1000+ images about Triumph Motorcycles on Pinterest | Triumph bonneville custom, Triumph cafe racer and Triumph bobber Top 5 Triumph Motorcycles On eBay This Week Motorcycle Marque,Bobber Motorcycle,2008 Bonnieville Ideas,Top 5,Triumph Motorcycles,5 Triumph,British Thunder,Dive,Fly 1 Triumph Motorcycle Specifications 1 | 2 | 3 | Next Siegfried Bettmann founded the Triumph Cycle Company in 1887 and promptly acquired premises in Coventry in which he began manufacturing bicycles. As technology advanced the company moved into the production of powered cycles in 1902. By 1905 the factory output had reached 500 motorcycles per year, with the machines being designed, manufactured and built at the Coventry site. For the next 18 years Triumph enjoyed steady growth and in 1923 the company added automobile production to their portfolio. By 1925 the motorcycle plant in Coventry occupied 500,000-sq. ft. and employed 3000 people; with production at around 25-30,000 units per year.

The motorcycle industry remained fairly stable throughout the early 1930s, and in 1935 the decision was taken to separate the car and motorcycle divisions (the bicycle business had been sold off in 1932). In due course the motorcycle arm was sold and renamed Triumph Engineering Co. Triumph Coventry factory - framebuilders, 1935 During the second World War, the Government requisitioned virtually all of the machines manufactured and, despite the Coventry factory being destroyed in the 1942 Blitz of Coventry, production continued throughout the war years, firstly at a temporary site in Warwick and then at a new factory in Meriden. Civilian production began again in 1946 and with supply lines open again Triumph set about re-establishing a dealer network in America. In 1951 the BSA group bought Triumph, although the Triumph marque was retained and the company remained a separate concern within the group. Production and sales had grown steadily since the war and by 1965 the Meriden plant was producing around 800 units per week, with 80% of these destined for the USA.

Production peaked in 1969 at around 46,800 units per year. In 1968 the first triple - the Triumph Trident - was produced (prior to this the company had concentrated on the manufacture of singles and twins). By the early 70's the slow supply of parts, coupled with tooling problems led to production delays and in 1972, in a Government sponsored move, the BSA Group merged with Norton Villiers and Norton-Villiers-Triumph (NVT) was formed. In 1973 NVT announced that the Meriden plant was to close - which provoked a workers' sit in. As a result production ground to a halt and in the following year, 1974, virtually no motorcycles were built. In 1975, after much negotiation, the Meriden Workers Co-operative was formed and, with capital provided by way of a grant from the British government, production of 750cc Bonnevilles and Tigers resumed at the plant. The co-operative subsequently bought the rights to the Triumph marque from NVT and production gradually crept up to 350 units per week.

Despite further support from the government the co-operative went into liquidation in 1983. Triumph Meriden factory warehouse, early 1970's REBUILDING THE MARQUE The intellectual property rights to the Triumph marque were subsequently bought by John Bloor. Thus began the current era of Hinckley built Triumphs. The new company needed a strong and stable platform from which a range of competitive motorcycles could be developed, thus the concept of the modular range was born. This concept enabled the range to share common components, thus allowing a number of different types of machine to be constructed from the same base which, crucially, could all be built on one assembly line at the same time. Design of the new range commenced in 1984 and by 1988 the company was ready to begin building a new factory (the old plant at Meriden had been demolished in the early 80s). A 10-acre site was purchased in Hinckley, Leicestershire, England and construction commenced. As soon as the first phase of the site was complete, pre-production began and the first models were launched at the Cologne show of 1990.

Production of the first new model - the 4-cylinder 1200cc Trophy - began in early 1991, with the factory initially building 8 - 10 new machines per day. As production capacity steadily grew, Triumph set about re-establishing a network of export distributors. Two subsidiary companies had been established to prior to production commencing; Triumph Deutschland GmbH and Triumph France SA and over the next couple of years the network expanded to encompass most of the World's major motorcycle markets, culminating in 1994 with the creation of Triumph Motorcycles America Ltd. By this time 20,000 new Triumphs had been built and in January 1995 the Triple Connection clothing range and the accessories range of products were launched to provide the Triumph customer with an all-round package of Triumph apparel and equipment. The model range evolved throughout the early nineties through a combination of refinements to the existing range together with the introduction of new models such as the Tiger, Trident Sprint, Speed Triple and Thunderbird.

By 1995 production stood at around 12,000 units a year and as both retail sales and production capacity grew the company was able to develop more single-minded machines that did not rely on the modular concept. The first of these, the Daytona T595 and the T509 Speed Triple, were launched at the 1996 Cologne Show. Since then the range has diversified further with the introduction of the Sprint RS and ST, the Tiger and more recently with the launch of the TT600 and Hinckleyï¿½s first twin, the Bonneville. Other models, such as the Daytona T595, Speed Triple, Tiger and Thunderbird have also undergone significant redevelopment in the intervening years. Production has steadily increased each year and in anticipation of achieving the maximum capacity capable at the original factory, planning permission for a new factory was sought in the mid-ï¿½90s. The construction of Phase One of ï¿½Triumph 2ï¿½ was completed in the autumn of 1999 and the transfer of certain manufacturing processes to the new plant ensued.

Assembly however remained at the original plant ï¿½ now referred to as Factory 1 ï¿½ and by the beginning of 2001 the production line was building around 150 units per day ï¿½ the maximum that could be achieved from this facility. Modern era Triumph factory Planned production for 2002 was approximately 37,000 motorcycles, however this was halted in March 2002 by a fire that struck Factory 1. The fire, which took five hours to bring under control, destroyed the chassis assembly line and stores area and coated much of the rest of the site in a layer of soot. The assembly and stores area were promptly demolished in preparation for rebuilding whilst a huge clean-up operation of the rest of the plant, which included two engine machining lines, the engine assembly line and the paint shop enabled the factory to be swiftly operational again. Triumph Factory 2, together with the buildings housing the design, development, spares, clothing, accessories and bike storage functions were unaffected by the fire and continued to operate as normal. The rebuilding of Factory 1 took five months, during which time no motorcycles were built.

During this time, Triumph took the opportunity to relocate various manufacturing processes within Factory 2. Not only did this help to minimise the amount of production time lost but it also allowed Triumph to review the most efficient layout for each process. Production recommenced in September 2002 and the plant is now back to producing around 150 units per day. Triumph now has at its disposal one of the most modern motorcycle manufacturing facilities in the world. This, together with our diverse model range and proactive model development programme, places Triumph firmly at the forefront of motorcycling. 1984 - The new company is founded and work commences on the new modular range. 1988 - The 10 acre Hinckley site is purchased and construction commences. 1990 - The first phase of the factory is complete and pre-production starts. SEPTEMBER 1990 - The world launch of the first 6 models takes place at the Cologne Motorcycle Show in Germany. FEBRUARY 1991 - Production of the Triumph 4-cylinder 1200 Trophy commences. MARCH 1991 - The first motorcycles are shipped to Germany, followed by distribution in Britain.

JUNE 1991 - The first 3-cylinder models, the 750 Daytona and 900 Trophy, are manufactured. OCTOBER 1991 - Further export markets including Holland, Australia and France receive their first bikes. JANUARY-JUNE 1992 - Distributors for many new export markets including Italy, Spain, Switzerland and Japan are appointed. OCTOBER 1992 - Triumph UK take delivery of the 5,000th bike produced, a Trophy 900. OCTOBER 1992 - The Daytona 900, Tiger and Sprint models are launched at the Cologne Show, Germany. NOVEMBER 1992 - The 147PS Daytona 1200 is launched at the Birmingham Show, England. FEBRUARY 1993 - Nearly 40 German dealers visit the Triumph factory to ride home the first Daytona 900/1200 models, defying snow and ice to launch the new models. MARCH-MAY 1993 - Further export markets, including Sweden, receive their first bikes.

JULY 1993 - Triumph UK take delivery of the 10,000th bike produced, a Sprint 900. SEPTEMBER 1993 - The Speed Triple and Super III are launched at the Paris Show, France bringing the line-up to 10 models. JANUARY 1994 - Triumph launch in Canada at the Toronto Show. FEBRUARY 1994 - Triumph's plans to expand their production capacity into the next century are S.E.cured by the granting of planning permission for a new factory on a 40-acre site. MARCH 1994 - Triumph Motorcycles America Ltd is established and planning proceeds towards a 1995 product launch. JULY 1994 - Triumph Motorcycles return to motorcycle sport with the inaugural 'Speed Triple Challenge Race' at the British Grand Prix, Donington Park, England. OCTOBER 1994 - Triumph launch the long and eagerly awaited Thunderbird model at the Cologne Show, Germany. Triumph re-enters the USA, completing their return to all the world's major motorcycle markets.

Triumph France take delivery of the 20,000th bike produced, a Sprint 900. JANUARY 1995 - Launch of the Triple Connection clothing and Triumph accessory ranges. APRIL 1995 - Triumph Motorcycles UK launch the Mobil One Speed Triple Race Series. JUNE 1995 - Triumph Motorcycles USA launch the Transatlantic Speed Triple Challenge Race Series. New distributors are appointed for South Africa and Singapore. AUGUST 1995 - Triumph Australia take delivery of the 30,000th bike produced, a Thunderbird. SEPTEMBER 1995 - The completely restyled and redesigned Trophy 900/1200 and the all new Adventurer models are launched at the Paris Show, France. A UK rider completes 250 000 miles on his Trident 900 - equivalent to one trip to the moon. APRIL 1996 - Triumph Australia take delivery of the 40,000th bike produced, a Trophy 1200.

SEPTEMBER 1996 - Triumph launch their own Hinckley based owner's club named 'Riders Association of Triumph'. Distributors for Malaysia and Thailand are appointed. OCTOBER 1996 - Launch of the stunning new supersports bikes, the T509 Speed Triple and T595 Daytona, at the Cologne Show, Germany. JANUARY 1997 - Production of the T500 S.E.ries of models starts. They are the most eagerly awaited Triumphs ever produced. MARCH 1997 - Triumph UK take delivery of the 50,000th bike produced, a Daytona T595. MAY 1997 - Nick Sanders completes the fastest ever journey around the world on a motorcycle - 19,930 miles in 31 days 20 hours on a Daytona 900. SEPTEMBER 1997 - Thunderbird Sport and Sprint Executive launched at the Milan Show, Italy. OCTOBER 1997 - Triumph is awarded Motorcycle Manufacturer of the Year by the Motor Cycle News.

NOVEMBER 1997 - Triumph USA take delivery of the 60,000th bike produced, a Thunderbird Sport. MARCH 1998 - A T595 wins the Pro Thunder race at Daytona Race Week. MAY 1998 - Aimed at both novice and experienced riders, the new Legend TT is launched. JUNE 1998 - Triumph France take delivery of the 70,000th bike produced, a Trophy 1200. SEPTEMBER 1998 - At the Munich show, Triumph unveils the new Sprint ST and a completely redesigned Tiger. JANUARY 1999 - Triumph America take delivery of the 80,000th bike produced, a Daytona 955i. APRIL 1999 - Construction of the first phase of Triumph's new factory begins. JULY 1999 - The 90,000th bike rolls of the production line - an Italian Speed Triple. SEPTEMBER 1999 - Launch of Triumphï¿½s versatile new sports bike, the Sprint RS, at the Milan show.

OCTOBER 1999 - Construction of phase one of the new factory is complete and the first production team ï¿½ the weld shop ï¿½ moves to its new home. NOVEMBER 1999 - The eagerly awaited TT600 is unveiled at the International Motorcycle Show, Birmingham JANUARY 2000 - The factory builds the 100,000th bike ï¿½ an Lucifer Orange Sprint RS, destined for Italy British Motorcycles, 1945-1975 British Motorcycles, 1945-1975 By Chuck Hawks I was fortunate to have begun riding motorcycles at a time when good beginner bikes were plentiful. In the 1960's, you "Met the nicest people on a Honda." Machines from 50cc to 350cc were plentiful from manufacturers such as Aermacchi, AJS, BMW, Bridgestone, BSA, Bultaco, Ducati, Hodaka, Honda, Husqvarna, Matchless, Montessa, Suzuki, Triumph and Yamaha.

Furthermore, motorcycle prices were relatively low, especially for small displacement machines, making entry into the exciting world of two-wheel transportation available to young people. For many riders of my generation, after learning to ride on a small displacement beginner bike, the most seductive 500cc and larger motorcycles to "step up" to were produced in the United Kingdom. The British motorcycle industry led the world at that time, much as the Japanese manufacturers do today. Of course, there were viable alternatives from other countries, including Harley-Davidson (USA), BMW (Germany), Ducati and Moto Guzzi (Italy). However, until the beginning of the 1970's, Brit bikes ruled the larger displacement classes. Many riders today do not realize that the best selling Harley-Davidson Sportster (883cc) was originally introduced to compete with the sporty British 650cc and 750cc motorcycles. That is why, unlike other H-D's, Sportsters had a unit construction engine in the British mold and right foot shifting, until the U.S. government mandated left foot shifters. The British motorcycle industry collapsed with astonishing rapidity during the first half of the 1970's.

One manufacturer after another was forced out of business by competition from overseas manufacturers and crippling strikes. The Japanese, led by Honda in 1969, introduced a series of large displacement, multi-cylinder motorcycles with electric start and hydraulic disc brakes with which the British makers were ill prepared to compete. 1975 saw the introduction of the last mainstream Brit bikes by the (then) combined Norton-Villiers-Triumph-BSA (NVT) Company. By the latter part of the 1970's, motorcycles had became a cottage industry in the UK, although a limited number of Triumph 750 Bonnevilles were turned out by the government sponsored Meridian Cooperative (successors to NVT after the final collapse) until 1983, when that experiment folded. However, not all was lost. The purchase of Triumph Motorcycles by John Bloor and the establishment of the new Hinckley, England Triumph factory allowed the brand to re-enter the world stage in 1990 with a line of modern, high quality bikes that have been very successful to the present day.

This list covers major models from Associated Motor Cycles (the AJS and Matchless brands, which were usually identical motorcycles under different names), Ariel, BSA, Norton, Royal Enfield, Triumph, Velocette and Vincent. These are street and dual-purpose ("street scrambler") type motorcycles; specialized off road and competition motorcycles are generally excluded. Individual motorcycle models are usually produced for several years without significant change. The Triumph Bonneville 650, for example, was manufactured from 1959-1974 with only two major changes. To prevent unnecessary duplication, I have tended to include only the first or noteworthy versions of each model. Nominal engine displacement in cubic centimeters is given in parenthesis when not part of the model designation. Most of the 250, 350 and early post WW II 500cc class bikes were single cylinder, OHV, 4-stokes. During the 1950's and 1960's, 500 and 650cc OHV vertical twins became very popular. Note that where more than one motorcycle is listed for a particular year, they are in alphabetical order. I welcome suggestions for additions to this list.

E-mail suggestions to: chuck@chuckhawks.com 1945: AJS 16M-series (350), AJS 18-series (500), BSA B31 (350), Matchless G3-series (350), Matchless G80-series (500) 1946: Arial Square Four Mk.

I (995), BSA B32 (350), Norton Manx 30 (500), Norton Manx 40 (350), Triumph Speed Twin (500cc), Triumph Tiger 100 (500), Vincent Rapide Series B (1000, V-twin) 1947: BSA A7 (500 twin), BSA B33/B34 (500 singles), Norton Big Four (600-sv), Norton ES2-series 1948: BSA D1 Bantum (125), Vincent Black Shadow (1000, V-twin), Vincent Meteor/Comet (500 single, post-war series B and C) 1949: Norton Model 7 (500, first Norton twin), Royal Enfield Bullet 350 (first model circa 1939), Triumph 6T Thunderbird (650), Triumph TR5 Trophy (500) 1950: BSA A10 (650 twin) 1951: Royal Enfield Meteor Minor (500-t

win), Velocette LE (150) 1952: Norton Dominator 88 (500) 1953: Arial Square Four Mk.

II (995), Royal Enfield Bullet 500, Royal Enfield Super Meteor (700-twin) 1954: BSA C11G (250), BSA D3 Bantam Major (150), Triumph Tiger Cub (200) 1955: AJS 20-series (500), Matchless G9-series (500), Norton 500T, Norton 50 OHV-series (350) 1956: AJS 30-series (600), BSA C12 (250), BSA DBD34 Goldstar (500), Matchless G11-series (600), Norton Dominator 99 (600), Triumph TR6/TR6C Trophy (650), Velocette Venom (500), Velocette Viper (350) 1957: Triumph 3TA "Twenty One" (350), Triumph 5TA (500) 1958: AJS 14-series (250), Arial Leader (250),

 BSA C15 (250), Matchelss G2-series (250), Norton Jubilee (250) 1959: AJS 31-series (650), BSA D7 Bantam Super (175), Matchless G12-series (650), Triumph T120 Bonneville (650; pre-unit construction) 1960: BSA B40 (350), Norton Navigator (350) 1961: BSA SS80 (250) 1962: BSA A50 Royal Star (500), BSA A65 (650), BSA SS90 (350), Norton Atlas (750), Royal Enfield 750 Interceptor 1963: Triumph Tiger 90 (350), Triumph T120 Bonneville (650; unit construction) 1964: BSA A65L Lightning (650-twin carb), BSA A65S Spitfire (650 high performance), BSA A65T Thunderbolt

 (650-single carb) 1965: BSA B44 Victor (441), Velocette Thruxton (500) 1966: Triumph T100R Daytona (500) 1967: Norton Commando (750) 1968: BSA B25 Starfire (250), Triumph Trophy 250 1969: BSA A75 Rocket 3 (750), Triumph Bonneville (650), Triumph T150 Trident (750) 1970: 1971: BSA B50SS Gold Star (500 single) 1972: Triumph X-75 Hurricane (750; world's first factory custom by Craig Vetter) 1973: Norton Commando 850 Mk.

1, Triumph T140RV Bonneville (750), Triumph TR7RV Tiger (750) 1974: New Ignition Coil Triumph Speedmaster, Scrambler and America | eBay Have one to sell? Sell it yourself Details about New Ignition Coil Triumph Speedmaster, Scrambler and America New Ignition Coil Triumph Speedmaster, Scrambler and America newtown20 has no other items for sale. Registered as a business seller Item information More than 10 available / 110 sold Please enter a quantity of $qty_dummy$ or less Please enter a quantity of 1 Purchases are limited to $qty_dummy$ per buyer Please enter quantity of 1 or more Please enter a lower number Choose quantity that is less than $qty_dummy1$ or equal to $qty_dummy$ You can only choose quantity that is equal to $qty_dummy$ Get Started | Conditionsfor uk nectar points - opens in a new window or tab No additional import charges on delivery. This item will be sent through the Global Shipping Programme and includes international tracking. Learn more- opens in a new window or tab Postage: See details about international postage here.

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Delivery times may vary, especially during peak periods. Estimated between Mon. 30 Jan. and Tue. 7 Feb. Payments: International postage and import charges paid to Pitney Bowes Inc. Learn More- opens in a new window or tab Any international postage and import charges are paid in part to Pitney Bowes Inc. Learn More- opens in a new window or tab International postage paid to Pitney Bowes Inc. Learn More- opens in a new window or tab Any international postage is paid in part to Pitney Bowes Inc. Learn More- opens in a new window or tab Returns: 14 days refund, buyer pays return postage | See details Protection: Seller assumes all responsibility for this listing. Last updated on 17 Nov, 2016 22:15:50 GMT View all revisions Item specifics Condition: New: A brand-new, unused, unopened and undamaged item in original retail packaging (where packaging is applicable). If the item comes direct from a manufacturer, it may be delivered in non-retail packaging, such as a plain or unprinted box or plastic bag. See the seller's listing for full details. See all condition definitions- opens in a new window or tab ...

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+ ##2## for postage Triumph Used Parts | Buy Second Hand Car Spares from Triumph Breakers Yards Triumph Car Parts & Spares Triumph car parts - buy used parts from trusted breakers Established in 1885, Triumph was a British car and motor manufacturer based in Coventry. Before becoming defunct in 1984, Triumph produced a number of vehicles that featured classic designs and good specs for their time, such as the Triumph Gloria Six and Dolomite Roadster. Other popular models include the Stag, Acclaim and Italia. The Triumph brand is still owned by BMW. Could it make a revival, like the Mini? Whether you’re looking to begin a restoration project on a classic Triumph or just looking for Triumph spares for your current car, Breakeryard.com will be able to help you find the best deals around. Working with independent breakers throughout the UK, Breakeryard.com is one of the leading Triumph car part suppliers. So if you’re looking to buy Triumph parts online, you’ve come to the right place. All you need to do is choose your car from the list of models below.

Triumph Dolomite | Classic Cars Wiki | Fandom powered by Wikia [ show ] History The Dolomite was the final addition to Triumph's complex small-car range (codenamed "Project Ajax"), which had started in 1965 with the Triumph 1300. Designed to be a replacement for the rear-wheel drive Triumph Herald, the 1300 was originally fitted with a 1,296 cc (79 cu in) engine and front-wheel drive. The later model, introduced in September 1970 as the Triumph 1500, featured a remodelled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cu in) engine. Triumph were however dissatisfied with the market performance of the 1300; although successful, the higher price and greater complexity meant sales never reached the levels of its predecessor, the simpler and cheaper Herald. To this end the car was comprehensively re-engineered to be cheaper and simpler to build and maintain; launched in September 1970, was the Triumph Toledo, a cheaper and more basic variant with conventional rear-wheel drive.

This was assembled alongside the now larger-engined front-wheel drive version. It was launched at the same time as the 1500, adding further complexity to the model range. The "Dolomite" Designed as the successor for the upmarket variants of the front-wheel drive designs, and also for the 6-cylinder Triumph Vitesse, a sporting relative of the Herald, the Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972. The name "Dolomite" had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car. The car used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. Initially, the only version available used the new slant-four 1854 cc engine, which mated an alloy OHC head to an iron block, providing 91 bhp (68 kW) which offered sprightly performance.

This was a version of the engine that the company was already providing to Saab for use in their 99 model. The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims. The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission. Dolomite Sprint Although the Dolomite proved to be refined and rapid, competitors such as the BMW 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige.

To remedy this, Triumph unveiled the Dolomite Sprint in June 1973, although the launch had been delayed by a year; it had been due to go on sale in 1972. A team of engineers led by Spen King developed a 16-valve cylinder head with all of the valves being actuated using a single camshaft rather than the more normal DOHC arrangement. The capacity was also increased to 1,998 cc (122 cu in), and combined with bigger carburettors the output was upped to 127 bhp (95 kW). This represented a significant increase over the smaller 1850cc variant, however it fell short of the original target of 135 bhp (101 kW). Despite BL engineers being able to extract a reliable 150 bhp (112 kW) from test engines, the production line was unable to reliably build the engines to the same level of quality, with production outputs being in the region of 125 bhp (93 kW) to 130 bhp (97 kW).

This led to the original model designation, the Dolomite 135, being replaced at short notice with the Sprint name. As a result of this new engine the Dolomite Sprint has a claim to be the world's first truly mass-produced multi-valve car, and the design of the cylinder head won a British Design Council award in 1974. Performance was excellent, with 0–60 mph taking around 8.4 seconds, with a maximum speed of 119 mph (192 km/h). Trim was similar to the 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof, front spoiler, twin exhausts and lowered suspension. By now seats were in cloth on the 1850, and these were also fitted to the Sprint. Due to the increase in power brought by the new engine, the rest of the driveline was upgraded to be able to withstand the extra torque. The gearbox and differential were replaced by a version of those fitted to the TR and 2000 series cars, albeit with a close ratio gearset in the gearbox.

The brakes were upgraded, with new pad materials at the front, and the fitment of larger drums and a load sensing valve at the rear. Other changes over the standard Dolomite included the option of a limited slip differential. The optional overdrive and automatic transmission from the 1850 model were also offered as option on the Sprint. Initial models were only offered in Mimosa yellow although further colours were available from 1974. At launch the Sprint was priced at £1740, which compared extremely well to comparable cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii, which offered similar performance. The four-door practicality of the Sprint also made it a very attractive proposition for the young executive choosing his first company car. The press gave the Dolomite Sprint an enthusiastic Reception. Motor summarised its road test (subtitled "Britain leads the way") with glowing praise: ...the Sprint must be the answer to many people's prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model's manners quite impeccable ...

Most important of all, it is a tremendously satisfying car to drive.From May 1975 overdrive and tinted glass were fitted as standard. In addition, all Sprints were fitted with a body side trims, a plastic surround for the gearlever and a driver's door mirror. Headrests were now available as an optional extra. From March 1976 headrests, a radio and laminated windscreen were fitted as standard. In 1978 laminated windscreens became a standard fitment and in 1980, to comply with UK legislation, twin rear fog lamps were also fitted as standard. As with many other British Leyland cars of the period, a number of "Special Tuning" options were available for the Dolomite Sprint, offering dealer fitted upgrades to the car that included larger carburettors, freer flowing exhaust systems, and competition camshafts. These upgrades were designed by the factory race team and offered in order to homologate the tuning parts for competition purposes. Rationalisation By the mid-1970s the range had become complex, with many different names and specifications.

The Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc (79 cu in) OHV, rear-wheel drive), the 1500 TC (standard bodyshell, 1,493 cc (91 cu in) OHV, rear-wheel drive) and the Dolomite/Dolomite Sprint (Standard bodyshell, 1,854 cc (113 cu in) / 1,998 cc (122 cu in), OHC, rear-wheel drive). In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised as follows: Dolomite 1300: Base model. Basic trim, single headlamps, 1296 cc engine. Dolomite 1500: Same as 1300, with 1,493 cc (91 cu in) engine. Dolomite 1500HL: Luxury specification as per 1850, with 1493 cc engine.

Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine. (Front spoiler fitted from 1975) Dolomite Sprint: The performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine. The Dolomite 1300 used the 1,300 cc (79 cu in) engine developed from the Herald and Spitfire, and replaced the Toledo as the basic model in the range. The body was identical except for the lengthened body giving the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single square headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included a reclining front seats, cigar lighter, fasten seat belt warning light, driver's door mirror, twin reversing lights and a dipping rear view mirror. The dashboard design was the same as that fitted to the facelifted Toledo of 1975.

There was no overdrive or automatic transmission option with the 1300. The next model up, replacing the Triumph 1500 TC, was the Dolomite 1500. The Dolomite 1500 offered identical specification to the Dolomite 1300, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmission were offered as an optional extra. The 1500HL had basically identical specification to the luxury 1850 (now designated 1850HL), but again featured the 1493 cc engine. Performance was good, and once again overdrive and automatic transmissions were optional. The HL model had a much improved specification level over the standard Dolomite 1500 including a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver's seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors.

With the new 1500 models, a front-wheel drive model was replaced by a rear-wheel drive model, with few external differences apparent in the bodywork. At a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change could be considered somewhat backward thinking. It should be borne in mind however, that the otherwise completely rear-wheel drive model lineup at Triumph meant that switching to rear-wheel drive would afford significant cost savings. History repeated itself almost 30 years later when MG Rover, a descendant of the British Leyland company that owned Triumph, converted the Rover 75/MG ZT model to rear-wheel drive. Late 1970s The Dolomite changed very little (in all its variants) from the beginning to the very end, only minor trim differences and additional standard equipment being the main changes. 1979 saw the introduction of the Dolomite SE, of which 2163 were built.

The bodyshell was of the basic 1500 (single headlamps) but the interior was fitted with luxury trim including burr walnut dashboard and door cappings (the dashboard was the same style as fitted to that of the Dolomite 1300), grey velour seats and matching carpet. All the cars were painted black with wide silver stripes running full length, with the letters "SE" at the end of the rear wing. The SE also sported a front spoiler and Spitfire style road wheels. By the late 1970s the Dolomite was looking increasingly old fashioned against much newer competition. The cars ceased production in August 1980 along with the Triumph Spitfire, as British Leyland closed the Canley factory as it downsized in a bid for survival. Reputation The Dolomite has, perhaps unfairly, gained a reputation for fragility. The introduction of the Dolomite came at a turbulent time for BL and Triumph in particular. A slew of new model introductions, along with the completely new architecture and alloy head/iron block construction of the OHC slant-4, meant that dealership mechanics were not fully aware of the servicing requirements of the engine.

In particular, it required the cooling system to be kept in good condition, and partially filled with a rust inhibitor, otherwise corrosion leading to radiator blockages and overheating could occur. The Dolomite is a relatively rare sight on British roads with only about 1300 roadworthy examples registered in the UK. However, this is a favourable showing when compared to other contemparies like the Morris Marina, of which fewer than 800 examples were still roadworthy by 2006, despite the Marina being a much stronger seller than the Dolomite. Motorsport Touring cars The Dolomite Sprint was campaigned in the British Touring Car Championship from 1974 to 1978. It met with some success, with Andy Rouse winning the Drivers' Championship in 1975, and also lifting the manufacturer's title in 1974 with team mate Tony Dron. The Sprint driven by Andy Rouse and Tony Dron managed fifth overall in the Spa 24 hours race in July 1974. In September Dron managed 3rd place overall in a Sprint competing in the RAC Tourist Trophy race of that year.

In 1975 Andy Rouse won the British Touring Car Championship outright by taking the driver's title in a Sprint. In 1976 Broadspeed only ran one Dolomite Sprint in British Saloon Car Championship, with Rouse finishing second in the two litre class. 1977 saw the departure of Rouse and the return of Tony Dron as driver of the Broadspeed prepared Dolomite Sprint. Dron managed to win no less than seven of the twelve races outright against some stiff competition, and narrowly missed out on winning the championship outright because of tyre failure on the final race when leading his class by over a minute. In 1978 Broadspeed entered a sole Dolomite Sprint (driven by Tony Dron) where it won only one race outright, although the Sprint still won class B in the last year a factory entered Sprint would compete in the British Saloon Car Championship. Rallying Due to the heavier bodyshell and somewhat fragile engine, the Dolomite Sprint was less successful in rallying. Retirements were rather frequent resulting in failure to complete any rallies during 1974.

Things improved slightly in 1975 when a Sprint crewed by Brian Culcheth and Johnstone Syer finished 11th overall in the Welsh Rally in May 1975 (FRW 812L). This was quickly followed up with an impressive second place overall in the Tour of Britain in August 1975, and in the 1975 Lombard RAC Rally Culcheth and Syer won Group 1 and were first in class. In January 1976 Tony Pond and D. Richards won Group 1 in the Tour of Dean Rally. In the same month, Culcheth and Syer finished fifth overall in the Snowman Rally, and seventh overall in the Mintex Rally a month later, with Tony Pond and D. Richards coming first in Group 1. Culcheth and Syer had to retire in the Granite City Rally held in March, while Pond and Richards came home fourth overall and finished first in Group 1. Culcheth and Syer finished second overall in the Tour of Britain and in the Manx Trophy Rally held in August, while P. Ryan and F. Gallagher came in ninth overall. P.

Ryan and M. Nicholson also came first in Group N in the Lindisfarne Rally held in October, and they also came second in Group 1 in the Castrol '76. From May 1976 onwards, the Dolomite Sprint would run alongside the TR7 before being eventually withdrawn from rallying, the TR7 V8 taking over the mantle. In the Lombard RAC Rally of 1976, the Sprint was forced to retire with engine problems.[ 1977 would be the last season where factory entered Sprints would compete in any form of rallying. Ryan and Nicholson managed to win Group 1 while coming eighth overall in the Granite City Rally, and this was followed by ninth overall in the Welsh Rally and finishing second in Group 1. The Scottish Rally saw Ryan and Nicholson come 12th overall and helped win the team prize with two other TR7s. The Manx Rally held in September 1977 was the very last rally where a works entered Sprint was entered, but it ended its rallying career on a high, managing seventh overall and first in Group 1 (both "Class 1" and "Production" classes) driven by Ryan and Nicholson.

Today Triumph Dolomites continue to be used in classic motorsport today, with cars being campaigned in the UK, mainland Europe, and Australia, as well as many other places. Dolomite-derived cars The Panther Rio was based on the Dolomite 1850 but was re-skinned with new aluminium panels and with a completely revised interior. Also available was the Panther Rio Especiale, which used the Dolomite Sprint as a base. It was produced from 1975 to 1977 and a mere 38 were sold. The Latham F2 used the Dolomite mechanicals (usually Sprint), but attached to a fibreglass sports car body. The early Robin Hood S7 used the front subframe and mechanical components from any Dolomite, attached to a monocoque body made out of Stainless Steel. Later Robin Hoods were Ford based. Cultural references A white Dolomite Sprint, plate POK 79R was mainly driven by the Bodie character in the early episodes of The Professionals before being replaced by a Ford. A green Triumph Dolomite 1300 appears in Ashes to Ashes as Alex Drake's car (Episode 5).

In Series 10, Episode 07 of Top Gear (airdate 25 November 2007), presenter Richard Hammond bought and drove a green Triumph Dolomite Sprint in the £1200 British Leyland cheap car challenge. The challenge was to prove that British Leyland did make a few good cars, because the producers believed otherwise. A red Dolomite appears in the 1982 film "The Plague Dogs" A green Dolomite appears in the video for Nothing's Gonna Change Your Mind by Badly Drawn Boy Gallery Welcome to Triumph parts and spares - LP Williams Hello and welcome to our new LP Williams web site. I hope you like the new layout and parts search facility. If you have any comments, good or bad, about the new site, please use the contact us page and let me know your views.I realise that the new site is very different from the old one and some of the features of the old site unfortunately cannot be used in this new version. I have tried hard to retain the look of the original pages but as you will see, the catalogue has altered to a new format. The news page is still there. Please use this to keep up to date with new product developments and parts.

I will be adding new features as we go along including photographs of the parts but as you will realise, this takes time so please bear with me. Also a customer gallery will be added where you can send pictures of your pride and joy for me to add to the gallery. Any supporting info to go with the photo's will be added if possible. I hope you like the changes but please remember, this site has just been launched and there will be glitches to iron out. If you find any obvious ones that I have missed, please let me know. Set up in 1976 by Les Williams, the Triumph factory race team manager, we are still one of the leading suppliers of parts for unit Triumphs from 1968 onwards. Best known for Slippery Sam, the production racing T150 which won at the Isle of Man on five consecutive years, Les went on to set up a spares and servicing operation which is now celebrating over 30 years of serving enthusiasts all over the world. Our aim is to keep these machines where they belong - on the road.

Initially specialising in 3 cylinder models (T150, T160 and BSA Rocket 3 and some X75 Hurricane spares), we also carry extensive stock for all unit twins (500cc, 650cc and 750cc). Our modern well stocked stores hold everything from the smallest nut and bolt right up to frames and a whole host of other desirable items. Particularly for Triples, we like to think that if its available, then we've got it. We do have limited new old stock parts for triples, please ask The majority of our parts are destined to be dispatched all over the world on our lightning fast mail order service. Just pick up the phone, give us a credit card number, and if at all possible the order will be dispatched that day THE RISE & FALL OF THE BRITISH MOTORCYCLE INDUSTRY | Motorcycle | United Kingdom THE RISE & FALL OF THE BRITISH MOTORCYCLE INDUSTRY View More Bright lights and a big-city exhibition hall — this was Earls Court in late 1967. The annual London motorcycle show was still the most important in the world, even if the British motorcycle industry no longer was.

Most of the marques on display were European — from Bultaco to CZ — or Japanese. Yet BSA and Triumph each had recently won a queen’s award for outstanding performance in exports and were well represented at t Copyright: Attribution Non-Commercial (BY-NC) THE RISE & FALL OF THEBRITISH MOTORCYCLE INDUSTRY Bright lights and a big-city exhibition hall — this wasEarls Court in late 1967. The annual London motorcycleshow was still the most important in the world, even ifthe British motorcycle industry no longer was. Most ofthe marques on display were European — from Bultacoto CZ — or Japanese. Yet BSA and Triumph each hadrecently won a queen’s award for outstanding perform-ance in exports and were well represented at the show.The new Norton Villiers Company, recently establishedby Dennis Poore from the picked-over remains ofAssociated Motor Cycles, also debuted a sensationalnew model, the Commando.

This was a medium-weightmotorcycle with a sturdy 750 cc engine fitted to a newframe that virtually eliminated the jack hammer vibrationBritish twins were known for and dressed with a slickfibreglass gas tank and “fastback” tail section along-side narrow, sporty chromed fenders. It looked fast, andit was fast. Best of all, it was British. $29.95 U.S., $34.95 Cdn

Question: Which UK manufacturer produced models such as Trident, Spitfire, Bonneville, Daytona and Dolomite?
Answer: Triumph