Triumph Super 7
Triumph Super 7 Touring Car (1930 )
The Triumph Super 7 was a car that was built by the Triumph Motor Company from 1927 to 1934. He figured Triumph response to the successful Austin 7 and was the first automobile produced in large numbers by the manufacturer. In 1930, he was replaced by the slightly modified Triumph Super 8; In 1932, the Triumph Super 9
Construction
The development of the new car began in 1925, when Arthur Sykes, who had previously been working for Lea - Francis, was entrusted with the construction of a new small car. Among the staff placed by him was also Stanley Edge, who had worked as a draftsman in the construction of the Austin 7. The car was introduced in September 1927, was 150 mm longer and 50 mm wider than the Austin. The " Super " as used in the model designation was directly related to the Austin Seven. Triumph took so for to build the better car to complete.
The new four- cylinder engine with 832 cc and lateral side valves was mostly designed by Harry Ricardo and had a stroke of 83 mm and a bore of 56.5 mm. Unlike the Austin the car had a three -bearing crankshaft, and a cast Druckumfaufschmierung from one piece cast iron crankcase ( The Austin had only two crankshaft bearings and cylinder block and crankcase were separate housing). The car had, like his predecessors in triumph, hydraulically operated Lockheed brakes, but now. Than expanding brakes with drums of 241 mm diameter These were less sensitive than the old external shoe brakes against splashing water. In the early types, the brake fluid and the brake master cylinder was pressed directly into a reservoir with a pedal. This system proved to be too vulnerable to a loss of brake fluid. Therefore, a separate from the master cylinder brake fluid reservoir was built in 1930. The Super Seven has only a parking brake that acted directly on the gearbox. Only in extreme cases it is free to use as a hand brake.
The chassis has a rigid front axle, which is held by semi-elliptical leaf springs. A driven rear axle beam was installed, which was suspended as in Austin 7 at quarter-elliptical leaf springs and it is therefore allowed that the side beams of the frame transmitted just before the rear axle. The unsynchronized three-speed gearbox was locked with the engine and ran the engine power via a torque tube (not via a cardan shaft ) to the differential screw on. In later types, four-speed transmission was available. It was installed a 6 volt electrical system. The accumulator was installed in a box on the left running board. In the Super Eight of the battery was already installed under the driver's seat.
Structures
There was a whole lot of work bodies. The cheapest model was the two-door viersizige touring car, followed by de-luxe touring car with two-tone body, a two-seater with mother-in seat, a two-door sedan, a Weymann saloon and finally the top model, the sedan with all-steel body. Gordon England also provided a Weymann saloon with a fabric roof. The chassis was also delivered to Stellmacher businesses that fixed their own bodies it. The sales prices ranged from £ 113 for the motorized chassis and £ 190 for the sedan by Gordon England. In a car test the car reached a little more than 80 km / h and consumed 7.1 l / 100 km.
Model history
In 1929 a new body style called Special Sports with a pointed tail. A short time there was a supercharged variant whose engine capacity was reduced to 747 cc, and the allegedly a top speed of 129 km / h reached, but apparently due to the high price of £ 250 rare sold. Also in 1929, Donald Healey announced a standard version of the Monte Carlo Rally, started from Berlin, but could not finish the race because it is as you read, remained stuck in the snow in France. Undaunted, he tried again in 1930, finishing in seventh place, the best of all participants on British cars. This was an amazing result for a car with a mere 80 km / h top speed.
In 1930 there were more body styles, a two-seat coupe, a De - Luxe - Weymann saloon and surprisingly also a Landaulet. Wire spoke wheels were now supplied as standard and replaced the hitherto usual wooden spoke wheels. The escalating number of body styles in 1931 reduced; the Weymann saloons, the Landaulet, the coupe and the Special Sports fell away, but came to a Gnat Sports Tourer and a karossierte of Tickford saloon.
Due to the poor economic situation in 1932 the range was further reduced, with the car as "Mark I" ( touring car ) and "Mark II" ( sedans ) were named. A hardtop sedan was offered in addition. The trace of the car was widened from 1,067 mm to 1,105 mm, the rear Viertelelliptikfedern have been replaced by semi-elliptical specimens; the Mark II sedans and De Luxe models received four-speed transmission.
Super 8
1930 named to the car in Super 8 to because he has always fallen below the eight taxable horsepower group, and all versions got the Mark II chassis. The range of structures was reduced in consequence on, leaving only the two sedans, the hardtop sedan and the four-seater touring car remained.
Super 9
In 1932, out of the Super 9. Although this is named after the successor to the Super 8, but similar in design the models already Scorpion and Twelve / Six. He had the larger constructed from Coventry Climax and recreated under license by Triumph engine with 1018 cc, an output of 29.8 bhp (22 kW) and against controlled valves ( oise ), and a Solex carburetor. The car had a longer wheelbase by 152 mm and was 76 mm longer and 13 mm wider than its predecessor.
Swell
- Langworth, Richard & Robson, Graham: Triumph Cars - The Complete 75 - Year History, Motor Racing Publications, London ( 1979), ISBN 0900549440
- Robson, Graham: The Story of Triumph Sports Cars, Motor Racing Publications ( 1972), ISBN 0-900549-23-8
- Baldwin, Nick: AZ of cars of the 1920s, Bay View Books ( 1994), ISBN 1-870979-53-2
- Sedgwick, Mark Gillies &: AZ of cars of the 1930s, Bay View Books ( 1989) ISBN 1-870979-38-9
- Wood, Jonathan: Little Super Seven, The Automobile ( January 2000)