1.) Write a narrative account of a time you enjoyed a “moment of glory” completing high school or your GED, getting your driver’s license, or participating in a sports- or competition-related event. Explain what happened, how you reacted, and why you reacted the way that you did. Be sure to explain both the immediate and the long-term significance of this event, and use specific, detailed descriptions.
The Carburettor is an 375 Amal Monoblock, there is no choke arrangement though the carb features the usual tickler arrangement and receives its air via a rubber hose from an oblong air filter attached forward on the left of vertical main frame rail. Carb size is 13/16 inch.
The twin exhausts are 1 inch in diameter and terminate into the Triumph style of tubular silencer this does not show the offset entry of later silencers. The silencers are attached to the frame by short lengths of tubing with trapped ends. The same support is used to attach the pillion footrests if these optional extras are fitted.
Recent documentation I have seen indicates that Triumph Silencers were made by Burgess one of the many Birmingham companies supplying the British Motor industry.
Handlebar rubbers for this period are the Amal type, quite thin and all the remaining rubbers (footrest, kickstart etc) will show the Triumph logo (most modern pattern rubbers do not have this detail)! The plug caps fitted during this period are by Lodge.
For 1962 on all models the exhaust pipes are siamesed on the right and terminate concentrically into a silencer supported by the right pillion footrest bracket. This is nicely illustrated above and in the 1962 T100SS road test. Machines home and export show the Small concentric entry silencer illustrated above and seen clearly on the test machine in several photographs. Later machines of all models may have the larger ‘Resonator’ silencer fitted, seen on 1963 machines this is derived from the silencer fitted to the 1962 Thunderbird.
Machines fitted with twin silencers are recorded in the Factory Records but I am unsure if these are the specialised T100A type or the standard type fitted to the 3Ta and 5TA.
Some machines are fitted with twin silencers and are recorded in the Factory Records, I am unsure if these are the specialised T100A type or the standard type fitted to the 3Ta and 5TA.
In the USA most Riders of the SC models prefer to fit the Tri-Cor accessory handlebar #CD249, the Tri-Cor Bulletin of 15th August 62 describes preparing machines for the Jack Pine Enduro. Contact me for advice.
The handlebars for the T100SS and export models are 7/8 inch diameter; attached to the malleable iron fork crown by a combination of brackets and spacers. The crown with its steering damper is the same as used on touring models, which feature 1in bars and the nacelle. New for UK machines is a low sports handlebar, flat with acute bends while machines destined for the USA continue to be fitted with a high style bar, these narrow diameter bars require new brake levers, rubbers and throttle twistgrip, this features a new throttle clutch, which cannot be adjusted on the move. The clutch and brake levers are plain and feature vertical clamps and sliding ‘One Finger’ adjusters. Page 59 of the Motorcycle Mechanics road test shows the bar in some detail.
On the 62 Test Machine the Horn Switch is on the right with the dip on the left of the bar, these are Lucas items, type 99 Dip Switch and 4A Horn Button. Later batches of machines do not have the QD headlamp and the horn/dip arrangement changes to the later Lucas 25SA combined switch, attached to the clutch lever by a specialised clamp.
The 1961 US models provide the slim front mudguard, supported underneath by a bridge and forward by a single stay wrapping over the painted alloy mudguard. On the mudguard of UK machines is mounted a new simple plain curved number plate attached by two clips.
The rear mudguard of the T100 models show a raised central pressing and is supported by the curved stays of the pre-unit design, running from the upper shock absorber mounts back and underneath the mudguard, at the rear is the conventional six digit style number plate and rear light support.
Original Pressed Alloy number plates used in the UK have a distinctive style of script. The type of registration finish will depend on the practice of the dealer; some used adhesive letters, others, sign writing others embossed plates.
The rear light on all models including export versions is the Lucas 564 type, look closely at this for the Lucas part number; it incorporates a Red Reflector and clear panel for Number Plate Illumination.
The chromed headlamp shell (Lusas SS700P) features a quick release connector for the wiring and contains a Lucas motorcycle lamp unit, look for ‘Motorcycle’ imprinted in the glass, differing lamp units are supplied depending on the eventual market. The bulbs are pre focus main and pilot light. In the headlamp shell is the Lucas Ammeter (Black/Grey Faced 2AR) and no warning lights or switches are fitted. I believe that the QD wiring connector is replaced on home market machines during the year with the more common rubber grommet. Export models continue with the QD arrangement! Compare the illustrations above and below.
The Chronometric Speedo is the Smiths SC 5301/## 120 mph unit. The rev-counter if fitted is driven from the right of the exhaust camshaft using a special gearbox fixed to a modified timing cover. The rev counter is generally fitted to machines ordered by Tri-Cor (East Coast USA) while the 1961 illustrations only show the drive arrangement fitted to the T100SR model. The factory records detail most individual machines fitted with the rev counter.
For the T100SS, SC and SR the front wheel is a 19 inch Dunlop WM2 Rim, while the rear wheel is 18 inch Dunlop WM2 rim. Tyre fitments vary depending on the model. The Tyre profiles of road machines resemble the current Avon Speedmaster’s while the T100SC models are illustrated with appropriate off road tyres. Both Avon and Dunlop were suppliers to Triumph.
The 1962 T100A, 3TA and 5TA continue as before with 17inch wheels, the Bathtub and Full front mudguard.
The T100SS takes the styling and parts from the 1961 Export TR5AR and AC to replace the Nacelle, the headlamp now supported on the early elegant fork shrouds, while the forks now feature rubber gaiters. Overall the design of the fork internally is unchanged from the touring models but the steering stop arrangement changes to the cadmium plated extended fasteners used to clamp the fork stancions. Look for Motor Cycle 12th January 1967 for a detailed fork overhaul article with an excellent illustration. The 3TA and 5TA retain the steering stop arrangement from before.
T100SS. The single top tube frame retains the fore and aft fixing petrol tank of the other non-competition models; internally this features the strengthening beam (visible inside). The tank acts as a stressed member. Triumph; were aware that this stressed tank was weak and on the T100SC models had already fitted a frame brace and the later rubber isolated tank. Underneath the stressed tank on the right you will find the tyre pump fitted to brazed pegs. On the tank top is the chromed parcel grid and central strip covering the tank seam.
The Mouth Organ Tank badges show cream lettering and background detail while chrome styling strips run forward and back to cover the tank colour separation. The colour separation is shown on the illustration above. Shaped knee grips, monogrammed Triumph are attached by screws.
Note in the illustration below that the T100SC shows the small tank (without parcel grid) and so would seem to indicate the later four point fixing tank and frame brace. The smaller tank uses knee grips from the Tiger Cub.
From the illustrations above it can be seen that the 3TA and 5TA do not have the styling strips fitted.
The front hub is painted Black on all models, on the right is the 7 inch single leading shoe plain brake-plate, containing the floating shoe arrangement for the period. The brake cable stop is attached as before to the right fork slider where the lower mudguard stay attaches.
This stay is designed to pivot to act as a prop to ease removal of the front wheel the fasteners used here to attach the stay are specialised, shouldered so that they do not need undoing to allow the stay to pivot.