Triumph motorcycles trophy

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1st Raul Fernandez

2nd Sam Lowes

3rd Hector Garzo

 

Top speed Marcos Ramirez

Pole position Raul Fernandez

Race fastest lap Raul Fernandez

1st Raul Fernandez

2nd Sam Lowes

3rd Hector Garzo

 

Top speed Hector Garzo and Tony Arbolino

Pole position Raul Fernandez

Race fastest lap Raul Fernandez

1st Raul Fernandez

2nd Sam Lowes

3rd Remy Gardner

 

Top speed Hector Garzo

Pole position Sam Lowes

Race fastest lap Raul Fernandez

1st Raul Fernandez

2nd Sam Lowes

3rd Remy Gardner

 

Top speed Marcos Ramirez

Pole position Marco Bezzecchi

Race fastest lap Jorge Navarro

1st Raul Fernandez

2nd Sam Lowes

3rd Remy Gardner

 

Top speed Hector Garzo, Marco Bezzecchi and Marcel Schrotter

Pole position Sam Lowes

Race fastest lap Cameron Beaubier

1st Raul Fernandez

2nd Sam Lowes

3rd Remy Gardner

 

Top speed Hector Garzo and Celestino Vietti

Pole position Remy Gardner

Race fastest lap Ai Ogura

Sours: https://www.triumphmotorcycles.com/moto2/triumph-triple-trophy

Triumph TR6 Trophy

British motorcycle

Triumph Trophy TR6R 1964.jpg
ManufacturerTriumph
Also called'Desert Sled'
Production1956–1973
PredecessorTR5
SuccessorTR7 Tiger
Engine649 cc (39.6 cu in) four-stroke, parallel-twin
Compression ratio8.5/9:1
Power34–46 bhp (25–34 kW) @ 6,500 rpm (claimed)[1]
Transmission4-speed (5-TR6RV)
Wheelbase55 in (140  cm)
DimensionsL: 84 in (214  cm)
W: 27½ in (70  cm)
Seat height32.5 in (82.5  cm)
Weight365 lb (166 kg) (dry)
Fuel capacity3 gal / 4 gal
RelatedT120 Triumph Bonneville

The TR6 Trophy is a motorcycle that was made by Triumph, in Meriden, from 1956 to 1973, when it was replaced by the five-speed 750-cc Triumph Tiger TR7V.[clarification needed] During this time, it was a successful model, particularly in the US. The competition variant, popularly known as the "desert sled", won numerous competitions throughout the late 1950s and 1960s. Steve McQueen's fondness for the model is well known, as is his participation in the 1964 ISDT on a TR6 Trophy.[2]

Background[edit]

The genesis of the model came with the introduction of the 650-cc Thunderbird Model in 1950. This was released to meet the demand for higher-capacity motorcycles, particularly from the United States, Triumph's largest export market. In 1954, the T110 model was introduced, a higher performance version of the Thunderbird. The success of these models and the 500-cc TR5 Trophy led to the creation of a 650-cc TR6 Trophy model.[3] The TR6 was developed and produced specifically for the US market, in particular, California desert racing.[4]

Pre-unit models[edit]

The model was introduced in 1956 and named the TR6 Trophy-bird, borrowing its name from the Thunderbird model.[5] The model used the same engine as the T110, but with the new "Delta" alloy cylinder head. The cast iron barrel was retained, but painted silver. The engine used 8.5:1 compression ratio and developed 42 bhp. The power delivery made the mount ideal for off-road competition, for which the model is well known. The bike sported a 'siamese' (two-into-one) exhaust system and a 7-inch front brake.[6] Another feature taken from the TR5 was the quick-detachable headlamp, which was ideal for bikes ridden to competitive events and back again. This used a multipin connector which plugged into the bottom of the headlamp shell.

For 1957, the front brake was enlarged to 8 inches. The TR6 was now fitted with a Lucas Red Label Competition Magneto as standard.[7] This was the first year of the "Harmonica" tank badge. For the 1959 model year, the Trophy was offered in two variants, the TR6/A and TR6/B. The TR6/A was the roadster model with low pipes and the TR6/B was the high-piped street-scrambler.[8] After Edward Turner, the fabled Triumph designer, witnessed the death of a young rider on a TR6, at the 1960 Big Bear Run, due to frame failure, it immediately received a stronger steering head. For 1961, the "Trophy-Bird" name was replaced with simply "Trophy". The home model was named the TR6, whereas the US export models were named TR6C for the competition model and TR6R for the road model. Ruby Red and Silver were used for all models. For 1962, the US models were renamed TR6SR and TR6SC.[9] Introduced in 1962 and offered through 1966 was the TR6SS model, which sported a two-into-one exhaust, but was otherwise similar to the road model. The TR6SS used the cheaper K2F magneto rather than the competition K2FC used previously.

Unit construction, before oil-in-frame models[edit]

Like the other 650-cc models, the Trophy gained unit construction in 1963. Coil ignition replaced the magneto. For 1964, the bike received stronger front forks, which improved handling. The Smiths Chronometric instruments were replaced by the magnetic type. In 1965, a locating pin for finding top dead center was added to allow timing without the use of a dial gauge.

In 1966, the tank badge style changed from the "Harmonica" style to the "Eyebrow". Confusingly, the model designators for the US now reverted to TR6R and TR6C. The electrics changed to 12 volts, and a bigger 6-pint oil tank was added. The front brake drum was redesigned to allow a larger braking surface.[10] TR6C models had a smaller teardrop 2.5-imperial-gallon (11 l; 3.0 US gal) tank without the parcel grid.

For 1967, the TR6 received some engine changes.[11] Compression was raised to 9:1. and Bonneville exhaust valves and camshaft were adopted, resulting in a 5-bhp increase. This year was the beginning of the shift to unified threads. The TR6C got twin high pipes on the left side.

The twin leading shoe brake was adopted in 1968.[12] This year had the introduction of the Amal Concentric carburettor.[13] The TR6R was the "Sport" version with low pipes, and the TR6C was the "Trophy Special" with high pipes and folding footpegs. The TR6C Trophy Special was built at the request of Triumph's sole US distributor at the time, Johnson Motors in southern California, as a way to target the growing number of desert riders. It was fitted with Dunlop Trials Universal block-tread tires and was the model referred to as the "Desert Sled".

1968 650-cc TR6C Triumph Trophy

The TR6 and TR6R were renamed Tiger for 1969, leaving the TR6C model with the Trophy name. The front brake used a modified actuating lever to avoid snagging of the cable on the front mudguard. Other changes included the larger RM21 alternator and twin Windtone horns. The signature parcel grid was finally dropped for all models.

The last year before the 'oil-in-frame' was adopted was 1970. The exhausts on the TR6C received the "barbecue grill" heat shields.

Oil-in-frame models[edit]

In 1971, the TR6R Tiger and TR6C Trophy adopted the P39 frame like the other 650 models. The twin high pipes were retained on the left side.[14] The main improvement over the previous models was the handling, helped by the stronger frame and improved front forks. However, many problems occurred with these new models. The oil capacity was reduced, causing the engine to run hot and the new 'conical' hub front brake required frequent adjustment to avoid fade. The new electrics proved unreliable. Mid-year changes attempted to correct these problems. For 1972, a five-speed was offered as an option, thus creating the TR6RV and TR6CV models. The TR6 model ended in 1973 when it was replaced by the 750-cc TR7 model.

Police models[edit]

Before using the Trophy, UK police forces successfully deployed Speed Twin and Thunderbird models. The Trophy version, codenamed the TR6P, carried the model name "Saint" (Stop Anything In No Time).[15] These had a special petrol tank which typically accommodated a PYE radio telephone. It had panniers, a fairing or leg shields.[16] These were sold between 1967 and 1973. The factory varied the specification slightly according to the needs of the individual police force.

A rare TR6SS model was produced for the US police. It is not known if these were ever used for police duties.[17] In 1967, Triumph marketed the Saint model to the US public as a replacement for the beloved but discontinued Thunderbird model.

Model production quantities[edit]

Listed here are the production quantities for the various models for each year.[16]

Model 55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73
TR6 1 1678 1691 1691 1254 1221 1220 637 262 357 377 682
TR6B 402
TR6C 310 192 543 2042 1573 2772 1880 3056 1150
TR6CV 2
TR6P 570 977 852 1323 154 752 25
TR6R 1108 963 1529 4706 2673 4900 6246 7527 3607
TR6RV 1 2047 122
TR6SR 478 922 1631
TR6SS 1266 1685 447 182 83
TR6SC 60 346 260
Totals 1 1678 1691 1691 1254 1623 1418 1266 1685 2140 2670 4683 7580 5580 8091 10131 10468 7558 147

Competition[edit]

Listed here are all known competition wins with the TR6 Trophy.[18]

Year Event Winner(s)
1956 Big Bear Run (Open Class) Bill Postel (1st), Bud Ekins, Alvin Cox
1956 ISDT (750cc Class) [5] John Giles
1956 Catalina Grand Prix (Open Class) Bill Postel
1957 Big Bear Run (Open Class) Bud Ekins
1957 Catalina Grand Prix (Open Class) Bob Sandgren
1957 Greenhorn Enduro Eddie Day
1957 California State TT Championship Ed Kretz Jr.
1957 California State Scrambles Championship Dick Dorrestyne
1957 AMA Scrambles National Championship Bud Ekins
1957 AMA National Hare and Hound Championship Buck Smith
1958 ISDT (750cc Class) John Giles
1958 Big Bear Run (Open Class) Roger White
1958 Catalina Grand Prix (Open Class) Bob Sandgren
1958 Peoria TT (80cu.in. Class) Dick Dorrestyne
1958 California State Hare and Hound Championship Bud Ekins
1958 AMA National Hare and Hound Championship Buck Smith
1959 Big Bear Run Bud Ekins
1959 Greenhorn Enduro Buck Smith
1959 East Coast Scrambles Championship Jim Hayes
1960 Southern 500 Jim Hayes
1962 ISDT (750cc Class) Bud Ekins
1962 Hi-Mountain 200-mile (320 km) Enduro Al Rodgers
1963 Greenhorn Enduro Mike Konle
1963 AMA Cross Country Championship Eddie Mulder
1964 ISDT (750cc Class) John Giles
1964 Greenhorn Enduro Buck Smith
1964 Corriganville Grand Prix Eddie Mulder
1965 Hi-Mountain Enduro Eddie Day
1965 AMA Cross Country Championship Ron Nelson
1965 Corriganville Grand Prix Eddie Mulder
1965 Stone Mountain Enduro Leroy Taylor
1965 Greenhorn Enduro Jim Burleson
1966 Iowa State TT Championship Dick Schmidt
1966 Hare Scrambles National Championship Dick Vick
1967 Barstow to Vegas 150-mile (240 km) desert race Dusty Coppage
1970 Barstow to Vegas 150-mile (240 km) desert race Mike Burke
1970 World Championship Hare and Hound Bob Ferro

Steve McQueen and the 1964 International Six Day Trials[edit]

In 1964, the US ISDT team, including the Ekins brothers and Steve McQueen travelled to East Germany. Brand new TR6SC and T100SC models were collected from Meriden for the competition. Cliff Coleman achieved third place in the up to 750 cc class and Dave Ekins gained fifth place in the 500 cc. Bud Ekins and Steve McQueen both crashed on the third day, Ekins with a broken ankle. The Steve McQueen bike has been rediscovered and is now owned by Sean and Catherine Kelly of Johnson Motors.[19]

Appearance in The Great Escape[edit]

The motorcycles used during chase scene in film The Great Escape were 1961 Triumph TR6 Trophy models disguised as German BMW R75 motorcycles.[20][21] The star of the movie, Steve McQueen, did much of the riding for the film himself, although Bud Ekins performed the famous jump scene as McQueen's stunt double.[19] Pin-striper and artist Von Dutch converted the motorcycles for the movie while working at Ekins' shop.

Notes[edit]

  1. ^"Triumph Workshop Manual, Unit Construction 650cc Twins". Triumph Engineering Co. Retrieved 5 March 2009.
  2. ^ISDT
  3. ^Brooke & Gaylin 1993, p. 47
  4. ^Roland Brown (July–August 2006). "1959 Triumph TR6 Trophy". Motorcycle Classics. Retrieved 17 August 2009.
  5. ^ abBrooke 2002, p. 79
  6. ^Brooke 2002, p. 80
  7. ^Brooke & Gaylin 1993, p. 51
  8. ^Brooke 2002, p. 95
  9. ^Woolbridge 2002, p. 69
  10. ^Remus & Chitwood 2007, p. 105
  11. ^Wilson 1992, p. 92
  12. ^Wilson 1992, p. 95
  13. ^Remus & Chitwood 2007, p. 103
  14. ^Wilson 1992, p. 150
  15. ^Wilson 1992, p. vii,104
  16. ^ abWoolbridge 2002, p. 137
  17. ^"1967 Triumph Saint"(PDF). classicbike.biz. Retrieved 10 September 2009.
  18. ^Brooke & Gaylin 1993, p. 159
  19. ^ abBrissette, Pete (15 July 2005). "Steve McQueen 40 Summers Ago". Motorcycle.com. Retrieved 6 March 2009.
  20. ^"The Great Escape Chase Scene". MGM. 8 December 2008. Retrieved 7 March 2009.
  21. ^Perry, Suzi (27 January 2006). "The great on-road escape". London: Telegraph.co.uk. Retrieved 5 March 2009.

References[edit]

Sours: https://en.wikipedia.org/wiki/Triumph_TR6_Trophy
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Triumph Trophy

MILITARY ROOTS
Long before the first Triumph Trophy came out in 1948, Triumph Motorcycles were cutting their teeth in the dirt, gleaning off-road experience designing & building military motorcycles for the British Army in World War 2. The 1940 Triumph 3TW 350 twin was built to a War Ministry specification, it was a lightweight at only 230 pounds, thanks to liberal use of expensive aluminum alloy. It’s uncertain how many were built during the war, but they were highly successful in the field.

 

1953 Triumph TR5 Trophy, Triumph Trophy, Triumph motorcycles, Triumph 500, Triumph TR6

1953 Triumph TR5 Trophy, the last year for the rigid frame.


POSTWAR COMPETITION BIKES
At war’s end, everything from steel to electricity was being rationed in England & priority was given to export products. Triumph wanted to produce twin-cylinder models only, as these showed the greatest promise in the burgeoning US market. But, their competition bikes had traditionally been single cylinder 250cc & 350cc bikes. The decision was made that their new competition machines would be twins. The first was the 349cc twin-cylinder 3T, which turned into a very capable trials machine & won major national trails awards in 1946 including the Cotswold Cup, the Mitchells & the Beggars Roost. Triumph Motorcycles decided to participate in the 1948 International Six Day Trials (ISDT) in San Remo, Italy & immediately began working on a 500cc replacement for the 3T.

 

1955 Triumph TR5 Trophy, Triumph Trophy, Triumph TR6, Triumph motorcycles

1955 Triumph TR5 Trophy, second year for swingarm suspension.


TR5 TROPHY IS BORN
The new Triumph Trophy 500 was light light the 3T, but powerful like the 6T Speed Twin. And the engine was essentially a 6T 650, but with lower 6:1 compression ratio, although it could be optioned higher. The first Triumph TR5 Trophy appeared at the 1948 Earls Court Show. The new Trophy won the ISDT the next 3 years running (1949, 1950 & 1951). It’s lightweight & high power made it an ideal machine for US desert racing & it proved also to be a very versatile motorcycle & a capable street bike.

 

1956 Triumph TR6B, Triumph TR6, Triumph Trophy, Triumph motorcycles

1956 Triumph TR6B Trophy, first year for the TR6.


TOO MUCH IS ALMOST ENOUGH
The demand for more & more power was relentless, especially in America. The 500 twin had been punched out to a 650 in its street bikes in 1950. Now the off-road Trophy was about to get the same treatment. The 650 twin had started with the Triumph 6T Thunderbird in 1950 & it was the hottest bike on the market at the time. It was trumped in 1953 by the Triumph T110 Tiger 650. Now it was 1956 & it was about to get trumped again, this time by the Triumph TR6. The first TR6’s all came with a 2-into-1 single exhaust that high along the left side of the bike, above the primary cover. They all came trimmed out for off-road work, with removable headlights (with quick-disconnect electrical connections), light alloy fenders & gaitored forks. It was a handsome machine & an instant hit, especially in America, where they liked it’s lean, stripped-down look, compared to the stodgy Thunderbird & Tiger, with their valanced fenders & headlight nacelles. The 500cc Triumph TR5 Trophy was still being produced also, side-by-side with it’s new, bigger brother, and it would continue as such until the end of 1958, when the 500 twin went unit construction in 1959. For the next decade, all Trophy’s would be 650’s.
1970 Triumph TR6C Trophy with trademark high pipes on left.


RETURN OF THE SMALLER TROPHY
Following the ill-fated changeover to oil-bearing frames in their 650 twin line, Triumph’s fortunes turned bad. The new bikes were loaded with problems & weren’t received well by the public. Triumph Motorcycles was paring down its selection of different models & the 650 Trophy was a casualty. However, they revived the sacred Trophy name for a couple of rather tasty 500 twins. The first was the 1971-72 Triumph T110C Trophy 500. And in 1973-74, perhaps one of the finest 500 twins ever built, the TR5T Trophy Trail/Adventurer followed. It was a wonderful piece with the lightweight oil-bearing frame from the BSA singles & the venerable 500 twin engine with long-travel suspension, conical hubs & a polished alloy tank. A very cool looking machine. Of less interest perhaps, the Triumph Trophy TR25W was a 250cc single that ran from 1968 to 1970.

1974 Triumph TR5T Trophy Trail, Triumph TR5T, Triumph Trophy, Triumph Trophy Trail, Triumph motorcycles

1974 Triumph TR5T Trophy Trail/Adventurer 500 twin, truly the last classic Triumph Trophy. The new Triumph (Hinkley) builds a modern bike they call the Triumph Trophy.

 

Triumph Trophy YEAR-BY-YEAR


1952 Triumph TR5 Trophy

1952 TR5 TROPHY

Triumph’s hot 500 twin goes off-road. A compact 2-into-1 high-pipe and knobby tires made it the ultimate desert sled. Yet many were driven on the street.

 


1953 Triumph TR5 Trophy

1953 TR5 TROPHY

Triumph’s all-aluminum 500cc twin in Trophy form became the model of what a dual-purpose off-road bike was supposed to be in the 1950s.

 


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McQueen’s Motorcycles: Racing and Riding with the King of Cool




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Illustrated Triumph Motorcycles Buyer’s Guide: From 1945 Through the Latest Models (Illustrated Buyer’s Guide)




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Sours: https://www.webbikeworld.com/triumph-trophy/
The All New Trophy Motorbike from Triumph Motorcycles Ltd

Triumph Trophy

2013 Pacific Blue Triumph Trophy SE

2013 Pacific Blue Triumph Trophy SE

ManufacturerTriumphProduction2012-2017AssemblyHinckley, EnglandPredecessor2002 Triumph Trophy 1200ClassTouring motorcycleEngine1,215 cc (74.1 cu in) Liquid-cooled, 12 valve, DOHC, in-line 3-cylinderBore / stroke85 mm × 71.4 mm (3.35 in × 2.81 in)Transmission6-speed shaft driveFrame typeAluminium beam twin-sparSuspensionFront - WP 43 mm upside down forks, manually adjustable rebound damping, with 130 mm travel.
SE - WP 43 mm upside down forks, electronically adjustable rebound damping (sport/normal/comfort) with 127 mm travel. Rear - WP monoshock with remote oil reservoir, manually adjustable hydraulic preload, manually adjustable rebound damping, 120 mm rear wheel travel. (SE electronically adjustable hydraulic preload, electronically adjustable rebound damping.BrakesCombined braking system / ABS
Front: Twin 320 mm discs, Nissin 4-piston callipers
Rear: Single 282 mm disc, Nissin 2-piston calliperTyresFront: 120/70 ZR17
Rear: 190/55 ZR17Rake, trail27.0º / 119 mm (4.7 in)Wheelbase1,542 mm (60.7 in)DimensionsL: 2,235 mm (88.0 in)
W: 975 mm (38.4 in)
H: 1,555 mm (61.2 in)
Seat height800–820 mm (31–32 in), 770–790 mm (30–31 in) with low seatWeight301 kg (664 lb) (wet)Fuel capacity26 L (5.7 imp gal; 6.9 US gal)Oil capacity4 L (4.2 US qt)
Sours: https://en.wikipedia.org/wiki/Triumph_Trophy

Trophy triumph motorcycles

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Oil change in a classic Triumph Motorcycle. 500,650 and 750

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