48-689: The Triumph Renown is strictly the name given to the Triumph 's large saloon car made from 1949 to 1954 but it is, in reality, part of a three-car series of the 1800, 2000 and Renown models. Together with the Triumph Roadster , they were the first vehicles to carry the Triumph badge following the company's takeover by the Standard Motor Company . The Triumph Razoredge Owner's Club Ltd, formed in 1975, provides support to some of
96-545: A Triumph 1800. The front independent suspension used a transverse leaf spring. The car used the larger 2088 cc four-cylinder engine with single Solex carburettor as fitted to the Standard Vanguard . The engine developed 68 bhp (51 kW) at 4200 rpm. The 3-speed gearbox with column shift also came from the Vanguard and had synchromesh on all the forward ratios. There was independent suspension at
144-533: A coincidence. Similar styling subsequently appeared on the smaller Triumph Mayflower . The Managing Director of the Standard Motor Company at that time, Sir John Black, commissioned the design of the Razoredge saloon. There has been much discussion over the years as to exactly which designers of that period were responsible for the styling but it is very clear from the records that Sir John drove
192-606: 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,
240-702: A place for it . I can't think of anything that is in the production timeframe that would not be wearing a BMW badge - be it ' i ' or just BMW." In 2023, automotive design house Makkina (with permission from BMW) revealed the Triumph TR25 concept car for its 25th anniversary, as well as to celebrate the 100th anniversary of Triumph Cars itself. Based on the BMW i3S , the TR25 pays homage to the Triumph TR2 MVC575 'Jabbeke' of 1953, featuring many design cues from
288-458: A second legacy brand and adding extra showrooms . In late 2007, the magazine Auto Express , after continued rumours that Triumph might be revived with BMW ownership, featured a story showing an image of what a new version of the TR4 might look like. BMW did not comment officially on this. In 2011, BMW applied for a European trademark to use the Triumph laurel wreath badge on vehicles, as well as
336-441: A top speed of 77.5 mph (124.7 km/h) slightly quicker than they had recorded two years earlier for the saloon and could accelerate from 0–60 mph (97 km/h) in 25.0 seconds. The reported fuel consumption was 21.6 miles per imperial gallon (13.1 L/100 km; 18.0 mpg ‑US ). The test car cost £1440 including taxes. A total of 190 were made though only very small numbers remain. The final version of
384-410: A wide variety of merchandise. The application was published in late 2012, and further stirred rumours regarding the revival of the Triumph brand. Piers Scott, head of corporate communications for BMW Australia stated in an interview with Drive that: "[The Triumph brand] is always there to be rejuvenated should we choose, I don't think people realise we have Triumph in our stable, but I struggle to see
432-535: The Mazda MX-5 . This new car was speculated to be branded as either an Austin-Healey or a Triumph. Development of the car took place, although production did not commence. In 2005, it was reported that BMW's Designworks studio in California proposed reviving the Triumph brand for use on the new Mini Roadster , branding and styling it as a Triumph. The idea was rejected by Mini dealers, averse to selling
480-523: The Morris marque in 1984 as well as the Triumph brand. The trademark is owned currently by BMW , which acquired Triumph when it bought the Rover Group in 1994. When BMW sold Rover , it retained the Triumph and Riley marques. The Phoenix Consortium , which bought Rover, attempted to buy the Triumph brand, but BMW refused, saying that if Phoenix insisted, it would break the deal. The Standard marque
528-674: The TR8 were terminated when the road car section of the Solihull plant was closed (the plant continued to build Land Rovers .) The last Triumph model was the Acclaim , introduced in 1981 and essentially a rebadged Honda Ballade built under licence from the Japanese carmaker Honda , at the former Morris Motors works in Cowley , Oxford. The Triumph name disappeared over the summer of 1984, when
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#1732787207015576-651: The Triumph TR2 was initiated, the first of the TR series of sports cars that were 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 their replacements. The success of the TR range meant that Triumph was considered a more marketable name than Standard, and
624-479: 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. In the early 1950s it was decided to use the Triumph name for sporting cars and the Standard name for saloons and in 1953
672-404: The 1940s by others including Austin for its big Sheerline . The six light (featuring three side windows on each side) design and the thin C pillars at the rear of the passenger cabin anticipated the increased window areas that would become a feature of British cars during the 1960s. The car's side profile resembled that of the contemporary prestigious Bentley saloons, which some felt was more than
720-504: The 3-speed column change transmission was retained, from June 1950 an overdrive unit was offered as an option. Inside there was a new instrument layout. A Renown tested by the British magazine The Motor in 1950 had a top speed of 75.0 mph (120.7 km/h) and could accelerate from 0–60 mph (97 km/h) in 24.3 seconds. A fuel consumption of 23.9 miles per imperial gallon (11.8 L/100 km; 19.9 mpg ‑US )
768-745: The Acclaim was replaced by the Rover 200 , a rebadged version of Honda's next generation Civic/Ballade model. This was the first phase of a rebranding of the Rover Group which would also see the Austin and Morris brands disappear by the end of the 1980s and the Rover brand dominate most of the company's products. The BL car division had by then been named the Austin Rover Group , which also retired
816-541: The Renown used the longer-wheelbase chassis from the limousine. It is easily distinguished from the earlier cars by virtue of the push button door handles and the wider rear window. Of the 2800 produced, only 150 remain worldwide. There was no direct replacement Triumph saloon following the end of Renown production. A badge-engineered version of the Standard Vanguard Phase III intended to be called
864-524: 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
912-591: 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. The Motor (magazine) The Motor (later, just Motor )
960-866: The Triumph Renown was built with a version of the upright Triumph radiator grille and the Triumph "world" badges, but shortly before the model's launch in August 1956 it was decided to badge it as the Standard Vanguard Sportsman instead. Triumph Motor Company The Triumph Motor Company was a British car and motor manufacturing company in the 19th and 20th centuries. The marque had its origins in 1885 when Siegfried Bettmann 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"
1008-579: The Triumph marque was retired, where it remained dormant under the auspices of BL's successor company Rover Group . The rights to the Triumph marque are currently owned by BMW , who purchased the Rover Group in 1994. S. Bettman & Co. 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, they used engines purchased from another company, but
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#17327872070151056-524: The associated factory and field-based training courses. 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. The only all-new Triumph model initiated as Rover Triumph
1104-569: 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 placed by the British Army during the First World War; by 1918 Triumph had become Britain's largest manufacturer of motorcycles. In 1921 Bettmann was persuaded by his general manager Claude Holbrook (1886–1979), who had joined
1152-575: 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. In 1930
1200-515: 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 Alfa Romeo 8C 2300 and developed a new car model with an Alfa inspired straight-8 engine type named the Triumph Dolomite . Three of these cars were made in 1934, one of which
1248-427: The company's name was changed to Triumph Motor Company. Holbrook realised 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 they 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
1296-399: 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 Triumph Roadster . The Roadster had an aluminium body because steel
1344-614: The following year, and in 1887 Bettmann was joined by a partner, Moritz Schulte, also from Germany. In 1889, the businessmen started producing their own bicycles in Coventry , England. Triumph manufactured its first car in 1923. The company was acquired by Leyland Motors in 1960, ultimately becoming part of the giant conglomerate British Leyland (BL) in 1968, where the Triumph brand was absorbed into BL's Specialist Division alongside former Leyland stablemates Rover and Jaguar . Triumph-badged vehicles were produced by BL until 1984 when
1392-528: The front but a solid axle and half-elliptic leaf springs was at the rear. Lockheed hydraulic brakes with 9 in (229 mm) drums were fitted. 2000 were produced. The car was renamed the Renown in October 1949. It had an entirely new chassis based on the Standard Vanguard with pressed steel sections replacing the tubes previously used. The front suspension changed to coil springing. Although
1440-417: The journal was absorbed by its long-standing rival Autocar , which became, from the 7 September issue, Autocar & Motor . Six years later, with the 21 September 1994 issue, the name reverted to Autocar . This transport magazine or journal-related article is a stub . You can help Misplaced Pages by expanding it . See tips for writing articles about magazines . Further suggestions might be found on
1488-465: The mechanical parts with the Standard Vanguard which was produced during the same period. These cars provide an elegant sedate motoring experience. Those that were fitted with the Laycock de Normanville overdrive are able to cruise at around 55 to 60 MPH and return a fuel consumption of about 25 to 27 MPG. The cars were distinctively styled in the later 1930s vogue for Razor Edge coachwork used in
Triumph Renown - Misplaced Pages Continue
1536-530: The merger of the British Motor Corporation and Jaguar two years earlier) which resulted in the formation of British Leyland Motor Corporation . Triumph set up an assembly facility in Speke , Liverpool in 1960, gradually increasing the size of the company's most modern factory to the point that it could produce 100,000 cars per year. However, only a maximum of 30,000 cars was ever produced as
1584-677: 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 . Standard-Triumph was bought by Leyland Motors Ltd. in December 1960; Donald Stokes became chairman of the Standard-Triumph division in 1963. In 1967 Leyland Motor Corporation bought the Rover company and in 1968 Leyland Motor Corporation merged with British Motor Holdings (created out of
1632-533: 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
1680-447: The plant was never put into 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 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,
1728-528: The production forward and used the Triumph name from the prewar Triumph company that had been bought by the Standard Motor Company. The body was built by Mulliners of Birmingham in the traditional coachbuilder's method of sheet metal over a wooden frame. The principal panels were constructed not from steel , which was in short supply in the wake of the Second World War, but from aluminium . It had been used extensively for aircraft manufacture during
1776-725: The production of cars; the Holbrook Lane works were completely destroyed by bombing in 1940. 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 ,
1824-565: The record breaking car. Speaking with Auto Express , Makkina director Michael Ani stated that the TR25 is intended as a concept, although the BMW platform and powertrain provide scope to bring the car to production should the opportunity arise. 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
1872-500: The remaining Razoredge saloons. The Club is unable to supply Triumph parts to the USA and Canada due to insurance costs of supplying North America. As of 2016, the Club knows of around 250 of these cars distributed worldwide. The later two series of cars with chassis numbers commencing TDB and TDC have survived better than the earlier two variants. This may be due to the commonality of most of
1920-441: 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 to attend
1968-472: The war, which had taken place in a number of car plants (known at the time as " shadow factories ") in the English Midlands. But by the mid-1950s aluminium had become the more expensive metal, which may have hastened the Renown's demise. The 1776 cc, 65 bhp (48 kW) engine and the gearbox for the 1800 came from the pre-war Standard Flying Fourteen (also built 1945-1948). The chassis
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2016-413: Was a British weekly car magazine founded on 28 January 1903 and published by Temple Press. It was initially launched as Motorcycling and Motoring in 1902 before the title was shortened. From the 14 March 1964 issue the magazine name was simply Motor . Compared to rival The Autocar (later, just Autocar ), Motor was more informative and more conservative. The magazine usually included: In 1988,
2064-461: Was fabricated from tubular steel and was a lengthened 108 in (2,743 mm) version of the one on the Roadster with which it also shared its transverse leaf spring front suspension. The cars were well fitted out with leather seats and a wooden dashboard. A total of 4000 were produced. It cost £1425 including purchase tax . The 2000 Type TDA was only produced for one year and was essentially
2112-471: 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 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
2160-473: Was recorded. The test car cost £991 including taxes. Of the 6501 produced, fewer than 100 are known to have survived. (188 in 1952; 3 in 1953; 3 in 1954) In 1951 a limousine version was announced with an extra 3 in (76 mm) in the wheelbase. A division (glass partition) was placed behind the driver separating the front and back of the car. A radio and heater were fitted as standard. A limousine with overdrive tested by The Motor magazine in 1952 had
2208-675: Was the TR7 , which was 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
2256-467: 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. Proposals were reportedly made in the early 2000s for BMW to market a cheaper, four cylinder, rear wheel drive car based on the Z4 Roadster to rival
2304-421: 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. The Thos. W. Ward scrapping company purchased Triumph, and placed Healey in charge as general manager, but the effects of the Second World War again stopped
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