The Pre-1941 Triumph Motor Cycle Pages
From Peter Cornelius - Triumph Specialist for the VMCC - of Britain.
1936 twin down-tube Tiger 90
1937 Tiger 70
1939 Tiger 70
1939 Tiger 100 Twin
Jack Sangster, the owner of Triumph motor cycles from January
1936, moved Edward Turner across from Ariel, along with Bert Hopwood
as Chief Draughtsman, in order to get something
done to boost Triumph's flagging product line and sales figures.
Val Page had produced good engines, and Turner acknowledged this, but
they lacked the 'eye appeal' to attract customers.
With no time to design anew, and not really necessary as the 'basics'
were good, Turner set to in providing that 'eye appeal' and also in
providing a meaningful name. Thus, with small 'tinware' changes and
'shell blue sheen' replacing the drab black, by April Turner had three
new models on the road for testing. The Model L2/1 became the Tiger 70,
the Model 3/2 became the Tiger 80 and the Model 5/5 became top of the
range Tiger 90. (The numbers gave an indication of their top speeds.)
Initially the original twin down-tube frames were used, and even
the engine numbers continued their sequences, but with an addition to
indicate that they were fitted to a Tiger.
With time to make further improvements later models were given
more sporting looking single down-tube frames and further 'tinware'
improvements were made, and these three models continued through to
1939, being joined in their last year by a further 500cc Tiger model
- the Tiger 100 Twin of 1939.
For the full story of how Triumph motor cycle manufacture came
to be changed from the original Triumph Cycle Company to Jack Sangster's
Triumph Engineering Company you need to read my 'Triumph Story'
Brief Specifications and Variations
The four Tiger Models were;
Tiger 70. 249cc ohv. 63mm bore X 80mm stroke. 16 bhp at 5,800 rpm.
All had 4-speed, foot-change gearboxes.
Tiger 80. 343cc ohv. 70mm bore X 89mm stroke. 20 bhp at 5,700 rpm.
Tiger 90. 493cc ohv. 84mm bore X 89mm stroke. 28.29 bhp at 5,800 rpm.
Tiger 100. 498cc ohv Twin. 63mm bore X 80mm stroke. 33-34 bhp at 7,000 rpm.
Electric lighting was now standard, and a rear brake light
was an optional extra, along with a number of other optional fittings.
There was no alternative engine sprocket listed for the Tiger
70 and 80 Models as these were not considered of sufficient capacity
for hauling a sidecar.
My records of surviving machines show that engines were numbered in
sequence from the start of Turner's 1937 models, though to 1940,
irrespective of model type. Therefore it is probable that we shall
never know how many of each individual model were made.
Codes indicating month and year of assembly had been discontinued, and
while the 'model year' was indicated with an engine number that does
not indicate when it was assembled; for 1938 'models', for example,
were starting to be assembled from around August or September 1937.
The best I can do is to give approximate total production for a
'model year', as follows:-
1937 approximately 6,500.
1938 approximately 8,000.
1939 approximately 10,000.
1940 From surviving records I know that the 10 months production
of January to October, prior to the destruction of the Works to be
8,818 machines, of which only 30 were Tiger 70s and 29 were Tiger
80s. No Tiger 90s were made during that period, so any Tiger 90s
with an engine number indicating 1940 were obviously actually
assembled during 1939. 274 Tiger 100s were made during those ten
The have knowledge of these Val Page Triumph models surviving in
Australia, Britain, France, Holland, New Zealand and South Africa.
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