AERODYNAMIC BIKE HELMET

History

The Triumph Cycle Company

From bicycles, the Triumph Cycle Co. Ltd., as the company was named in 1897 [1], branched out in 1902 into making Triumph motor cycles at their works in Much Park Street. At first these used bought-in engines but the business took off and they soon started making their own and in 1907 expanded into a new factory in Priory Street taking over the premises of a spinning mill. Major orders for the 550 cc Model H came from the British Army during World War 1 and by 1918 they were Britain's largest motor cycle maker.

In 1921, Bettmann was persuaded by his general manager Claude Holbrook (1886-1979), who had joined the company in 1919, to acquire the assets and Clay Lane premises of the Dawson Car Company and start producing a 1.4 litre model called the Triumph 10/20 which was actually designed for them by Lea-Francis to whom they paid a royalty for every car sold.[2] Production of this car and its immediate successors was on a moderate scale but this changed with the introduction in 1927 of the Triumph Super 7 which sold in large numbers through to 1934.

[edit] The Triumph Motor Company
1934 Triumph Gloria Six
1936 Triumph Gloria Southern Cross 10.8 HP (four, 1,232 cc)
1937 Triumph Dolomite Roadster

In 1930 the company changed its name to the Triumph Motor Company.[1] It was clear to Holbrook that there was no future in pursuing the mass manufacturers and so decided to take the company upmarket with the Southern Cross and Gloria ranges. At first these used engines made by Triumph but designed by Coventry Climax but from 1937 they started to make them to their own designs by Donald Healey who had become the company’s Experimental Manager in 1934.

The company hit financial problems however and in 1936 the Triumph bicycle and motorcycle businesses were sold, the latter to Jack Sangster of Ariel to become Triumph Engineering Co Ltd.[1]. Healey purchased an Alfa Romeo 8C 2300 and developed an ambitious new car with an Alfa inspired Straight-8 engine called the Triumph Dolomite.[3] However the eight-cylinder engine was not used in the production car with the same name.

In July 1939, the Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. [2] T.W. Ward purchased the company and placed Healey in charge as general manager, but the effects of World War II again stopped the production of cars and the Priory Street works was completely destroyed by bombing in 1940.

[edit] Standard Triumph

In November 1944 what was left of the Triumph Motor Company and the Triumph brand name was bought by the Standard Motor Company[4] and a subsidiary "Triumph Motor Company (1945) Limited" was formed with production transferred to Standard's factory at Canley, on the outskirts of Coventry. The pre-war models were not revived and in 1946 a new range of Triumphs starting with the Triumph Roadster was announced. Because of steel shortages these were bodied in aluminium which was plentiful because of its use in aircraft production. The same engine was used in the 1800 Town and Country saloon, later named the Triumph Renown, which was notable for the razor-edge styling chosen by Standard-Triumph's managing director Sir John Black. A similar style was also used on the subsequent Triumph Mayflower light saloon. All three of these models prominently sported the "globe" badge that had been used on pre-war models. When Sir John was forced to retire from the company this range of cars was discontinued without being directly replaced.

In the early 1950s it was decided to use the Triumph name on sporting cars and the Standard name on saloons and in 1953 the Triumph TR2 was launched, the first of a series that would run through to 1981. Curiously the TR2 wore a Standard badge on its nose and the Triumph globe on its hubcaps.

Standard had been making a range of small saloons called the Standard Eight and Ten and had been working on a replacement for these. The success of the TR range meant that Triumph was seen as a more marketable name than Standard and the new car was launched in 1959 as the Triumph Herald; the last Standard car to be made in the UK was replaced in 1963 by the Triumph 2000 .

[edit] Leyland and beyond
Triumph TR3

In December 1960 the company was bought by Leyland Motors Ltd with Donald Stokes becoming chairman of the Standard Triumph division in 1963. Further mergers led to the formation of British Leyland Motor Corporation in 1968.

In the 1960s and 1970s, Triumph sold a succession of Michelotti-styled saloons and sports cars, including the advanced Dolomite Sprint, which, in 1973, already had a 16-valve four cylinder engine. It is alleged that many Triumphs of this era were unreliable, especially the 2.5 PI with its fuel injection problems. In Australia, the summer heat caused petrol in the electric fuel pump to vapourise, resulting in frequent breakdowns of the 2.5 PI and TR6 models. While the injection system had

I noticed that they seem to be replacing scooters with these electric bicycles. It looks like a cheap way of getting around!