Standard Motor Company

Standard Motor Company

Standard-Triumph International Limited
Formerly called
The Standard Motor Company Limited
Industry Automobile
Fate
Founded 1903 in CoventryUK
Founder Reginald Walter Maudslay
Defunct 1968 (British Leyland)
Headquarters CanleyCoventryUK
Key people
Products Motor vehicles and Fergusontractors
Brands Standard, Triumph, Ferguson
Parent

The Standard Motor Company Limited was a motor vehicle manufacturer, founded in Coventry, England, in 1903 by Reginald Walter Maudslay. It purchased Triumph in 1945 and in 1959 officially changed its name to Standard-Triumph International and began to put the Triumph brandname on all its products.

Standard Motor Canley Works Coventry

Moving Pictures about Standard Motor Car Company:

https://youtu.be/UPIEk1tLbZU

https://youtu.be/eNcSOwUCuyE

https://youtu.be/I4khknZnQmM

https://youtu.be/lzWSEnZWa_U

https://youtu.be/TM1rnfIdqtM

https://youtu.be/H3rNe0l1Utw

Looking at this moving pictures is funny and interesting. Take a look. There is much more but I can’t put all film links here.

For many years, it manufactured Ferguson tractors powered by its Vanguard engine. All Standard’s tractor assets were sold to Massey-Ferguson in 1959.

In September 1959, Standard Motor Company was renamed Standard-Triumph International Limited. A new subsidiary took the name The Standard Motor Company Limited and took over the manufacture of the group’s products.

The Standard name was last used in Britain in 1963, and in India in 1988.

History

1903–14

Maudslay, great grandson of the eminent engineer Henry Maudslay, had trained under Sir John Wolfe-Barry as a civil engineer. In 1902 he joined his cousin Cyril Charles Maudslay at his Maudslay Motor Company to make marine internal combustion engines. The marine engines did not sell very well, and still in 1902 they made their first engine intended for a car. It was fitted to a chain-drive chassis. The three-cylinder engine, designed by Alexander Craig  was an advanced unit with a single overhead camshaft and pressure lubrication.

A Roman military Standard of 1 A.D. Maudslay kept a Roman standard at his home

Realising the enormous potential of the horseless carriage and using a gift of £3,000 from Sir John Wolfe-Barry, R. W. Maudslay left his cousin and became a motor manufacturer on his own account. His Standard Motor Company was incorporated on 2 March 1903 and he established his business in a small factory in a two-storey building in Much Park Street, Coventry. Having undertaken the examination of several proprietary engines to familiarise himself with internal combustion engine design he employed seven people to assemble the first car, powered by a single-cylinder engine with three-speed gearbox and shaft drive to the rear wheels. By the end of 1903 three cars had been built and the labour force had been increased to twenty five. The increased labour force produced a car every three weeks during 1904.

1903 Standard 6 hp 1006 cc single cylinder

The single-cylinder model was soon replaced by a two-cylinder model quickly followed by three- and four-cylinder versions and in 1905 the first six. Even the first cars boasted shaft drive as opposed to chains, and the engines were not merely “square” but had 6″ diameter pistons with a 3″ stroke. As well as supplying complete chassis, the company found a good market selling engines for fitting to other cars, especially where the owner wanted more power. Although Alex Craig, a Scottish engineer, was engaged to do much of the detail work, Maudslay himself was sufficiently confident to undertake much of the preliminary layout. One of the several derivations of the name “Standard” is said to have emanated from a discussion between Maudslay and Craig during which the latter proposed several changes to a design on the grounds of cost, which Maudslay rejected, saying that he was determined to maintain the best possible “Standard”.

1910 Standard 30HP cabriolet Veteran Car Club of Great Britain Cotswold Caper

1910 Thirty cabriolet with division

1913 Standard Model S 9,5hp Rhyl 2-seater tourer

1913 Model S 2-seater tourer

In 1905 Maudslay himself drove the first Standard car to compete in a race. This was the RAC Tourist Trophy in which he finished 11th out of 42 starters, having had a non-stop run. In 1905 the first export order was also received, from a Canadian who arrived at the factory in person. The order was reported in the local newspaper with some emphasis, “Coventry firm makes bold bid for foreign markets”.

The company exhibited at the ^ 1905 London Motor Show in  Crystal Palace, at which a London dealer, Charles (later Sir Charles) Friswell 1872-1926 agreed to buy the entire factory output. He joined Standard and later was managing director for many years.

In late 1906 production was transferred to larger premises and output was concentrated on 6-cylinder models. The 16/20 h.p. tourer with side-entrance body was priced at £450. An indication of how much this was can be gained from the fact that a draughtsman earned £3 a week. In 1907 Friswell became company chairman. He worked hard to raise its profile, and the resulting increase in demand necessitated the acquisition of a large single-storey building in Cash’s Lane, Coventry. Even this was inadequate after the publicity gained when a fleet of 20 cars, 16/20 tourers, were supplied for the use of Commonwealth editors attending the 1909 Imperial Press Conference in London.

In 1909 the company first made use of the famous Union Flag Badge, a feature of the radiator emblem until after the Second World War. By 1911 the range of vehicles was comprehensive, with the 8-horsepower model being produced in quantity whilst a special order for two 70 hp cars was at the same time executed for a Scottish millionaire. Friswell’s influence culminated in supplying seventy 4-cylinder 16 hp cars for King George V and his entourage, including the Viceroy of India, at the 1911 Delhi Durbar. In 1912 Friswell sold his interest in Standard to C. J. Band and Siegfried Bettmann, the founder of the Triumph Motor Cycle Company (which became the Triumph Motor Company). During the same year the first commercial vehicle was produced, and the 4-cylinder model “S” was introduced at £195, the first to be put into large-scale production. 1600 were produced before the outbreak of the First World War, 50 of them in the final week of car production. These cars were sold with a three-year guarantee. In 1914 Standard became a public company.

First World War

During the First World War the company produced more than 1000 aircraft, including the Royal Aircraft Factory B.E.12Royal Aircraft Factory R.E.8Sopwith Pup and Bristol F.2-B in a new works at Canley that opened on 1 July 1916. Canley would subsequently become the main centre of operations. Other war materials produced included shells, mobile workshops for the Royal Engineers, and trench mortars.

1922 Standard Eleven SLO4 Tourer

1922 Eleven 4-door tourer

1927 Standard Nine

1927 Nine Selby 4-seater tourer

1930 Standard Swallow 2-door sports saloon on a Big Nine chassis

1930 Standard Swallow
2-door sports saloon on a Big Nine chassis

1933 Standard Ten 4-door saloon

1933 Ten 4-door saloon

1934 Standard 10-12 Speedline sports coupé

1934 10/12 Speedline sports coupé

1936 Avon Standard Sixteen Saloon 1936

1936 4-door sports saloon by Avon on a Sixteen chassis

1937 Standard Flying Twelve 4-door saloon RAF

1937 Flying Twelve 4-door saloon RAF

1919–39

Civilian car production was restarted in 1919 with models based on pre-war designs, for example the 9.5 model “S” was re-introduced as the model SLS although this was soon superseded by an 8 h.p. model.

In the early 1920s saloon bodies were first offered; previously all cars had been tourers. The bodies had, since the move to Bishopsgate Green, been made in Coventry by the company itself, but it was not until 1922 that they were mass-produced, using a wooden track along which they were pushed by hand. The company was justifiably proud of the modern factory at Canley, boasting in its advertisements “It is a beautifully lighted and well-aired factory standing on the edge of a breezy common away from the city din and smoke, that the finishing touches and test are given to the All British ‘Standard’ Light cars which issue there to almost every quarter in the world”.

It was about this time during the early 1920s that the slogan “Count them on the road” appeared on every advertisement. By 1924 the company had a share of the market comparable to Austin Motor Company, making more than 10,000 cars in 1924. As the immediate post-war boom faded, many rival marques were discontinued. Cars became steadily larger and more elaborate as manufacturers sought to maintain sales. During the 1920s all the models were named after towns, not only near the factory such as Canley and Kenilworth but also further afield – Teignmouth, Falmouth, and Exmouth.

By the late 1920s profits had decreased dramatically due to great reinvestment, a failed export contract and bad sales of the larger cars. In 1927 the inadvisability of matching the larger more elaborate trend became apparent and the 9 hp Fulham with fabric body was introduced at £185. Production was concentrated mainly on one basic chassis with a 9 hp engine. The importance of standardisation was now appreciated and only one alternative was offered. In 1929 John Paul Black (later Sir John Black) a joint managing director of Hillman took up an appointment at Standard as joint Managing Director.

Standard Swallow and Jaguar

Black encouraged the supply of chassis to external coachbuilders such as Avon and Swallow Coachbuilding and Jensen. The coachbuilding company of Avon during the early 1930s commenced producing cars with a distinctly sporty appearance, using as a foundation, a complete chassis from the Standard Motor Company. These chassis were ordinary production units, used because of their sound engineering design and good performance. Known as Avon Standard Specials they catered for a select market too small for Standard themselves.

1933 Jaguar SS 1

S S One
Engine and chassis by Standard but chassis designed by S S

Swallow decided to produce a car under their own name using a Standard engine and chassis. A prototype S S One was displayed at London’s October 1931 Motor Show and in 1932 Swallow were able to supply three models, two of them used the same body. Swallow’s business was moved to S S Cars Limited and began to use a model name of Jaguar for part of their range then extended it to include their saloons. In 1945 S S Cars became Jaguar Cars and Standard still manufactured Jaguar’s engines though only the smallest remained a standard Standard design.

It was not until 1930, after the replacement of artillery wheels by spoke wheels that the distinctive radiator shape first used on the 6-cylinder models in 1906 was finally abandoned. In 1930, before the worst of the Depression, the Big Nine was introduced which together with the 6-cylinder Ensign and Envoy constituted the complete range. Here standardisation was taken a step further with the bodies on 9 hp four-cylinder and 15 hp six-cylinder being almost indistinguishable except for bonnet length. The Big Nine was soon followed by the Big Twelve and sales for the second six months of 1931 exceeded those of the whole of the previous year. In 1932 there was a Royal visit to the Canley works by the Duke of Gloucester who came to open the Canley Pavilion outside which he took delivery of a new 6-cylinder model.

Founder and Chairman Reginald Maudslay retired in 1934 and died soon afterwards on 14 December 1934 at the age of 64. Charles James Band 1883-1961, a Coventry solicitor and a Standard director since 1920, replaced him as chairman and served in that capacity until the beginning of 1954 though Sir John Black briefly held the appointment before he retired. 1935 saw all production transferred to the Canley site. Extensive re-organisation occurred including a continuous track being laid down in the paint shop on which the cars were completely painted.

Through the 1930s, fortunes improved with new models, the Standard Nine and Standard Ten addressed the low to mid range market. At the 1935 Motor Show the new range of Flying Standards was announced with (semi) streamlined bodies. The Flying Standards came to the market in 1936 with their distinctive streamlined sloping rears virtually replacing the existing range of Nine, Twelve, Sixteen, and Twenty. The Flying Standards were so-called because of the major radiator shell change to a waterfall grille topped by the Union Jack badge apparently streaming backwards in contrast to its previous forward-facing position.

1936 20 hp V8

The Flying Nine, Flying Ten, Flying Twelve, and Flying Fourteen had four-cylinder engines, while the Flying Sixteen and Flying Twenty had six-cylinder engines. At the top of the range was the Standard Flying V-Eight, with a 20 RAC hp side-valve 90 degree V8 engine and a top speed of more than 80 mph (130 km/h). 250 Flying V-Eights were made from 1936 to 1937; they were offered for sale from 1936 to 1938 with the initial price of £349 lowered to ₤325 in the last year to clear inventory.

In 1938 a new factory was opened at Fletchampstead. That year, Standard launched the Flying Eight. The Flying Eight had a new four-cylinder engine smaller than that in the Flying Nine, and was the first British mass-produced light saloon with independent front suspension. The Flying Ten and Flying Twelve were also given new chassis with independent front suspension in 1938.

The aero engine plant at Banner Lane, a shadow factory, began construction in mid 1939 and production began in 1940. It was managed by Standard for the Air Ministry. After the war Standard leased Banner Lane and in partnership with Harry Ferguson made his Ferguson tractors.

By the beginning of the war, Standard’s annual production was approximately 50,000 units.

1946 Eight 2-door saloon

1947 Twelve drophead coupé

1948 Fourteen 4-door saloon

1952 Vanguard Phase 1A

c. 1953 Eight

1956 Ensign. It shared the Vanguard Series III body, but had a reduced specification. It was popular with the RAF.

1958 Vanguard

1959 Ten

Second World War

The company continued to produce its cars during the Second World War, but now mainly fitted with utility bodies (“Tillies”). However, the most famous war-time product was the de Havilland Mosquito aircraft, mainly the FB VI version, of which more than 1100 were made. 750 Airspeed Oxfords were also made as well as 20,000 Bristol Mercury VIII engines, and 3,000 Bristol Beaufighter fuselages.

Other wartime products included 4000 Beaverette light armoured cars and a prototype lightweight “Jeep” type vehicle.

Post-war years

With peace, the pre-war Eight and Twelve the twelve fitted with 1776cc engine sold as 14 hp cars were quickly back in production using tools carefully stored since 1939. Of greater significance was the 1945 purchase, arranged by Sir John Black for £75,000, of the Triumph Motor Company. Triumph had gone into receivership in 1939, and was now reformed as a wholly owned subsidiary of Standard, named Triumph Motor Company (1945) Limited. The Triumph factory was near the city centre and had been completely destroyed in the blitz. A lucrative deal was also arranged to build the small Ferguson Company tractor. This arrangement was considered primarily by Black as a means to securing increased profits to fund new car development.

Ferguson tractor

In December 1945 Standard Motor Company Limited announced that an arrangement had been made to manufacture Mr Harry Ferguson‘s tractors and the Air Ministry‘s shadow factory at Banner Lane Coventry run by Standard during the war would be used for the project. These tractors would be for the Eastern hemisphere, Ferguson tractors built by Ford in America for the Western hemisphere. Production was expected to start in 1946. Implements would be sourced separately by Ferguson who would also merchandise the tractors and the implements.

Standard Vanguard

A one-model policy for the Standard marque (alongside a range of new Triumphs) was adopted in 1948 with the introduction of the 2-litre Standard Vanguard, which was styled on American lines by Walter Belgrove, and replaced all the carry-over pre-war models. This aptly named model was the first true post-war design from any major British manufacturer. The beetle-back Vanguard Phase 1 was replaced in 1953 by the notch-back Phase 2 and in 1955 by the all-new Phase 3, which resulted in variants such as the Sportsman, Ensign, Vanguard Vignale and Vanguard Six.

Standard Eight and Ten

The one-model policy lasted until 1953, when a new Standard Eight small car was added. This was introduced at £481. 7. 6. the cheapest four-door saloon on the market, yet it boasted independent front suspension, hydraulic brakes and an economical O.H.V. engine. At the same time in another part of the same building Standards were producing a very different engine, the Rolls Royce Avon jet aero engine of which 415 were made between 1951 and 1955. In 1954 the Eight was supplemented by the slightly more powerful Standard Ten which featured a wider chrome grille.

Engines

The Phase II Vanguard was powered, like the Phase I, by a 2088 cc 4-cylinder “wet sleeve” engine, now with a modestly increased compression ratio, and producing 68 hp. This engine could be modified by using an additional intake system and two single-barrel Solex carburettors, producing 90 hp. Typically, the Phase II engine was one Solex carburettor, with 85 mm by 93 mm pistons. Standard Motors at the time supplied many of these engines to Ferguson Tractor distributed in the United States.

Standard Pennant

The Ten was followed in its turn in 1957 by the Standard Pennant featuring very prominent tail fins, but otherwise little altered structurally from the 1953 Standard Eight. An option for the Ten, and standard fitment to the Pennant, was the Gold Star engine, tuned for greater power and torque than the standard 948 cc unit. Another tuning set, featuring a different camshaft and twin carburettors, was available from dealers. As well as an overdrive for the gearbox, an option for the Eight, Ten and Pennant was the Standrive, a semi-manual transmission that automatically operated the clutch during gearchanges.

Triumph TR2

During the same year that the ‘8’ was introduced, another car was displayed at the London Motor Show. This was the Triumph 20TS, a sports two-seater with a modified Standard ‘8’ chassis and a Vanguard engine. The 20TS’s lack of luggage space and unsatisfactory performance and handling resulted in production being delayed until the next year when the chassis and drivetrain were developed and the body was restyled to incorporate a generous boot. The car was badged as a ‘Triumph’ rather than a ‘Standard’ and the Triumph TR2 was a winner. Ken Richardson achieved 124 mph (200 km/h) on the Jabbeke Highway in Belgium in a slightly modified car. As a result of the publicity, small manufacturers, including Morgan, Peerless, Swallow, and Doretti, bought engines and other components from Standard Motor Company.

Standard Atlas van

Atlas van 1959. In a segment dominated, in the UK market, by Bedford, a number of UK automakers competed with under-powered forward control competitors. The Atlas was Standard-Triumph’s contender.

In 1958 the Standard Atlas panel van and pick-up was first vended, a cab-over-engine design. It initially used the 948 cc engine from the Standard 10, making the resulting vehicle woefully underpowered, even with its 6.66:1 final drive ratio. In 1961, the Atlas Major was introduced, and sold alongside the original 948 cc Atlas. This variant was powered by the Standard 1670 cc wet-liner motor, as used with different capacities in the Vanguard cars, and the Ferguson tractor. The same engine was also used in Triumph TR2, TR3 and TR4 sports cars. To use this larger engine, a substantial redesign of the cab interior and forward chassis was necessary. The vehicles were of a high standard but not priced competitively, which resulted in relatively few sales. In 1963 the Atlas Major became the Standard 15, with a new long-wheelbase variant, with 2138 cc engine, became the Standard 20. Later that year, the Standard name became disused by Leyland, and these models were rebranded hastily as Leyland 15 and 20. By 1968 when production ended in the UK, all variants were powered by the 2138 cc engine and badged as Leyland 20s.

These vehicles were badged as Triumphs for export to Canada, and possibly other overseas markets. The van’s tooling was also exported to India after UK production ceased, where the resultant vehicle continued in production until the 1980s.

Triumph Herald

By the later 1950s the small Standards were losing out in the UK market to more modern competitor designs, and the Triumph name was believed to be more marketable; hence the 1959 replacement for the Eight, Ten and Pennant was badged as the Triumph Herald; with substantial mechanical components carried over from the small Standards. Despite the separate chassis and independent rear suspension, the differential, hubs, brakes, engine and gearbox were all common to the last Standard Pennants. In order to build the Herald the company invested £​2 12 million in a new assembly hall extension at the Canley plant which Standard had acquired in 1916. The builders of the three-storey building excavated 250,000 tons of soil and rock. Inside the building were three 1300 ft assembly lines equipped to be one of the most modern car assembly plants in the world. This turned out to be the company’s last investment on such a scale at Canley: investment decisions after the merger with Rover would favour the newer plant at Solihull.

Overseas plants

Overseas manufacturing plants were opened in Australia, France, India and South Africa. Overseas assembly plants were opened in Canada, Ireland and New Zealand.

Sir John Black

During the year ended 31 August 1954 Standard made and sold 73,000 cars and 61,500 tractors and much more than half of those were exported. Since the war Standard had made and sold some 418,000 cars and 410,000 tractors and again much more than half were exported. Appointed to Standard’s then ailing business in 1929, director and general manager since 1930 and appointed managing director in 1934 energetic Sir John Black resigned as chairman and managing director of Standard that year following a serious motorcar accident. He was advised (after consultations with his wife and close friends) to relinquish his offices of chairman and managing director and his membership of the board of directors. His deputy and long-time personal assistant, Alick Dick 1916-1986, took his position as managing director. Air Marshal Lord Tedder was appointed chairman, Tedder would hold that position until the Leyland takeover at the end of 1960. A S Dick resigned in August 1961 when the board was reorganised by Leyland in view of the substantial losses Standard was accumulating.

The company started considering partners to enable continued expansion and negotiations were begun with Chrysler, Massey-Harris-Ferguson, Rootes GroupRover and Renault but these were inconclusive.

Standard’s Vanguard engine

The Vanguard’s engine, later slightly enlarged, powered two saloons, a tractor and three sports cars

Leyland Motors

The Standard-Triumph company was eventually bought in 1960 by Leyland Motors Ltd which paid £20 million and the last Standard, an Ensign Deluxe, was produced in the UK in May 1963, when the final Vanguard models were replaced by the Triumph 2000 model. Triumph continued when Leyland became British Leyland Motor Corporation (later BL) in 1968. The Standard brand was ended on 17 August 1970 when a sudden announcement said that henceforth the Company was to be known as the Triumph Motor Company. The Standard name has been unused in Europe since then and the Triumph or Rover Triumph BL subsidiary used the former Standard engineering and production facilities at Canley in Coventry until the plant was closed in 1980.

BMW

BMW acquired the Standard and Triumph brands following its purchase of BL’s successor Rover Group in 1994. When most of Rover was sold in 2000, BMW kept the Standard brand along with Triumph, MINIand Riley. The management of British Motor Heritage Ltd, gained the rights to the Standard Brand upon their management purchase of this company from BMW in 2001 (reference BMH website linked below).

There was talk of a possible revival of the Standard name by MG Rover for its importation of the Tata Indica (reference Channel 4 website below). However, for reasons relating to the ownership of the brand by BMW, the car was finally launched as the Rover CityRover.

Standard in India

The Standard name had disappeared from Britain during the 1960s but continued for two more decades in India, where Standard Motor Products of India Ltd manufactured the

Indian Triumph Herald Mk3 advert

 Triumph Herald badged as the ‘Standard Herald’ and with the basic 948 cc engine during the 1960s, with increasingly local content and design changes over the years, eventually producing additional four-door and five-door estate models exclusively for the Indian market by the late 1960s.

After 1970, Standard Motor Products split with British Leyland, and introduced a bodily restyled four-door saloon based on the Herald known as the

Standard Gazel 2

Standard Gazel in 1972, using the same 948 cc engine but with a live rear axle, as the Herald’s swing-axle was not liked much by Indian buyers and mechanics alike. Allegedly India’s first indigenous car, the Gazel was built in small numbers – it has been suggested that it did so to keep its manufacturer’s licence – until 1977. With the company concentrating solely on producing commercial vehicles based on the Leyland 20 model, badged as “Standard 20”, production of Standard cars ceased until the Standard 2000, a rebadged Rover SD1, was introduced in 1985. The car was higher and had a slightly modified old 1991 cc Standard Vanguard engine, as the company could not procure the licence to use the original Rover engine on this car. Being expensive and outdated it was not successful, apart from the reasons that it had competition from cars with Japanese and other newer, fuel-efficient technology in India. It ceased production in 1988, with the Bombay factory also closing its operations at the same time, around the same time that the last examples of the SD1 left British showrooms (production had finished in 1986 but stocks lasted for around two more years). After feeble efforts over successive years to revive the company, the premises were auctioned off in 2006 and Britain’s Rimmer Bros. bought up the entire unused stock of SD1 parts. This also signalled the end of the Standard marque.

British car models

Pre World War 1

Year Name RAC
rating
Cubic
capacity
Bore &
stroke
Valves Cylinders Wheelbase Production
1903 Motor Victoria 6 hp 1006 cc 5 in (127 mm) x 3 in (76 mm) side 1 78 in (1,981 mm)
1904–05 Motor Victoria 12/15 hp 1926 cc 5 in (127 mm) x 3 in (76 mm) side 2
1905 16 hp 3142 cc 100 mm (3.9 in) x 100 mm (3.9 in) side 4 108 in (2,743 mm)
1905–08 18/20 4714 cc 100 mm (3.9 in) x 100 mm (3.9 in) side 6 120 in (3,048 mm)
1906 Model 8 16/20 3531 cc 102 mm (4.0 in) x 108 mm (4.3 in) side 4 108 in (2,743 mm) / 120 in (3,048 mm)
1906 Model 9 24/30 5232 cc 4 in (102 mm) x 4 in (102 mm) side 6 120 in (3,048 mm) / 132 in (3,353 mm)
1906 Model 10 10 hp 631 cc 70 mm (2.8 in) x 82 mm (3.2 in) side 2 78 in (1,981 mm)
1906–12 Model 11 50 hp 11734 cc 140 mm (5.5 in) x 127 mm (5.0 in) side 6 132 in (3,353 mm)
1906–12 Model 12 50 hp 11734 cc 140 mm (5.5 in) x 127 mm (5.0 in) side 6 144 in (3,658 mm)
1907 15 hp 1893 cc 70 mm (2.8 in) x 82 mm (3.2 in) side 6 87 in (2,210 mm)
1907–08 Model B 30 hp 5297 cc 102 mm (4.0 in) x 108 mm (4.3 in) side 6 120 in (3,048 mm)
1908–11 Model C 40 hp 6167 cc 102 mm (4.0 in) x 107 mm (4.2 in) side 6 120 in (3,048 mm)
1908–11 Model D 30 hp 4032 cc 89 mm (3.5 in) x 108 mm (4.3 in) side 6 120 in (3,048 mm)
1909–11 Model E 16 hp 2688 cc 89 mm (3.5 in) x 108 mm (4.3 in) side 4 110 in (2,794 mm) / 120 in (3,048 mm)
1912 Model G 25 hp 4032 cc 89 mm (3.5 in) x 108 mm (4.3 in) side 6 116 in (2,946 mm)
1910–11 Model J 12 hp 1656 cc 68 mm (2.7 in) x 114 mm (4.5 in) side 4 96 in (2,438 mm)
1911–12 Model K 15 hp 2368 cc 80 mm (3.1 in) x 120 mm (4.7 in) side 4 120 in (3,048 mm)
1911–13 Model L 20 hp 3620 cc 80 mm (3.1 in) x 120 mm (4.7 in) side 6 126 in (3,200 mm)
1913–14 Model O 20 hp 3336 cc 89 mm (3.5 in) x 133 mm (5.2 in) side 4 121 in (3,073 mm) / 128 in (3,251 mm)
1913–18 Model S 9.5 hp 1087 cc 62 mm (2.4 in) x 90 mm (3.5 in) side 4 90 in (2,286 mm)

(Sources—Standard Motor Club and Graham Robson Book of the Standard Motor Company, Veloce, ISBN 978-1-845843-43-4)

1919–1939

Year Type Engine Production
1919–21 9.5 hp Model SLS 1328 cc side-valve 4-cylinder
1921–23 8 hp 1087 cc side-valve 4-cylinder
1921–23 11.6 hp SLO 1598 cc ohv 4-cylinder
1922–26 13.9 hp SLO-4 1944 cc ohv 4-cylinder
1923–27 11.4 hp V3 1307 cc ohv 4-cylinder
1926–28 13.9 hp V4 1944 cc ohv 4-cylinder
1927–28 18/36 hp 2230 cc ohv 6-cylinder
1927–30 9 hp 1153 or 1287 cc side-valve 4-cylinder
1929–33 15 hp 1930 or 2054 cc side-valve 6-cylinder
1930–33 9.9 hp Big Nine 1287 cc side-valve 4-cylinder
1931–35 20 hp Envoy 2552 cc side-valve 6-cylinder
1932–33 Little Nine 1006 cc side-valve 4-cylinder
1932–33 Little Twelve 1337 cc side-valve 6-cylinder
1932–33 Big Twelve 1497 cc side-valve 6-cylinder
1934 12/6 1497 cc side-valve 6-cylinder
1934–35 10/12 Speed Model 1608 cc side-valve 4-cylinder
1934–36 Nine 1052 cc side-valve 4-cylinder
1934–36 Ten 1343 cc side-valve 4-cylinder
1934–36 Twelve 1608 cc side-valve 4-cylinder
1934–36 Sixteen 2143 cc side-valve 6-cylinder
1935–36 Twenty 2664 cc side-valve 6-cylinder
1937–38 Flying Ten 1267 cc side-valve 4-cylinder
1937–40 Flying Twelve 1608 cc side-valve 4-cylinder
1937–40 Flying Nine 1131 cc side-valve 4-cylinder
1937–40 Flying Light Twelve 1343 cc side-valve 4-cylinder
1937–40 Flying Fourteen 1608 cc or 1776 cc side-valve 4-cylinder
1936–40 Flying Sixteen 2143 cc side-valve 6-cylinder
1936–40 Flying Twenty 2663 cc side-valve 6-cylinder
1936–38 Flying V8 2686 cc side-valve V-8-cylinder
1938–40 Flying Eight 1021 cc side-valve 4-cylinder

Vanguard Phase I

Vanguard Phase II

Vanguard Vignale

1945–1963

Year Type Engine Production
1945–48 Eight 1021 cc side-valve four-cylinder 53,099
1945–48 Twelve 1608 cc side-valve 4-cylinder 9,959
1945–48 Fourteen 1776 cc side-valve 4-cylinder 22,229
1947–53 Vanguard Phase I 2088 cc OHV 4-cylinder 184,799
1953–55 Vanguard Phase II 2088 cc ohv 4-cylinder
2092 cc ohv 4-cylinder diesel
81,074
1,973
1953–57 Eight 803 cc ohv 4-cylinder 136,317
1954–56 Ten 948 cc ohv 4-cylinder 172,500
1955–58 Vanguard Phase III 2088 cc ohv 4-cylinder 37,194
1956–57 Vanguard Sportsman 2088 cc ohv 4-cylinder 901
1957–61 Ensign 1670 cc ohv 4-cylinder
2092 cc ohv 4-cylinder diesel
18,852
1957–59 Pennant 948 cc ohv 4-cylinder 42,910
1958–61 Vanguard Vignale 2088 cc ohv 4-cylinder 26,276
1960–63 Vanguard Six 1998 cc ohv 6-cylinder 9,953
1962–63 Ensign II 2138 cc ohv 4-cylinder 2,318

Military and commercial

Year Type Engine Production
1940–43 Beaverette 1,776 cc side-valve 4-cylinder
1940 -1943 type CD 1943-1945 type UV 12 hp Light Utility 1,608 cc side-valve 4-cylinder
1943 Jeep 1,608 cc side-valve 4-cylinder
1947–58 12 cwt 2,088 cc ohv 4-cylinder
1954–62 6 cwt 948 cc ohv 4-cylinder
1958–62 10 hp Atlas 948 cc ohv 4-cylinder
1962–63 Atlas Major 1,670 cc ohv 4-cylinder
1962–65 7 cwt 1,147 cc ohv 4-cylinder

Standard 8 1955 – badge on one of the final basic Standard 8s.

Leyland 15. Rebranded from ‘Standard Atlas’ after Leyland bought out Standard-Triumph in 1961, the ’15’ used the Vanguard 2138cc engine or a diesel.

Standard 10 Companion Estate – badge on bonnet

Standard Ten Pennant – bonnet badge. The name ‘Pennant’ fitted in with the Standard names such as ‘Vanguard’ and ‘Ensign’

Standard Vanguard Phase I – badge on grille
Standard Vanguard Phase II – boot badge

Standard Vanguard Six – bonnet badge

Standard Vanguard Vignale – bonnet badge

See also

References

  1. Jump up^ Standard-Triumph Changes. The Times, Tuesday, Oct 06, 1959; pg. 17; Issue 54584.
  2. Jump up to:a b Georgano, N. (2000). Beaulieu Encyclopedia of the Automobile. London: HMSO. ISBN 1-57958-293-1.
  3. Jump up^ Sir Charles Friswell. The Times, Friday, Dec 17, 1926; pg. 16; Issue 44457
  4. Jump up to:a b “Goodbye Standard long live Triumph”. Motor: 39–40. 15 May 1976.
  5. Jump up^ Apral, K. “Standard 1930”http://www.classiccarcatalogue.com. Retrieved 10 July 2013.
  6. Jump up^ Mr. C. J. Band, The Times, Tuesday, Jan 08, 1935; pg. 19; Issue 46956
  7. Jump up^ The Standard Motor Company. The Times, Wednesday, Dec 16, 1953; pg. 12; Issue 52806
  8. Jump up to:a b Robson, Graham (May 2011). The Book of the Standard Motor Company. Poundbury, Dorchester, UK: Veloce Publishing. p. 68. ISBN 978-1-845843-43-4. Retrieved 2013-06-11A side-by-side comparison shows that the Eight block was smaller in all dimensions than the Nine/Ten, ensuring that all the major components – block, crankshaft, and camshaft – were new, as were the spacings between cylinder centres.
  9. Jump up to:a b Robson, Graham, The Book of the Standard Motor Company, p. 126
  10. Jump up^ Robson, Graham, The Book of the Standard Motor Company, pp. 63–64
  11. Jump up to:a b Motor Industry Management: Journal of the Institute of the Motor Industry. Burke House Periodicals. 1995. p. 25. Retrieved 2013-08-18Standard Flying Eight – first 8hp car with independent front suspension.
  12. Jump up^ Roberts, Peter (1984). The history of the automobile. Exeter Books. p. 145. ISBN 0-6710-7148-3. Retrieved 2013-08-18The ultimate was probably the Standard Flying Eight which had the new advantage for a small car of independent front suspension…
  13. Jump up^ Robson, Graham, The Book of the Standard Motor Company, p. 69
  14. Jump up^ Robson, Graham, The Book of the Standard Motor Company, pp. 63–64: “However, we do know, for certain, that in the 1938/39 financial year, which ended on 31 August 1939, exactly 50,729 cars were produced …”
  15. Jump up^ Standard Motor Company Record Turnover And Profit, Mr. C. J. Band On Expansion Policy The Times, Friday, Dec 21, 1945; pg. 10; Issue 50331
  16. Jump up^ Sir John Black. The Times, Wednesday, Dec 29, 1965; pg. 8; Issue 56515
  17. Jump up^ Standard Motor Company (Manufacturers of Standard and Triumph Cars, Ferguson Tractors, and Standard Commercial Vehicles). The Times, Thursday, Oct 14, 1954; pg. 13; Issue 53062
  18. Jump up^ Reorganizing Standard Triumph. The Times, Tuesday, Aug 22, 1961; pg. 8; Issue 55166
  19. Jump up^ Guinness, Paul (2015-06-25). “Curios: Standard 2000”HonestJohn Classics. Archived from the original on 2015-06-26.
  20. Jump up^ Robson 2006, p. 
  21. Jump up^ Michael Sedgwick and Mark Gillies, A-Z of Cars 1945-1970, Haymarket Publishing Ltd, 1994, page 185
  22. Jump up to:a b c d Sedgwick & Gillies 1986.

External links

TRIUMPH Motor Company Coventry England 1885-1984

Triumph-Automarken-Logo

Triumph Motor Company

Triumph Motor Company
Fate Taken over by Standard Motor Company later merged with and continuing as a division of Leyland Motors Ltd and its successors
Founded 1885
Defunct 1984
Headquarters Coventry, England
Key people
Siegfried Bettmann, Moritz (Maurice) Schulte (founders)
Parent Standard Motors Ltd, Leyland Motors Ltd, British Leyland Motor Corporation Ltd, BL plc

The Triumph Motor Company was a British car and motor manufacturing company. The Triumph marque (trade-name) is owned currently by BMW. The marque had its origins in 1885 when Siegfried Bettmann (1863–1951) of Nuremberg formed S. Bettmann & Co and started importing bicycles from Europe and selling them under his own trade name in London. The trade name became “Triumph” the following year, and in 1887 Bettmann was joined by a partner, Moritz (Maurice) Schulte, also from Germany. In 1889 the businessmen started producing their own bicycles in Coventry, England.

1923 Triumph 10-20

 1923 Triumph 10/20

History

Triumph Cycle Company

The company was renamed the Triumph Cycle Co. Ltd. in 1897. In 1902, they began producing Triumph motorcycles at their works in Coventry on Much Park Street. At first, these used engines purchased from another company, but the business prospered and they soon started making their own engines. In 1907, they purchased the premises of a spinning mill on Priory Street to develop a new factory. Major orders for the 550 cc Model H were made by the British Army during the First World War; by 1918, Triumph had become Britain’s largest manufacturer of motorcycles.

1931 Triumph Super 9, 4 Door Tourer

 1931 Triumph Super 9, 4 Door Tourer

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 car and 1.4-litre engine type named the Triumph 10/20 designed for them by Lea-Francis, to whom they paid a royalty for every car sold. Production of this car and its immediate successors was moderate, but this changed with the introduction in 1927 of the Triumph Super 7, which sold in large numbers until 1934.

Triumph Motor Company

1934 Triumph Gloria Six

 1934 Triumph Gloria Six

1936 Triumph Gloria Southern Cross 10.8 HP (four, 1,232 cc)

 1936 Triumph Gloria Southern Cross 10.8 HP (four, 1,232 cc)

1937 Triumph Dolomite Roadster

 1937 Triumph Dolomite Roadster

In 1930 the company’s name was changed to Triumph Motor Company. Holbrook realized he could not compete with the larger car companies for the mass market, so he decided to produce expensive cars, and introduced the models Southern Cross and Gloria. At first these used engines made by Triumph but designed by Coventry Climax, but in 1937 Triumph started to produce engines to their own designs by Donald Healey, who had become the company’s Experimental Manager in 1934.

The company encountered 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

1932 Alfa Romeo 8C 2300 Spider Corsa

Alfa Romeo 8C 2300

and developed a new car model with an Alfa inspired straight-8 engine type named the

1934 Triumph Dolomite Straight Eight2 2000cc

Triumph Dolomite.

Three of these cars were made in 1934, one of which was used in competition and destroyed in an accident. The Dolomites manufactured from 1937 to 1940 were unrelated to these prototypes.

In July 1939 the Triumph Motor Company went into receivership and the factory, equipment and goodwill were offered for sale. Thomas W. Ward Ltd. purchased the company and placed Healey in charge as general manager, but the effects of the Second World War again stopped the production of cars; the Holbrook Lane works were completely destroyed by bombing in 1940.

Standard Triumph

1946 Triumph 1800 Roadster

 1946 Triumph 1800 Roadster

In November 1944 what was left of the Triumph Motor Company and the Triumph trade name were bought by the Standard Motor Company and a subsidiary “Triumph Motor Company (1945) Limited” was formed with production transferred to Standard’s factory at Canley, on the outskirts of Coventry. Triumph’s new owners had been supplying engines to Jaguar and its predecessor company since 1938. After an argument between Standard-Triumph Managing Director, Sir John Black, and William Lyons, the creator and owner of Jaguar, Black’s objective in acquiring the rights to the name and the remnants of the bankrupt Triumph business was to build a car to compete with the soon to be launched post-war Jaguars.

The pre-war Triumph models were not revived and in 1946 a new range of Triumphs was announced, starting with the

1948 Triumph 1800 Roadster

Triumph Roadster.

The Roadster had an aluminium body because steel was in short supply and surplus aluminium from aircraft production was plentiful. The same engine was used for the 1800 Town and Country saloon, later named the

1954 Triumph Renown

Triumph Renown,

which was notable for the styling chosen by Standard-Triumph’s managing director Sir John Black. A similar style was also used for 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 replaced directly, sheet aluminium having by now become a prohibitively expensive alternative to sheet steel for most auto-industry purposes.

1950 Triumph Mayflower

 1950 Triumph Mayflower

1955 Triumph TR2 1991cc November

 1955 Triumph TR2

In the early 1950s it was decided to use the Triumph name for sporting cars and the Standard name for saloons and in 1953 the Triumph TR2 was initiated, the first of the TR series of sports cars that would be produced until 1981. Curiously, the TR2 had a Standard badge on its front and the Triumph globe on its hubcaps.

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

Leyland and beyond

1960 Triumph Herald 948cc Coupe

 1960 Triumph Herald 948cc Coupe

1955-57 Triumph TR3

 1955-57 Triumph TR3

1970 Triumph Vitesse Mk.2 Convertible

 1970 Triumph Vitesse Mk.2 Convertible

Standard-Triumph was bought by Leyland Motors Ltd. in December 1960; Donald Stokes became chairman of the Standard-Triumph division in 1963. Further mergers resulted in the formation of British Leyland Motor Corporation in 1968.

Triumph set up an assembly facility in Speke, Liverpool in 1959 gradually increasing the size of the most modern factory of the company to the point that it could fully produce 100,000 cars per year. However, only a maximum of 30,000 cars was ever produced as the plant was never put to full production use, being used largely as an assembly plant. During the 1960s and ’70s Triumph sold a succession of Michelotti-styled saloons and sports cars, including the advanced

Triumph Dolomite Sprint a Triumph Dolomite Sprint

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 malfunctions. Although the injection system had proven itself in international competition, it lacked altitude compensation to adjust the fuel mixture at altitudes greater than 3,000 feet (910 m) above sea level. The Lucas system proved unpopular: Lucas did not want to develop it further, and Standard-Triumph dealers were reluctant unwilling to attend the associated factory and field-based training courses.

Triumph 2.5 PI Mk 2 Saloon

Triumph 2.5 PI Mk 2 Saloon

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

1973 Triumph Spitfire

 1973 Triumph Spitfire

The only all-new Triumph model initiated as Rover Triumph was the TR7, which had the misfortune to be in production successively at three factories that were closed: Speke, the poorly run Leyland-era Standard-Triumph works in Liverpool, the original Standard works at Canley, Coventry and finally the Rover works in Solihull. Plans for an extended range based on the TR7, including a fastback variant codenamed “Lynx”, were ended when the Speke factory closed. The four-cylinder TR7 and its short-lived eight-cylindered derivative the TR8 were terminated when the road car section of the Solihull plant was closed (the plant continues to build Land Rovers.)

Demise of Triumph cars

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

Current ownership

1974 Triumph GT6 Coupé

 1974 Triumph GT6 Coupé

1976 Triumph TR6

 1976 Triumph TR6

The trademark is owned currently by BMW, which acquired Triumph 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. 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 service of the existing ‘park’ of Triumph cars.

The Triumph name has been retained by BMW along with Riley, and Mini. In late 2007, the magazine Auto Express, after continued rumours that Triumph be revived with BMW ownership, featured a story showing an image of what a new version of the TR4 might look like. BMW has not commented officially on this.

Triumph 2.5PI 2500cc

 Triumph 2.5PI

1973 Triumph Dolomite Sprint

 1973 Triumph Dolomite Sprint

1982 Triumph TR7 cabriolet 1998cc

 1982 Triumph TR7 cabriolet

1983 Triumph Acclaim 1335cc

 1983 Triumph Acclaim

Triumph Lynx

 The ill-fated Triumph Lynx

Triumph car models

Pre-war

Model Name Engine Year
Triumph 10/20 1393 cc inline 4 (1923–25)
Triumph 13/35 or 12.8 1872 cc inline 4 (1927–27)
Triumph 15/50 or Fifteen 2169 cc inline 4 (1926–30)
Triumph Super 7 747 cc inline 4 (1928)
Triumph Super 8 832 cc inline 4 (1930)
Triumph Super 9 1018 cc inline 4 (1931)
Triumph Gloria 10 1087 cc inline 4 (1933)
Triumph 12-6 Scorpion 1203 cc inline 6 (1931–33)
Triumph Southern Cross 1087/1232 cc inline 4 (1932)
Triumph Gloria (’12’ / ’12’) Four 1232/1496 cc inline 4 (1934–37)
Triumph Gloria (‘6’ / ‘6/16’) Six 1476/1991 cc inline 6 (1934–35)
Triumph Gloria 14 1496/1767 cc inline 4 (1937–38)
Triumph Dolomite 8 1990 cc inline 8 (DOHC) (1934)
Triumph Dolomite Vitesse 14 1767/1991 cc inline 4/6 (1937–38)
Triumph Vitesse 1767/1991 cc inline 4/6 (1936–38)
Triumph Dolomite 14/60 1767/1991 cc inline 4/6 (1937–39)
Triumph Dolomite Roadster 1767/1991 cc inline 4/6 (1937–39)
Triumph 12 1496 cc inline 4 (1939–40)

Post war

Model name Engine Year Number built
Triumph 1800 Saloon 1776 cc inline 4 1946–49
Triumph 1800 Roadster 1776 cc inline 4 1946–48
Triumph 2000 Saloon 2088 cc inline 4 1949
Triumph 2000 Roadster 2088 cc inline 4 1948–49
Triumph Renown 2088 cc inline 4 1949–54
Triumph Mayflower 1247 cc inline 4 1949–53
Triumph TR1 / 20TS 2208 cc inline 4 1950
Triumph TR2 1991 cc inline 4 1953–55 8,636
Triumph TR3 1991 cc inline 4 1956–58
Triumph TR3A 1991 cc inline 4 1958–62
Triumph TR3B 2138 cc inline 4 1962
Triumph Italia 1991 cc inline 4 1959–62
Triumph TR4 2138 cc inline 4 1961–65
Triumph TR4A 2138 cc inline 4 1965–67
Triumph TR5 2498 cc inline 6 1967–69
Triumph TR250 2498 cc inline 6 1967–69
Triumph Dove GTR4 2138 cc inline 4 1961–64
Triumph TR6 2498 cc inline 6 1969–76
Triumph TR7 1998 cc inline 4 1975–81
Triumph TR8 3528 cc V8 1978–81
Triumph Spitfire 4 (Spitfire Mk I) 1147 cc inline 4 1962–65 45,763
Triumph Spitfire Mk II 1147 cc inline 4 1965–67 37,409
Triumph Spitfire Mk III 1296 cc inline 4 1967–70 65,320
Triumph Spitfire Mk IV 1296 cc inline 4 1970–74 70,021
Triumph Spitfire 1500 1493 cc inline 4 1974–80 95,829
Triumph GT6 1998 cc inline 6 1966–73 40,926
Triumph Herald 948 cc inline 4 1959–64
Triumph Herald 1200 1147 cc inline 4 1961–70
Triumph Herald 12/50 1147 cc inline 4 1963–67
Triumph Herald 13/60 1296 cc inline 4 1967–71
Triumph Courier 1147 cc inline 4 1962-66
Triumph Vitesse 6 1596 cc inline 6 1962–66
Triumph Vitesse Sports 6 (US version of Vitesse 6) 1596 cc inline 6 1962–64
Triumph Vitesse 2-litre and Vitesse Mark 2 1998 cc inline 6 1966–71
Triumph 1300 1296 cc inline 4 1965–70
Triumph 1300 TC 1296 cc inline 4 1967–70
Triumph 1500 1493 cc inline 4 1970–73
Triumph 1500 TC 1493 cc inline 4 1973–76
Triumph Stag 2997 cc V8 1971–77
Triumph Toledo 1296 cc inline 4 1970–78
Triumph Dolomite 1300 1296 cc inline 4 1976–80
Triumph Dolomite 1500 1493 cc inline 4 1976–80
Triumph Dolomite 1500 HL 1493 cc inline 4 1976–80
Triumph Dolomite 1850 1850 cc inline 4 1972–76
Triumph Dolomite 1850 HL 1850 cc inline 4 1976–80
Triumph Dolomite Sprint 1998 cc inline 4 1973–80
Triumph 2000 Mk1, Mk2, TC 1998 cc inline 6 1963–77
Triumph 2.5 PI Mk1, Mk2 2498 cc inline 6 1968–75
Triumph 2500 TC & S 2498 cc inline 6 1974–77
Triumph Acclaim 1335 cc inline 4 1981–84 133,625

Prototypes

Triumph-based models

Vale Special (1932–36) very low built two-seater based on Super 8 and Gloria
Swallow Doretti (1954–55)
Amphicar (1961–68) used a Triumph Herald engine
Bond Equipe GT (1964–67)
Panther Rio (1975–77) based on the Triumph Dolomite
Fairthorpe Cars
Saab 99 used Triumph engines when the supply of German Ford V-4s ended.
Lotus Seven (1960–68) the Series 2 had many Standard Triumph parts.
Daimler SP250 used various Triumph parts in its gearbox and suspension, gearbox was a copy of a Triumph unit.
Jensen-Healey Mk. I used TR-6 front brakes.
MG Midget 1500 (1975–79) Rubber-bumpered Midgets used the 1493cc L-4 and gearbox borrowed from the Triumph Spitfire.

Badging

Globe

Pre-war Triumphs carried a stylised Globe badge, usually on the radiator grille, and this was also used on the first three models produced under Standard’s control.

Griffin

Standard had introduced a new badge in 1947 for their own models, first seen on the Vanguard, a highly stylised motif based on the wings of a Griffin. With the introduction of the TR2, a version of this badge appeared for the first time on the bonnet of a production Triumph, while the Globe continued to appear on the hubcaps. This same double-badging also appeared on the TR3 and TR4, the 2000 and the 1300.

However, the original Herald, Spitfire, Vitesse and GT6 models all carried only the Griffin badge on their bonnets/radiator grilles, with unadorned hubcaps.

The TR4A appeared with a Globe badge on the bonnet, apparently signifying a return to the original Triumph badging. This was short-lived, as a policy of Leylandisation mean that neither Globe nor Griffin appeared on subsequent models from the TR5 onwards, or on later versions of the Spitfire, GT6 and 2000.

Leyland

Leyland’s corporate badge, a design based on the spokes of a wheel, appeared on the hubcaps of the 1500FWD, and next to the Triumph name on the metal identification labels fitted to the bootlids of various models. It was also used for the oil filler cap on the Dolomite Sprint engine. However it was never used as a bonnet badge, with models of that era such as the TR6 and the second generation 2000 carrying a badge simply stating the name “Triumph”.

Stag

The Stag model carried a unique grille badge showing a highly stylised stag.

Laurel wreath

The last versions of the TR7 and Dolomite ranges received an all-new badge with the word Triumph surrounded by laurel wreaths, and this was also used for the Acclaim. It was carried on the bonnet and the steering wheel boss.

See also

References

  1. ^ Jump up to:a b c Robson, Graham (1972). The Story of Triumph Sports Cars. MRP. ISBN 0-900549-23-8.
  2. ^ Jump up to:a b Georgano, N. (2000). Beaulieu Encyclopedia of the Automobile. London: HMSO. ISBN 1-57958-293-1.
  3. Jump up^ “Alfa Romeo 8C 2300”. rickcarey.com. Retrieved 16 August 2007.
  4. Jump up^ Langworth, Richard M. (Second Quarter 1973). “Trundling Along With Triumph – The story thus far…”. Automobile Quarterly (Automobile Quarterly Inc.) 11 (2): 128–129. LCCN 62-4005. Check date values in: |date= (help)
  5. Jump up^ Robson, Graham (1982). Triumph Spitfire and GT6. London: Osprey Publishing Ltd. p. 8. ISBN 0-85045-452-2.
  6. Jump up^ “Goodbye Standard long live Triumph”. Motor: pp. 39–40. 15 May 1976.
  7. ^ Jump up to:a b Marren, Brian. “Closure of the Triumph TR7 Factory in Speke, Merseyside, 1978: ‘The Shape of Thingsto Come’?”.Academia.edu. Retrieved 29 August 2013.
  8. Jump up^ Original Triumph TR, Bill Piggott, ISBN 1-870979-24-9
  9. ^ Jump up to:a b c d e f Robson, Graham (1982). Triumph Spitfire and GT6. Osprey Publishing. p. 187. ISBN 0-85045-452-2.
  10. Jump up^ “The Unofficial Austin-Rover Web Resource”.
  11. Jump up^ Long, Brian (2008). Daimler V8 S.P. 250 (2nd ed.). Veloce Publishing. p. 168. ISBN 1-9047-8877-7. Clearly based on a Triumph unit, the SP’s manual gearbox is rather weak for such a powerful engine. First gear has a tendency to strip if misused by the driver, but most gearbox parts are replaceable with Triumph components.
  12. Jump up^ Robson, Graham; Bonds, Ray (2002). “Daimler SP250 (‘Dart’)”. The Illustrated Directory of Sports Cars. MBI Publishing. p. 129.ISBN 0-7603-1418-7. The new car, which Daimler wanted to call the ‘Dart’ until Dodge complained that it held the trade mark rights to that name, had a chassis and suspension layout which was unashamedly and admittedly copied from that of the Triumph TR3A (both cars were built in Coventry, England), as was the gearbox.
  13. Jump up^ The Standard Car Review January 1947

External links

Triumph-Automarken-Logo

the pictures from my collection of Triumph:

 1907 Triumph 1907 Triumph-2 1923 Triumph 10-20 1924-26 Triumph 13-35 1927 triumph 13-35 1927 Triumph super 7 832cc 1927 triumph-super-seven-1927 1927-32 Triumph Super Seven UK 1928 TRIUMPH Super Seven car advert a 1928 TRIUMPH Super Seven car advert 1928 Triumph Super Seven 1929 triumph 28 rhf

Triumph Super 7 Two Seat Tourer (1929 )
Triumph Super 7 Two Seat Tourer (1929 )
Triumph Super 7 Two Seat Tourer (1929 )
Triumph Super 7 Two Seat Tourer (1929 )

1929 Triumph Super Seven Review Road Test Specification 1929 1929 Triumph Super Seven Supercharged Sports a 1930 Triumpf Fifteen Fabric Saloon b 1930 Triumph 15-50 1930 TRIUMPH SUPER 7 GNAT 1930 triumph super seven saloon 1930 Triumph Super Seven 1931 Triumph Scorpion Saloon 12-6 1931 Triumph Super 9 - 6 Light coachbuilt saloon prototype, built 1931 1931 Triumph Super 9, 4 Door Tourer 1932 Alfa Romeo 8C 2300 Spider Corsa