Model Ranges

This section covers the model ranges for all years included, together with the main updates for each year. Model ranges are taken from the Factory Replacement parts books. For detailed evolution of individual components (eg frames) see 'Parts'.

The Triumph range for 1934 comprised an amazing eighteen models (twelve years later it was to consist of just three). Of these eighteen, eleven were exciting new designs from Valentine Page, unveiled at the 1933 Olympia show. In addition there were five Villiers engined lightweights and the two Silent Scout models continued from the previous year. The eleven new models were very high quality machines, beautifully finished and offering all sorts of options/combinations.

1934 model range

XV/1 150cc . XO5/1 150cc. XO5/5 150cc sports

XO7/1 175cc. XO7/5 175cc sports. (All Villiers 2 strokes)

2/1 250cc ohv 2 port. 2/5 250cc ohv 2 port Mark 5

3/1 350cc sv. 3/2 350cc ohv 2 port. 3/5 350cc ohv 2 port Mark 5

5/1 550cc sv. 5/2 500cc ohv 2 port. 5/3 550cc sv de luxe

5/4 500cc ohv 2 port de luxe. 5/5 500cc ohv 2 port de luxe Mark 5

6/1 650cc ohv twin

Silent Scout B 500cc ohv. Sports Scout BS 500cc ohv

By the following year, 1935, the five lightweights and the two Silent Scouts had disappeared. Two new models were added, the 250cc L2/1 and the race spec. 5/10 to make thirteen models. The Mark 5 models now had foot change plus other minor mods.

1935 model range

L2/1 250cc ohv. 2/1 250cc ohv 2 port. 2/5 250cc ohv 2 port Mk 5

3/1 350cc sv. 3/2 350cc ohv 2 port. 3/5 350cc ohv 2 port Mark 5

5/1 550cc sv. 5/2 500cc ohv 2 port. 5/3 550cc sv de luxe

5/4 500cc ohv de luxe 2 port. 5/5 500cc ohv de luxe 2 port Mk 5

5/10 500cc ohv 2 port tuned for racing. 6/1 650cc ohv twin

1936 model range

L2/1 250cc ohv. 2/1 250cc ohv

3/1 350cc sv. 3/2 350cc ohv 2 port

5/1 550cc sv. 5/2 500cc ohv 2 port. 5/5 500cc ohv 2 port Mark 5

5/10 500cc ohv 2 port tuned for racing. 6/1 650cc ohv twin

By now the company was in trouble. The bikes were superb, probably over-engineered, with a lavish finish and a large number of options. Sales and production were old-fashioned (all sales were managed from the factory allowing the bespoke type service), and the shadow of the 1932 slump still hung over all manufacturing. When Edward Turner took over as chief designer and managing director at Triumph in 1935 he set about rationalising the existing range of machines. His objective was to eliminate the unprofitable machines and re-style the 250, 350 and 500 overhead-valve and side-valve singles. His main constraint was the advent of the new model year, or, specifically, the Olympia show. The timing was such that he was forced to create three interim models, Tiger 70, 80 and 90. Based on L2/1, 3/2 and 5/5 respectively. They comprised essentially, the previous Val Page designed bikes but now incorporating some of the design elements he planned for the fully overhauled 1937 range. Broadly speaking, styling elements of the Tigers 70, 80 and 90 were introduced, including the names themselves, but the bikes were really the previous models with a facelift. He had, however achieved his main objective, which was to get a Tiger 90 in its new silver colour and slimmer looking petrol tank, albeit with the heavy chassis of the 5/5, on to the cover of the show catalogues and magazines. In reality, buyers would have to wait another year for the magic Turner treatment to be applied to all models in the range. Nevertheless, in November of 1936 The Triumph stand at the Olympia show must have been stunning.

1936 model range additions

In Spring of 1936 three new models were anounced in an appendix to the existing model range:

Tiger 70 250cc ohv. Tiger 80 350cc ohv. Tiger 90 500cc 2 port ohv

The three Tigers appeared in their own brochure and also at this point Triumph issued a new 'Catalogue of Parts' (parts list) that included these three new models and cancelled all previous lists.

1937 model range

De luxe 2H 250cc ohv. De luxe 3S 350cc sv. De luxe 3SE 350cc sv

De luxe 3H 350cc ohv. De luxe 5H 500cc ohv. De luxe 6S 600cc sv

Tiger 70 250cc ohv. Tiger 80 350cc ohv. Tiger 90 500cc ohv

In September 1937, at the next show (now Earls Court for its opening year) there was a new twin cylinder machine with dark wine red paint and plenty of chrome and polished alloy. Not only did it look gorgeous, it was fast, easy to ride, reliable and well-priced. The Speed Twin had arrived and it was going to change everything in the motorcycle world. It’s worth pointing out here that Triumph motorcycles are dated by their model year, which isn’t necessarily the year they were registered. The new model range was presented at the annual show at the end of the previous year (usually October or November) and small batches of the machines were already prepared at the works. Customers could order right off the stand and so it’s common for several hundred machines of each model year to show a first registration date in the previous year. This is the reason some people insist they have a ’37 Speed Twin’ or a ’49 Thunderbird’. Triumph always embedded a year code in the engine number right up to 1951 and that is what determines the year of the motorcycle.

1938 model range

De luxe 2H 250cc ohv. De luxe 2HC 250cc ohv

De luxe 3S 350cc sv. 3SE 350cc sv. De luxe 3SC 350cc sv

De luxe 3H 350cc ohv. De luxe 5H 500cc ohv. De luxe 6S 600cc sv

Tiger 70 250cc ohv. Tiger 80 350cc ohv. Tiger 90 500cc ohv

Speed Twin 500cc ohv

For 1939 Triumph followed up with a new sports version of the latest twin with one of the most beautiful motorcycles ever. The stunning new Tiger 100. This glittering chrome and silver motorcycle managed to combine the performance and appeal of both Speed Twin and Tigers. It put on a bit of weight visually with bigger fuel and oil tanks but was a huge hit being not only very fast but easy to ride. There were faster bikes from Norton, Velocette and Vincent but none were so user friendly, well priced, or so good looking.

The Tiger 90 was discontinued as part of a move towards an all twin range which now consisted of fifteen models, more than it ever would again.

1939 model range

De luxe 2H 250cc ohv. De luxe 2HC 250cc ohv

De luxe 3S 350cc sv. 3SE 350cc sv. 3SW 350cc sv

De luxe 3SC 350cc sv. De luxe 3H 350cc ohv. De luxe 5S 500cc sv

5SE 500cc sv. De Luxe 5H 500cc ohv. De luxe 6S 600cc sv

Tiger 70 250cc ohv. Tiger 80 350cc ohv

Speed Twin 500cc ohv. Tiger 100 500cc ohv

As mentioned at the top, the model ranges above are taken from the Factory Replacement Parts books. However the sales brochures don't always advertise the same range. For example, there is no mention of the model 3SE in the sales brochures for 1937/38/39 but they certainly existed. Many hundreds of 1938 3SEs went all over the world. It wasn't until 1940 that the factory sales brochure listed it. Possibly they were export only previously? Similarly 3SC, 3SW and 5SE mysteriously appear in parts books for some years but not sales brochures. Nothing is simple with Triumph!

1940: During 1940 and 1941 sales did continue, but almost entirely for export, although there were a few to the forces and other services (police/fire/utilities) at home. Production became a more ad hoc affair (this affected engine numbering, see 'Numbers') and the sales catalogue warns that 'under existing conditions prices and specification may be revised without previous notice'. This makes dating/identifying machines around this time more difficult. The 1940 sales catalogue no longer lists 5H or 3SW but includes two new 'utility' models, 3SE and 5SE. Overall the spec. is very similar to the previous year, but both twins get the check-spring fork and the Speed Twin now has the same frame and four gallon tank as the Tiger 100. An alternative finish of black and chrome with ivory lining (as deluxe range) is offered for the Speed Twin

1940 model range

De luxe 2H 250cc ohv. De luxe 3H 350cc ohv

Speed Twin 500cc ohv. De luxe 3S 350cc sv. 3SE 350cc sv

De luxe 5S 500cc sv. 5SE 500cc sv. De luxe 6S 600cc sv

Tiger 70 250cc ohv. Tiger 80 350cc ohv. Tiger 100 500cc ohv

Post-war developments

Hard times after the war and not even enough money for a proper colour brochure. The 1945/46 range was described in a thin two colour leaflet. It boasted five models but two of them, the Tiger 85 and a ‘civilianised’ 3HW in black named as 3H and still wearing girder forks, never became production bikes, although I believe a few appeared. The new 350cc 3T inherited the pre-war ‘de luxe’ tag and the black paint job that went with it. The large majority (over 80%) of machines were for export in order to help revive the economy. If you could afford a new Speed Twin (which was twice the price of the pre-war version) you would still have to wait for many months to take delivery. The bikes were basically the pre war models but with telescopic forks. However they looked really good with the slimmer front end and small headlamp. Compression ratios were down to deal with poor quality fuel. External pushrod oil drain pipes disappeared, replaced with internal oil drains, and the dynamo moved to the front of the engine. The big 20” front wheel was down to 19”. These early twins were fitted with the big one-gallon oil tank but it reverted to the smaller tank around 1947.

1945/46 model range

3T de luxe 350cc ohv. 5T Speed Twin 500cc ohv

Tiger 100 500cc ohv

For 1947 the range was virtually unchanged and there are only detail changes for 1948. Both mudguards modified (the rear in order to accept the optional sprung hub) the rear frame changed to accommodate the mudguard and both number-plates changed.

In 1949 the famous nacelle appeared, grouping the instruments in a neat streamlined teardrop-shaped headlamp cowling which merged into the fork legs. Pull-back handlebars. More powerful 60 watt dynamo and other detail changes. New TR5 with generator type cylinder joins the range.

1947/48 model range as before

1949 model range

3T de luxe 350cc ohv. 5T Speed Twin 500cc ohv

Tiger 100 500cc ohv. TR5 Trophy 500cc ohv

1950 and the new 6T Thunderbird model, as well as big styling changes. Triumph were beginning to gear up for the post-war boom. The Speed Twin and Tiger remained in their signature colours while the Thunderbird was launched in a mid blue/grey. The increased bore on the 650 meant that the external oil drain via pushrod tubes was reinstated. The TR5, introduced the previous year, needing to save weight, used the generator square barrel engine. This last model was intended as essentially a competition machine and didn’t appear in the sales brochure until 1951 by which time it had evolved from purely a competition machine into a fully-fledged member of the range. A stronger gearbox, necessary for the 650, was fitted to all models now. The 1949 only interim tank design with painted panels on chrome changed to a painted tank with horizontal styling strips and the parcel grid became a standard fitment. The sprung hub rear wheel mark 2 appeared and although still listed as an extra was now usually fitted.

1951 and the first year of the alloy engine Tigers, probably the most handsome of the sprung-hub Triumphs. On this model the toolbox was canted up, above the top chainstay, as it would not clip in it's previous, conventional location because of the lugs on the frame for the rear-set footrests. These were designed for fitting the race kit, now an optional extra. It's a common error to associate this frame with the T100c of '53 but all Tiger 100s from '51 to '53 used this frame. The Tiger 100 also came with the (previously optional extra) twinseat. The Thunderbird changed colour to a metallic (polychromatic!) light blue. A new crankshaft construction, cam pinions, cam followers, bearings and rods were included that year. Last year for the 3T.

1950/51 model range

3T de luxe 350cc ohv. 5T Speed Twin 500cc ohv

Tiger 100 500cc ohv. 6T Thunderbird 650cc ohv

TR5 Trophy 500cc ohv

1952/53 model range

5T Speed Twin 500cc ohv. Tiger 100 500cc ohv

6T Thunderbird 650cc ohv. TR5 Trophy 500cc ohv

1954

Only 5T & 6T still in rigid frames