Triumph T140W TSS - Specification

Specification

Launched in 1982 with an electric starter as standard, the all-new top end of the engine featured Cooper rings sealing the 8-valve cylinder head to the barrel. American Morris alloy wheels were an option with dual Automotive Products Lockheed disc brakes upfront as standard. The fins of the black painted engine were polished although, like the Triumph TR65 Thunderbird, many alloy cycle parts that had in the past been bright–polished or chromed were now painted satin black. Mudguards were stainless steel as were the Italian Radaelli rims for the wire-spoked wheel option. The high specification air-oil 'Strada' rear suspension units were supplied by Italian firm Marzocchi. Like the Italian–sourced petrol tank, other OEM components were now from mainland Europe: French Veglia clocks, Italian Paioli petrol taps and German Bumm mirrors, Magura choke lever and ULO direction indicators.

Unlike most Triumph models, no USA style with high handlebars and two-gallon tank was produced, all models coming with the Italian four-gallon tank and low handlebars as well as the newly introduced alloy 'dog leg' clutch and front brake levers. The actual version exported to the USA received a black paint scheme with gold-lined red 'wings' along with newly-shaped megaphone mufflers and German Bing carburettors. A one-off variant in line with the Triumph Bonneville T140EX Executive was produced for a London dealer, albeit again in gold-lined black, but with the Executive's standard Brearley-Smith 'Sabre' fairing and luggage by Sigma. All TSS were shod with Avon Roadrunner tyres.

Only 112 TSS bikes were actually exported by Triumph, as on 26 August 1983 the factory at Meriden went into voluntary liquidation. It is calculated that 438 TSS units were made in total.

The engine was generally well received by the press although a long term test by Motor Cycle Weekly revealed early cylinder heads to be porous and wet weather braking failure. In an interview in US magazine, Motorcyclist, Meriden's Director of Engineering, Brian Jones revealed that the epoxy coating on the initial cylinder heads supplied by Weslake disguised the porosity problem from their factory testers.