1967 TRUMPH TR6C TROPHY Triumph built two basic versions of the 650 TR6, the TR6C “Trophy” and the TR6R “Tiger”. The Trophy had high side pipes running along the left side and was set up for off-road use. The Tiger was the roadster version with down pipes, one on each side, and was optimized for road use. Below is the 1967 Triumph TR6C Tiger. The “C” in the model designation is supposed to stand for “Competition” although these bikes came will full lighting and other street equipment. Off-roaders quickly stripped the heavy, bulky road gear off and headed out to the desert, where the TR6C Trophy ruled.
1967 TRIUMPH TR6 BY THE NUMBERS
The 1967 model year included four Triumph TR6 Trophy models: TR6, TR6R, TR6C & TR6P. Engine & frame numbers ran from DU46201 to DU66246, built from September 14, 1966 to July 3, 1967.
Hepworth & Grandage pistons replaced the Triumph units, while the 9.0:1 compression ratio remained unchanged. Starting with engine #DU63043 the final exhaust cam oiling scheme was introduced. Called “timed tappets”, oil was fed to the exhaust tappet block at full & constant pressure, & the exhaust cam pushed the tappets up, they opened small oil ports that provided oiling to the exhaust cam lobes. Starting with engine #DU63241 an O-ring was installed on the tappet blocks to prevent oil seepage between the tappet blocks & the barrels. The oil pump was increased in scavenge capacity.
NEW CONCENTRIC CARB
Gone was the age-old Amal Monobloc carburetor. Starting with engine #DU63043 the 1967 Triumph TR6 got a new Amal Concentric (#R930/9-B) with a 30mm bore.
A new mainshaft with longer threads allowed the use of a self-locking nut. Alternate engagement dogs on the mainshaft second gear were deleted to ease shifting.
FRAME & CYCLE GEAR
The anti-theft steering lock was moved from the middle of the steering head to the bottom, now threaded for adjustment. All threads on the frames were now converted to UNF. A new fork top lug went along with the new lock set up. Front fork gaiters now got spring clips to secure them. From Engine #DU54659, O-rings were added to the fork seal holders to help prevent seepage.
The parcel rack was eliminated from US models, & so the US-market tanks lost the threaded mounting lugs. From #DU54659, the oil tank reverted back to the old top-end oiling set up from 1965.
1967 Triumph TR6R Tiger
1967 TRIUMPH TR6R TIGER
The “Tiger” name had been made famous first by the 500cc T100 Tiger, then by the 650cc T110 Tiger which left production in 1962, at the end of pre-unit construction. Starting with the 1963 model year, the first of the unit-construction TR6s, the Tiger name was applied to the TR6 line from then on. As always, the Tiger name meant high performance, but not quite up to Bonneville standards. But close. The TR6 was just as fast off the line, but didn’t have quite as much power at higher RPMs, thanks to the Bonnie’s second carb. However, the 1972 Triumph TR6R Tiger was a respectable performer if not pushed too hard. It was not able to keep up with the bigger bikes coming out of Japan by this time, but handled better than any of them. The “R” in the TR6R designation stands for “Roadster”, as this model is optimized for street and road use, not off-road like the TR6C. The main difference is the pipes. The TR6C has high pipes, and the TR6R has low pipes.
ABOVE & BELOW: Other differences between the 1967 Triumph TR6C Trophy and TR6R Tiger were that the Tiger had a chromed luggage rack on the tank, painted fenders instead of stainless, and dual gauges, where the Trophy only had a speedo.