Triumph Car History (Triumph 13/35 Cars Models)

The History Of The Triumph Classic Cars with Triumph 13/35 cars models (Triumph Cars Models)

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The Triumph 13/35 or 12.8 was a car manufactured from 1924 to 1926 by the Triumph Motor Company in the UK.

It was powered by a four cylinder 1872 cc engine of 72 mm bore and 115 mm stroke with single Zenith carburettor which produced 36 bhp.

It was the first British production car to be fitted with hydraulic brakes on all wheels. These were made by Lockhead and were of the external contracting type.

Approximately 2500 of this model and the parallel 15/50 models were made. It was generally priced at about £375-495.

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The British Motor Corporation (BMC) Parts 2

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BMC's headquarters were at the Austin plant at Longbridge, near Birmingham and Austin was the dominant partner in the group mainly because of the chairman. The use of Morris engine designs was dropped within 3 years and all new car designs were coded ADO from "Austin Drawing Office". The Longbridge plant was up to date, having been thoroughly modernised in 1951, and compared very favourably with Nuffield's 16 different and often old fashioned factories scattered over the English Midlands. Austin's management systems however, especially cost control and marketing were not as good as Nuffield's and as the market changed from a shortage of cars to competition this was to tell. The biggest selling car, the Mini, was famously analysed by Ford Motor Company who concluded that BMC must be losing £30 on every one sold. The result was that although volumes held up well throughout the BMC era, market share fell as did profitability and hence investment in new models, triggering the 1966 government sponsored merger with Jaguar to form British Motor Holdings (BMH), and three years later leading to the merger of BMH with Leyland Motor Corporation.

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At the time of the mergers, there was a well established dealership network for each of the marques. Among the car-buying British public there was a tendency of loyalty to a particular marque and marques appealed to different market segments. This meant that marques competed against each other in some areas, though some marques had a larger range than others. The Riley and Wolseley models were selling in very small numbers. Styling was also getting distinctly old fashioned and this caused Leonard Lord, in an unusual move for him, to call upon the services of an external stylist.

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Triumph Car History (Triumph 10/20 cars models)

The History Of The Triumph Classic Cars with Triumph 10/20 cars models (Triumph Cars Models)

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This was the first Triumph automobile and was named the 10/20 for the Royal Automobile Club's taxation class of 10 horsepower rating and its actual output of 20 brake horsepower. The design was principally by Arthur Alderson assisted by Alan Lea and Arthur Sykes who were employed by Lea-Francis and Triumph paid them a royalty on every car made.

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It was powered by a 1,393 cc (1.4L) 4 cylinder side valve engine designed by Harry Ricardo and fitted with a single updraught Zenith carburettor. The engine produced 23.5 brake horsepower (17.5 kW) at 3000 rpm giving the car a top speed of 52 mph (84 km/h) and economy of 40 miles per imperial gallon (7.1 L/100 km; 33 mpg-US). The four speed gearbox was mounted centrally and coupled to the engine by a short drive shaft.

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This little two seater was the first Triumph production model and sold for £430. A rather high price which relied on their reputation for quality and workmanship. Lucas lighting was fitted, but it still had to acquire front brakes. This is the oldest surviving Triumph car being representative of the first year of car production. Owner Jim Kinghan.

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The British Motor Corporation (BMC) Parts 1

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The British Motor Corporation (BMC) was a UK vehicle company, formed by the merger of the Austin Motor Company and the Nuffield Organisation (parent of the Morris car company, MG, Riley and Wolseley) in 1952. Basically, it was the predecessor of British Leyland.

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BMC was the largest British car company of its day, with (in 1952) 39 percent of British output, producing a wide range of cars under brand names including Austin, Morris, MG, Austin Healey, Wolseley as well as commercial vehicles and agricultural tractors. The first chairman was Lord Nuffield (William Morris) but he was replaced in August 1952 by Austin's Leonard Lord who continued in that role until his 65th birthday in 1961 but handing over, in theory at least, the managing director responsibilities to his deputy George Harriman in 1956.

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Triumph Car History (Triumph models, Triumph Model)

The History Of The Triumph Classic Cars with Triumph cars models (Triumph models, Triumph Model)

Pre War

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Model Name	Engine	Year
Triumph 10/20	1393 cc inline 4	(1923–1925)
Triumph 13/35 or 12.8	1872 cc inline 4	(1927–1927)
Triumph 15/50 or Fifteen	2169 cc inline 4	(1926–1930)
Triumph Super 7	832 cc inline 4	(1927-1932)
Triumph Super 8	832 cc inline 4	(1930)
Triumph 12-6 Scorpion	1203 cc inline 6	(1931-1933)
Triumph Super 9	1018 cc inline 4	(1932)
Triumph Ten	1122 cc inline 4	(1933-1934)
Triumph Southern Cross	1018/1122 cc inline 4	(1932-1934)
Triumph Gloria Four	1087/1232 cc inline 4	(1934-1937)
Triumph Gloria Six	1476/1991 cc inline 6	(1934–1937)
Triumph Gloria Southern Cross	1232/1991 cc inline 4/6	(1934-1937)
Triumph Gloria 14	1496/1767 cc inline 4	(1937-1938)
Triumph Dolomite 8	1990 cc inline 8	(1934-1935)
Triumph Dolomite Vitesse 14	1767/1991 cc inline 4/6	(1937-1938)
Triumph Dolomite 14/60	1767/1991 cc inline 4/6	(1937-1939)
Triumph Dolomite Roadster	1767/1991 cc inline 4/6	(1937-1939)
Triumph 12	1496 cc inline 4	(1939–1940)

Post War

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Model Name	Engine	Year
Triumph 1800 Saloon	1776 cc inline 4	(1946–1949)
Triumph 1800 Tourer	1776 cc inline 4	(1946–1948)
Triumph 2000 Saloon	2088 cc inline 4	(1949–1951)
Triumph 2000 Tourer	2088 cc inline 4	(1948–1949)
Triumph Renown	208 cc inline 4	(1949–1952)
Triumph Mayflower	1247 cc inline 4	(1949–1953)
Triumph TR1 / 20TS	208 cc inline 4	(1950)
Triumph TR2	1991 cc inline 4	(1953–1955)
Triumph TR3	1991 cc inline 4	(1956–1958)
Triumph TR3A	1991 cc inline 4	(1958–1962)
Triumph TR3B	2138 cc inline 4	(1962)
Triumph Italia	1991 cc inline 4	(1959–1963)
Triumph TR4	2138 cc inline 4	(1961–1965)
Triumph TR4A	2138 cc inline 4	(1965–1967)
Triumph TR5	2498 cc inline 6	(1967–1969)
Triumph TR250	2498 cc inline 6	(1967–1969)
Triumph GT6	1998 cc inline 6	(1967–1971)
Triumph Dove GTR4	2138 cc inline 4	1961-1964
Triumph TR6	2498 cc inline 6	(1969–1976)
Triumph TR7	1998 cc inline 4	(1974-1981)
Triumph TR8	3528 cc V8	(1979-1981)
Triumph Spitfire 4	1147 cc inline 4	(1962–1965)
Triumph Spitfire Mk.II	1147 cc inline 4	(1965–1967)
Triumph Spitfire Mk.III	1296 cc inline 4	(1967–1970)
Triumph Spitfire Mk.IV	1296 cc inline 4	(1970–1974)
Triumph Spitfire 1500	1493 cc inline 4	(1974–1980)
Triumph GT6	1998 cc inline 6	(1966–1973)
Triumph Herald 948	948 cc inline 4	(1959–1964)
Triumph Herald 1200	1147 cc inline 4	(1961–1970)
Triumph Herald 12/50	1147 cc inline 4	1963-1967
Triumph Herald 13/60	1296 cc inline 4	(1967–1971)
Triumph Vitesse 6	1596 cc inline 6	(1962–1966)
Triumph Sports 6 (US version of Vitesse 6)	1596 cc inline 6	(1962–1964)
Triumph Vitesse 2-litre, and Mk.2	1998 cc inline 6	(1966–1971)
Triumph 1300	1296 cc inline 4	(1965–1970)
Triumph 1500	1493 cc inline 4	(1970–1973)
Triumph Stag	2997 cc V8	(1971–1977)
Triumph Toledo	1296 cc inline 4	(1970–1978)
Triumph Dolomite 1850/HL	1850 cc inline 4	(1972–1981)
Triumph Dolomite Sprint	1998 cc inline 4	(1973–1981)
Triumph 2000	1998 cc inline 6	(1963–1975)
Triumph 2.5 PI	2498 cc inline 6	(1968–1977)
Triumph 2500TC/S	2498 cc inline 6	(1974–1977)
Triumph Acclaim	1335 cc inline 4	(1981–1984)

Triumph-based models


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Vale Special	(1932–1936) very low built two-seater based on Super 8 and Gloria
Swallow Doretti	(1954–1955)
Amphicar
Bond Equipe GT	(1964–1967)
Fairthorpe Cars

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A Car With Initials MG End Parts

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After the Second World War car production was to resume, and then in 1952 MG became part of the British Motor Corporation (BMC) when the Nuffield group merged with Austin. The MGA sports car was launched in 1955 to meet competition form family rival Austin-Healey, and this car sold well on both sides of the Atlantic. The usual badge engineering employed by BMC applied, as with other marques in their stable, equally to MG, and saloons such as the Farina designed Austin Cambridge were made in an MG variant, and were of a more upmarket and sporting nature. 1962 saw the arrival of what was to become one of the most popular sports cars of all time - the MGB.

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In 1968 BMC, after merging with Jaguar and the Leyland Motor Company, became the British Leyland Motor Corporation. This in turn was taken over by the Rover Group, which was later bought by the German Company BMW. Production of MG cars at Abingdon was stopped in 1980 and the MG name was then for the time being only used on the higher performance versions of the Austin Metro, Maestro and Montego. In 1992 the new MG RV8 was launched featuring the Rover V8 engine, and coincided with the 30th anniversary of the launch of the MGB on which its styling was based. This was later followed by the all new mid engined MGF in 1995. MG is now part of the Independent and British owned MG Rover Group.

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The History Of The Triumph Classic Cars With Leyland and beyond

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The only all-new Triumph model launched under Rover Triumph was the TR7, which had the misfortune to be in production successively at three factories that were closed - Speke, the Leyland-era Standard-Triumph works in Liverpool, the original Standard works at Canley, Coventry and finally the Rover works in Solihull. The four-cylinder TR7, its eight-cylindered derivative the TR8, and its still-born fastback variant the Lynx, were dropped when the Solihull plant ceased making road-going cars (the plant continues to build Land Rovers.)

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The last Triumph model was the Acclaim which was launched in 1981 and was essentially a rebadged Honda Ballade built under licence from Japanese company Honda at the former Morris works in Cowley, Oxford. The Triumph name disappeared in 1984, when the Acclaim was replaced by the Rover 200, which was a rebadged version of Honda's next generation Civic/Ballade model. The BL car division was by then called Austin Rover Group which also sounded the death knell for the Morris marque as well as Triumph.

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The trademark is currently owned by BMW, acquired when it bought the Rover Group in 1994. When it sold Rover, it kept the Triumph marque. The Phoenix Consortium, which bought Rover, tried to buy the Triumph brand, but BMW refused, saying that if Phoenix insisted, it would break the deal. The Standard marque was transferred to British Motor Heritage Limited, along with Austin, Morris, and Wolseley marques. The Austin, Morris and Wolseley marques were later sold to MG Rover Group Ltd, on the 10th December 2003. The Standard marque is still retained by British Motor Heritage who also have the licence to use the Triumph marque in relation to the sale of spares and support of the existing 'park' of Triumph cars.

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Today the MGA Cars in coupe and roadster bodies can be seen all over America, while the Twin-Cam MGA Cars, the production car with a double overhead camshaft engine, provides the sporting bloods with enough power for serious competition. But the EX's still march on. MG still experiments. In 1958, David Ash and Stirling Moss drove the EX181 to speeds of 243 and 245 mph, and in 1959 Phil Hill flashed it across the salt flats at 254 mph.

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What is the appeal of the MG? The best way to describe it is to call it a personal car. It will do whatever the driver asks, within limits. But these limits are widespread. The engine is rugged, long lasting, and easy to maintain. The car handles with the quickness of a cat, and readily forgives most driving errors.

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The T series models all had the classic style of vintage machines, while the new series has the functional smoothness of a jet plane. No matter which model they possess, MG owners love their cars with a rabid fanaticism, and MG Car Clubs were among the first specialized sports car clubs in America. Most of our great racing drivers started their careers in MG's. Perhaps the little car even taught them to drive! The MG heralded the era of European automobiles in America. And even now it is still the most sought after small sports car in our country.

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Triumph Car History (British Leyland Cars) Parts 1

The History Of The Triumph Classic Cars With Leyland and beyond

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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.

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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 (petrol injection) 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 proved itself in international competition, it did lack altitude compensation for the adjustment of mixture at altitudes greater than 3000 ft (1000 m) above sea level. The key reason for the Lucas system's unpopularity, was that Lucas was not inclined to further develop it on the one hand allied to the unwillingness of Standard-Triumph dealers to attend factory and field-based training courses dedicated to this propulsion method.

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For most of its time under Leyland or BL ownership the Triumph marque belonged in the Specialist Division of the company which went under the names of Rover Triumph and later Jaguar Rover Triumph apart from a brief period in the mid 1970s when all BL's car marques or brands were grouped together under the name of Leyland Cars.

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A Car With Initials MG Parts 4

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During these days of feverish record breaking, the factory was producing straight racing and sports cars. The K-3 Magnette was one of the finest, winning race after race, some under the capable guidance of the famed Tazio Nuvolari. But in 1935 the staid MG management participated in an exploit that would have delighted a Broadway press agent. They entered a team of three PA production sports cars in the Le Mans 24 Hour Endurance Race, and for publicity value decided to recruit an all-female team of drivers! So it fell to. doughty George Eyston, who lived in a man's world of engines and high speed, to select and captain the entourage. He picked six girls, all experienced drivers, and immediately fell prey to the journalists. The newspapers called them "Eyston's Dancing Daughters." The phrase persists today as a memory of the 1935 Le Mans, but what should also be remembered is that the girls won their class and brought all three cars in at the end without a scratch!

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Suddenly in 1935 Lord Nuffield announced that the MG Car Company would terminate the racing program! He pointed out that high speed had served its purpose. Enough advanced ideas had been developed that could be incorporated in the production cars for years to come. Besides, there was no competition. MG had sewn up the 750 cc. class. But before the axe fell EX 135 had been built. It was run by private owners for several years and finally passed into the hands of Major Goldie Gardner who, shortly before World War II, managed to set a speed record of 206 mph.

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During MG's non-racing period a series of models marched along, the J, the Q, the R, and the famous T series. A new designer, Sydney Enever, experimented with the beautiful streamlined scale models that culminated in the MGA. Engine size progressed steadily until 1600 cc. was reached, a size that provided enough acceleration for the production models to cope with the newer postwar cars. EX179, built for a private owner, George Phillips, set a new series of records on the Bonneville Salt Flats with George Eyston and Ken Miles as drivers. This success gave the factory the impetus to design and produce the sleek, aerodynamic MGA. Under the label EX 182 three cars triumphed at Le Mans in 1955, and MG finally abandoned the old square design.

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Triumph Classic Car (Standard Triumph Sports Cars)

The Triumph Classic Car With The Standard Triumph

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After the war, in 1945 what was left of the Triumph Motor Company and the Triumph brand name was bought by Standard Motor Company and a subsidiary "Triumph Motor Company (1945) Limited" was formed with production transferred to Standard's factory. The pre-war models were not revived and in 1946 a new range of Triumphs starting with the 1800 was announced. Because of steel shortages these were bodied in aluminium which was plentiful because of its use in aircraft production.

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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. Standard had been making a range of small saloons called the Standard Eight and Ten and had been working on a replacement for these. When this was launched in 1959 as the Herald it carried the Standard-Triumph badge and slowly the Standard name was dropped disappearing in 1963.

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The first really important racing success was at Brooklands in the Double Twelve Hour Race in May, 1930, where the Midgets captured team prize and defeated their rivals, the Austin team. Fired up by the victory the Abingdon men decided to take the International Class H record, then held by Austin with 84 mph. They chose the EX120, a prototype model, and redesigned it completely. When the car was in running shape a private test was arranged. With the Brooklands track closed for the winter, the MG crew, led by Captain George Eyston, gathered on a strip of public highway outside Newmarket. In the foggy dawn they quietly unloaded EX120 from the truck and prepared the car for the run. Like saboteurs on a secret mission they watched for the police, who would have jailed the lot of them.

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When their muffled, surreptitious preparations were done, Eyston made a spectacular entrance. Disdainful of the police, he arrived, gleaming in the early sunlight with white coveralls, white helmet, white gloves - a beacon that could be seen for miles. After a set of railroad crossing gates were illegally lifted, the test run was made. Eighty-seven mph! In December of 1930, the little car made it official at Montlhery, France, then raised it at Brooklands in March to 97 mph.

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But Eyston was dissatisfied. He wanted to crack the magic 100 mph figure for the flying mile. With an engine of only 743 cc. such a record would stand for years. The attempt was made at Montlhery in the summer of 1931. It was successful. Eyston drove to a record of 101 mph. and then figured in an incident that would have mystified Sherlock Holmes.

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After finishing the record run he swung around the track for an extra lap. As he drove out of sight of the pits, the crew heard the engine cut out. They piled into their truck and raced around the bend. There was EX120 in flames! Only seconds remained in which to save the driver. The crew knew that the big-framed Eyston could not remove himself from the tightly fitting cockpit! With frantic haste they crowbarred the side panels off. The seat was empty! A desperate search of the track revealed nothing - no driver!

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Eyston himself later supplied the answers. On that last lap he discovered smoke and flames rising at his feet. Slowing the car to 60 he managed, with that last ditch strength of desperation, to jump from the car. A moment later a Frenchman, testing his Citroen, found the unconscious Eystron, put him in his car and drove across the fields to the Montlhery hospital. There the anxious MG crew found him, quietly recuperating from his bruises, not at all concerned about his phantom disappearance. This ended the saga of EX 120.

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Before the dust raised by EX120 could settle, EX127 appeared - the Magic Midget. Sporting an aerodynamically streamlined body, it also featured a venturi type windshield, which sucked the oncoming air up between two parallel sheets of glass. The driver actually viewed the track through an open slot, but a test with a mechanic sitting on the bonnet, throwing confetti at the windshield, proved that nothing would get through. EX 127 raised the record to 120 mph. Then Bobby Kohlrausch of Germany bought it, installed the new Q-Type engine, ran the machine to a new record of 130 mph and followed that with a screaming 140 mph on the Frankfurt Autobahn. At that point, perhaps under Hitler's orders, the car was acquired by Mercedes-Benz.

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Triumph Cars History (Triumph Sports Cars & Triumph Car Club)

The Triumph Cars Of The Motor Company

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In 1930 the company changed its name to the Triumph Motor Company. 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.

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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.. Healey purchased an Alfa 2.3 and developed an ambitious new car with an Alfa inspired Straight-8 engine called the Triumph Dolomite.

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In July 1939, the Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. 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.

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