all TR8 models||USA only|
|Triumph Acclaim HLS, Triumph Acclaim CD, Triumph Acclaim L||1981-1984||4-cyl., 1335 cm³, 70 bhp (DIN), Honda engine||133,626||4-door sedan, with a Japanese look, similar to "Honda Ballade"|
Smaller manufacturers primarily used the sporty Triumph vehicles as a basis (frame, engine) for building their own bodies. This was easily possible thanks to the separate construction of the vehicle frame and body.
|model||Years of construction||engine||number of pieces||Design / special features||image|
|Vale special||1932-1936||4-cyl., 832 cc, 28 hp||about 100||smaller, for the times extremely low two-seater based on Super Eight and later Gloria|
|Triumph Coupé Francorchamps||1954-1955||TR2 engine||22nd||TR2 with fixed doors and fixed roof with plexiglass insert|
|Italia 2000 coupe||1959-1962||2 l petrol engine, 70 kW||about 300||Coupé based on the TR 3, designed by Michelotti, built by Ruffino SPA in Italy|
|Bond Equipe , Bond Equipe GT 4S, Bond Equipe 2-liter GT||1963-1971||4-cyl., 1147 cm³, Triumph Spitfire engine. Later 6-cylinder, 2-liter Vitesse engine||Coupe, convertible. Herald chassis|
|Dove GTR4||1963-1964||4-cyl., 2138 cc, 100 bhp||TR4 fastback, with a fixed roof, designed as a station wagon|
Triumph as an engine supplier
Triumph engines were also used by other vehicle manufacturers. The engines were numbered consecutively by Triumph. This is why there are always gaps in the engine numbering of Triumph vehicles.
|model||Years of construction||engine||number of pieces||Design / special features||image|
|Morgan Plus 4||1950-1968||1267 cc standard Vanguard engine, from 1954 TR2 engines||772 standard Vanguard engines, 3738 TR2 engines|
|Swallow Doretti||1954-1955||4-cyl., 1991 cc, 90 bhp||276||Drive train and axles of the TR 2, heavier, slower and more expensive than the TR2, elegant body, better equipment|
|Peerless GT and Warwick GT||Peerless GT 1958–1960, Warwick GT 1960–1962||4-cyl., 1991 cc, 90 bhp||325 Peerless GT, 40 Warwick GT||four-seater Grand Tourismo Coupé, plastic body, tubular frame. Front axle, gearbox and engine from the TR3|
|Amphicar 770||1961-1968||4-cyl., 1147 cm³, 38 HP, Herald engine||Construction by Hans Trippel , built in Lübeck, 70 mph on land, 6.5 knots in the water|
|Saab 99||1969-1976||4-cyl., 1709 cc, 80 bhp||Motor inclined. The Swedes were not very enthusiastic about the manufacturing tolerances of the engine and launched their own license production in 1972|
|Marcos Mantis||1970-1971||TR6 injection engine||32||4-seater Grand Touring|
|TVR 2500, TVR 2500M||1970||Spitfire engine, from 1970 TR6 injection engine USA version,||Coupé, also supplied as a kit car|
|Trident tycoon||1971-1973||TR6 injection engine||Coupé, TVR design|
- Richard Langworth, Graham Robson: Triumph Cars - The Complete 75-Year History. Motor Racing Publications, London 1979, ISBN 0-900549-44-0 .
- Brian Long: The All-British Standard Motor Company Limited. Veloce Publishing, England, 1993, ISBN 1-874105-28-6 .
- Bill Piggott: Triumph, The Sporting Cars. Sutton Publishing, 2000, ISBN 0-7509-2280-X .
- Graham Robson : The Works Triumphs, 50 years in Motorsport. Haynes Publishing, 1993, ISBN 0-85429-926-2 .
- Pre-1940 Triumph Owners' Club (UK pre-war Triumph Owners Association)
- TR IG
- TR register
- TR7 community of interests
- Triumph Spitfire