Triumph motorcycles trophy

British motorcycle

Manufacturer	Triumph
Also called	'Desert Sled'
Production	1956–1973
Predecessor	TR5
Successor	TR7 Tiger
Engine	649 cc (39.6 cu in) four-stroke, parallel-twin
Compression ratio	8.5/9:1
Power	34–46 bhp (25–34 kW) @ 6,500 rpm (claimed)[1]
Transmission	4-speed (5-TR6RV)
Wheelbase	55 in (140  cm)
Dimensions	L: 84 in (214  cm) W: 27½ in (70  cm)
Seat height	32.5 in (82.5  cm)
Weight	365 lb (166 kg) (dry)
Fuel capacity	3 gal / 4 gal
Related	T120 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]

Competition[edit]

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

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]

References[edit]

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, 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, 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 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/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 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 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.

Check out these TRIUMPH BOOKS

Triumph Motorcycles: The art of the motorcycle

The Complete Book of Classic and Modern Triumph Motorcycles 1937-Today (Complete Book Series)

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

Triumph Motorcycle Restoration

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

Tales of Triumph Motorcycles and the Meriden Factory

Hinckley Triumphs: The First Generation (Crowood Motoclassic)

2013 Pacific Blue Triumph Trophy SE