A brief histroy of the Triumph car

History of Triumph Motor Cars A brief glimpse into the past by Jack Adams

Seigfrield Brittman started producing Triumph bicycles at Coventry, England, in 1885. In 1921 Brittman acquired the assets of the Dawson Car Company and started producing a 1.9 liter model called the Triumph Light Car (also called the 10/20). In 1924 a larger "The Orthodox Look" model was introduced sporting a 2.2 liter engine and hydraulic brakes. In 1927 another small car entry called the Super Seven was introduced as a replacement for the Triumph Light Car. These Super Sevens, sporting the same refinements as the 10/20 and an 832cc engine, were also sold as a bare frame for other coach-work bodies to be fitted, including a Triumph Coach-built saloon. Donald Healey drove some of these Super Sevens rather successfully in trials and events, and became the company¹s Experimental Manager in 1934. Approximately 18,000 Super Sevens were produced in all, with production ending in 1930 at the end of the worldwide Depression. In the thirties the company changed its name to the Triumph Motor Company. The Super Seven received improved coach-work, safety glass, chrome-plated trim and a new radiator shell. In 1933 C. V. Holbrook became Managing Director with Brittman advancing to the Board Vice Chairman position and retiring in 1934. Several models were offered during this time including a six cylinder engine that was a redesigned four cylinder with overhead inlet and side-exhaust valves. A Southern Cross model, aimed at the Australian market, bored the four cylinder engine to 1122 cc and added more coach work. Next came the Gloria line in 1935 with sweeping graceful fenders and available with a six-cylinder engine that later became the two liter (65 x100) offering reaching 100 horsepower. The bored-out four was fitted to a new sedan, the 10, on a 96 inch wheel base. The Glorias were offered with new styling in a four (108 wheel base) and a six (114 wheel base). Vitesse engines (high compression, large valves, high lift cam and twin carburetors) gave the four a top end speed of 70 mph and the six, 75 mph. In 1934 Healey had a lighter-framed aluminum-body Gloria built that he showed at Monte Carlo, winning the 1500 cc class and Third Place overall. This seemed to change the direction of Triumph toward the performance sports car from the small conservative family transport. The cycles ended production in 1936, and Healey purchased an Alfa 2.3 and developed an Alfa/Triumph called the Dolomite. This new performance car suffered bad luck in the first few races and as a result, only a few were ever produced. Triumph Motor Company developed some financial problems which resulted in the company moving Holbrook upstairs and Maurice Newman was made the new Managing Director.

In 1936 the Southern Cross was the only sports car in production and with sales dropping off, it was discontinued in 1937. At this time an array of models were offered: Gloria fours and sixes, Gloria Vitesses, Gloria Fourteens, and a new tamed-down Dolomite. All of these cars offered a variety of driving performance from poor to good, with some innovative features including metallic finishes, screen washers, automatic chassis lubrication, and aerodynamic sedans. The Dolomite, with sagging sales, carried the company to 1939, with other models not selling. In July of 1939 the Triumph Motor Company factory, equipment and goodwill were offered for sale. T. W. Ward purchased the company and placed Healey in charge as General Manager, but war in Europe stopped the production of cars. After the war, what was left of the Triumph Motor Company was bought by Standard Motor Company. J. P. Black, the Standard Motor¹s General Manager, entered two Triumph lines in 1947 through 1950. A Town and Country saloon and a roadster, starting out as an 1800 and rising to a 2000. The bullet-shaped TRX roadster was announced in 1950 with many new and complicated features‹hence, only two were built. The family car line moved on to the Renown. This car sold well and continued in production until 1956. The Mayflower was produced from 1950 through 1953 with about 32,000 built of which 500 were convertibles. Next followed the Standard ten saloon and Companion estate cars into the late 1950's. In 1951 John Black started the ball rolling on the first TR1 with a more powerful motor, strong frame, and new body requiring only single action press work, hence the bead at the top of the fenders. This car hit the floor in mid-1952 with some problems, and Black asked Ken Richardson to join the fray and work out the problems--the result was the TR2 long door. In one test on the Jabeke Road in Belguim, Richardson was held down to 104 mph as one plug had come loose and he was running on only three cylinders. With a metal tonneau and side skirts he turned a 124.095 average mph for the timed mile, and continued testing these TRs over many courses and the home track. The TR2 and TR3 dominated the racing scene from 1953 through 1956. The TR4 followed with an improved TR4A through 1967. The racing niche had other cars doing well, and the popular competition necessitated more horsepower. The TR5 (continental) and TR250 (U.S.) were introduced for a one-year production run. There followed the TR6, TR7 and TR8. The first Herald was introduced in 1959, offered in both sedan and coupe. Next came the Vitesse, a six cylinder improved Herald. The Spitfire was introduced in 1961 as a Mk 1, followed by a Mk 2, Mk 3, Mk 3 Mk 4, and 1500 ending production in 1980.