This Website is designed to assist buyers, owners and restorers in confirming the specification for the Tiger 90 and Tiger 100 from 1963 to 1968.

I have additional data on the other machines in the ‘C’ Range such as the 3TA and 5TA and am now researching both the earlier and later models.
I can confirm build dates, specification and export information for most of the range up to and including 1965 and can help with sourcing information, parts and services.

 See my Notes, or use the Tabs to direct you to the sections you are interested in.

Additionally I run a register for the 400 plus surviving Tiger 90s.

Please use my Contact Me page if you require more Information.

1963
First Year of T90 production, Engine Frame Numbers H29733-H32464 (H32362)
350cc Unit construction parallel twin engine with ignition timing operated from the exhaust camshaft, the Lucas 4CA (47606B) points and condensers being accessible behind a chromed cover on the timing case. Early machines up to H30593 were fitted with an incorrectly operating advance cam, which was rectified under warranty. (See 1963 notes).
   The engine will have the three-spring clutch new for 1963 across the ‘C’ range while the clutch release mechanism on early machines (before H30038) may be different from later models. The information I have so far indicates the early 21/3ta featured a quick acting screw until 1964 when the Three Ball Ramp was introduced across the range but I am aware of some 63 machines having the 64 arrangement, 1963 machines seem to show the clutch cable entry is slightly angled.
The Gearbox has 4 speeds down for down, the layshaft features a bronze bush and a single needle roller bearing, while the 3TA and 5TA of the period feature twin sintered bronze bushes.
   The gearbox ratios for the Tiger 90 are shared with the T100SS and differ from other models and later machines. I have new information on gear ratios and part numbers and gearing fitted to all of the ‘C’ range up to H32465 Including the close and wide ratio gearboxes. The Brochures and Works Manual show the later ratios and are therefore inaccurate.
  The single top tube frame has the fore and aft fixing petrol tank; this new tank for points models is quite distinctive; showing the spaces for the twin ignition coils and internally features the strengthening beam (visible inside). The tank acts as a stressed member and often fractured, repairs usually being carried out under warranty, Triumph fitting the frame brace and four-bolt petrol tank fitted as standard to the 1965 model. (Illustrated in The Motor Cycle 8th October 1964). (The Frame brace first appears on the 1961 American TR5AC)  I have seen several machines modified with this later style tank.
  The cylinder head for the Tiger 90; numbered 3991, features a larger inlet valve than the 3TA and is attached with the modified bolts introduced to the ‘C’ range From H29151.The bolts have longer heads which protrude above the fins rather than being recessed as previously. Engines after H30790 have E1771 timing pinions these are ground to reduce noise. 
  The Forks are the internal spring type with narrow gaiters, distinctive spindle caps and the early type shroud/headlamp supports, these are finely shaped; in not have the slotted boltholes to attach the headlamp. The chromed fork top nuts have a flat profile while the steering stops are extended fasteners attached to the fork. Look for Motor Cycle 12th January 1967 for a detailed overhaul article with an excellent illustration.
   The rear shocks feature enclosed 145 lb springs and three-position adjustable pre-load. 
   The aluminium front mudguard is supported by a brace underneath between the forks and a single stay to the front. The plain number plate is located here. Original number plates have a distinctive style of script. The type of numbers used will depend on the practice of the dealer; some used adhesive letters, others, sign writing others embossed plates.
   The Rear Mudguard may show a distinctive raised centre moulding if so it has an attractive sweep at the rear. The mudguard bridge support is brazed/welded to the mudguard and painted in the overall scheme (Motor Cycle 23rd May 1963), It is likely the pattern of the mudguard changed during 1963 to the later form without the moulding. Both mudguards have sharp edges where they start and finish while the fasteners used are slightly domed (1/4in dsv7). Original Triumph fasteners are quite specialised the bolts are generally slightly domed and Simmons type nuts were regularly used. Cadmium plating was used extensively.
   The Bikini bodywork fitted to the T90, T100SS, 3TA and 5TA for 1963 differs in detail to the version fitted to the T100SS in 1962, it features the side mouldings and the added decorative strips wrapping around seat base. These are fragile and rare to survive. Many 1963 machines had the bodywork removed. Compare the shape of the Bikini with that of the bikini/bathtub fitted to earlier models.
   The wheels have full width hubs, changes from the 62 ‘C’ range include Grease retaining seals inboard of the wheel bearings. For 1963 and onwards the front hub for all Tiger 90 and 100 models are painted silver. The rear hub remains black.
   A quickly detachable rear wheel is often fitted though it is an option. Both hubs are laced with 18 inch Dunlop WM2 Rims shod with 3.25 front and 3.5 rear tyres. The original tyres are similar in pattern to current Avon Speedmasters (no longer available in this size) Triumph fitted both Dunlop and Avon tyres as original fitment.
   The brakes are 7 inch single leading shoe non vented type, for the front brake the cable stop is on the fork adjacent to the hinged lower mudguard stay, which is able to act as a prop to aid wheel removal, the fasteners here are specialised. The chrome plate on the hub features a circular moulding. The rear brake drum incorporates the drive sprocket (46 Teeth).
  The rear brake adjuster has four ears and the brake light clip is the early scroll type (This is a rare part but nicely illustrated in the parts book). The brake light switch operation relies on the spring within the switch. Modern Lucas Pattern switches are incorrectly assembled to use on pre 66 machines with the original arrangement.
   The control levers are plain not ball ended with the brake and the clutch adjusters a sliding fit, the clamps vertical, attached to a flat and narrow 7/8inch handlebar with acute bends. (I have seen several lever versions and am trying to ascertain the correct type) A monogrammed black painted steering damper is located centrally. The grips are the Amal pattern, quite thin!
The Kick Start rubber is monogrammed "Triumph" and has a closed end, period photographs often show, the end worn away! The gear lever rubber also shows "Triumph".
  For this year the exhaust pipes are siamesed, fitting via a kinked pipe into the elongated "Resonator" silencer on the right hand side of the machine, I believe the silencer attachment arrangement differs from the 1962 version on the T100ss. The bracket incorporates the right pillion footrest. The left pillion footrest interestingly can have a drilled hole between the fixings, I have seen this on a several machines but it seems to have no purpose. The design of the pillion footrest bracket shown in the parts book is very different (From the earlier 3TA)! The triangular bracket replaces the tubular one on all models during 1963.  Three 1963 (T90) machines were supplied with twin exhausts fitted at the factory at the request of the owner/dealer  (H31452, H31520 and H31559). Other machines may have been dealer modified.
   The Carb (T90) is an Amal 376/300 (on early machines not always 300) with button or lever type manual choke, some Carbs show a date stamp possibly month/year.  The offset pancake air filter body fits into a chromed edge recess within the rear Bikini bodywork.
   The Twin Lucas MA6 Coils are on rubber mountings and spacers attached to the frame rail under the Fuel Tank, the illustration in Motorcycle 25th October 1962 shows the tyre pump clips on the tank but I have not seen these on production machines for 1963 or in period photographs.
   The ignition and lighting switches (88SA) for the 6 volt electrical system are located side by side; forward on the left hand Bikini bodywork the with chrome trim surrounds, the light switch (Lucas 54330934), on the outside of the ignition has unequal length tags and a no chromed centre piece. The ignition key is the "Sardine can" type; there is in principle an “Emergency Ignition Circuit Position” to allow starting if the battery is flat. The Chromed Triumph model script (Tiger 90, Tiger 100 etc) is shown on both sides of the bodywork attached by press fit non-release tags.
   The Headlamp shell contains a Lucas (SS700P) motorcycle lamp unit (Look carefully for Motorcycle written near the top of the glass) with pre focus main and pilot light and Lucas Ammeter (Black/Grey Faced 2AR). No warning lights or switches are fitted.
   The instruments are Chronometric the Speedo SC 5301/## 120 mph. The rev counter if fitted (RC1307/##) is driven from the end of the exhaust camshaft without the 90' drive box fitted later (from 1966). Pre 63 bikes drive the rev counter from the timing cover using a special gearbox and the crankcase does not have the screwed plug to suit. I have seen a late 1963 3TA, which did not have the rev counter drive-plug but retained the 1962 crankcase.
 No Tiger 90’s before H32372 were fitted with a rev counter on assembly, though a rev counter was fitted to some machines prior to dispatch; others may have been fitted later at the dealers. I can advise from my research if your machine was with a rev counter at the factory.
   The horn attached to a frame bracket is fitted behind the left skirt. It is an early type Lucas 8H unit (70163 Serial) with all screw construction and a central Acorn nut. Usually a date stamp will be visible on the reverse showing the month and year of manufacture, i.e. 663 for June 63, the original horn is rare to survive.
The Lucas 8H Horn was fitted to other machines, Royal Enfield (Clipper and Continental) Ariel Arrows and BSA C15s. Different Serial Numbers were used 70166 and 70169 indicating the fitting bracket supplied and its relation to the Electrical Connections. The finish is silver (Cadmium Plate). Poor copies are available!
   A Lucas combined headlamp, dip and horn switch (31563D) attached by screws is found on the specialised clutch lever clamp. The wiring is grey.
   The rear light is the usual Lucas 564 type fitted to home market machines; look carefully at the lens to determine if this is original, as it will show the Lucas part-number detail. The Brake light switch is the Lucas 22B type fitted to many Triumph models of the period.
   The stepped dualseat has a plain grey top with white piping and black sides, this hinges and is supported with a wire strap and gives access to the battery and oil tank, mounting on metal strips running across the frame attached by bushed rubber washers.
   The oil tank has a chromed filler cap with dipstick (Ceandess Ltd, Wolverhampton written underneath). The tank features a frothing tower / breather tube at the top rear, no oil drain plug is fitted but at the bottom is a simple gauze filter and return pipe arrangement including the T branch to the rocker feed.
   Under the seat is also found the Lucas multi plate rectifier (2DS506), attached to a frame bracket on the left behind the battery. The Battery Carrier shows distinctive folded triangular bracing. On early machines the tools tuck between the battery and oil tank while later machines feature a simple open tool (Fag packet) box bolted to the rear mudguard. (For all this detail look for the excellent picture in the May 63 Road test).

  I am trying to identify if a Tyre Pump was provided as seen on later Tiger 90’s, anecdotally this was stored next to the oil tank.

   No 1963 Tiger 90 of Tiger 100 engines were fitted with the distributor seen on the 3TA but the hole is blanked off with the removable plug and the location is still clearly visible.
Theoretically the 63 engine; does not have the TDC removable plug behind the cylinders, I have seen this on some machines but one of these I was suspicious of the engine number believing the crankcase had been changed to a later one.
   Look carefully at the Tappett adjustment caps, as the serrated edge should be well
formed to allow the spring clip to engage, earlier machines do not show these clips. The rocker arms feature oil drillings to the tappets.
From H31253 an; oil feed pipe is provided for the rear chain. I have yet to identify exactly how this is arranged.
  The engine number is on the left hand crankcase and will be preceded by the model type i.e T90 then Hxxxxx; the matching Frame number is on the left side of the headstock again preceded with the model type. Also look for casting date marks on the inside of the clutch case and sometimes behind the exhaust timing pinion. There will be date marks on the alternator stator and also date related stampings on the cylinder head. (I am researching these).
The cylinder heads of the larger models show a date mark but not the ‘C’ range machines. The head also shows a number cast into the area between the inlets I am hoping to identify the meaning of this.
     The colour scheme for the Tiger 90 is Alaskan White overall with the mudguard stripes gold lined in black. The stripe does not extend under the seat but does extend to the ends of the guards; it should be no wider than the front number plate mounts.

     The cylinder fins of all Tiger 90’s and 100’s are painted silver to compliment the lightly polished engine cases, which are affixed with distinctive Phillips type screws, look carefully to ascertain if these have been undone (often replaced due to wear).
The remaining cycle parts are gloss black enamel. The mouth organ tank badge has letters picked out in gold and features chromed styling strips running fore and aft, while
the monogrammed knee grips are a screw fit to the tank. A four bar tank grid and chrome centre styling strip occupy the tank top.

1963 T100SS (Home Market) production is 330 machines in total, mostly in small batches. The low production makes the 63 T100SS rare.

1963 Tiger 90’s with Engine/Frame Numbers from H32362 to H32461 were mostly sent to Pride and Clarke of London. These last ‘C’ range machines for 1963 made in early August 1963 are shown in the records to be to 1963 specification, which surprises me; 5 of these machines survive. The factory records do seem to be pedantic in detailing the individual specifications of machines during this period!

John R Nelson kindly described for me the warranty problems with the early Tiger 90’s described by the service department and dealers as “Tiger 90 Itis,”
 
  We had desperate phone calls from all over the country telling us that once started, and on the road, the bikes would become sluggish, misfire, and in many cases, just not pull the bike along. Marvellous! The trick was to tell 'em to remove the centre rectifier wire from the terminal, and bingo! performance restored. Problem actually was an extra spark as the contact breaker points closed, firing the incoming mixture - cured by a redesigned contact breaker cam. Funnily enough, the problem only commenced following a low battery at start up, when it became fully charged.  Then you had to run the bike until the battery ran down - re-connect until the battery was charged up again - when it began all again....at least it got you home until we could supply a modified CB cam.

The 1963 sales brochure has extras as Pillion footrests, Prop stand, QD Rear wheel, Rev counter (22 machines in total) and Steering lock.  Most machines were supplied with the QD wheel though it is indicated as an option.

For Tiger 90 Photographs and information look for the road tests in Motorcycling of 7th November 1962 and Motor Cycle 23rd May 63, other earlier editions Of Motor Cycle also show the same Press Bike. The Motor Cycle 25th October 1962 and Motorcycling 24th October 1962 give some Triumph Range detail with the excellent cover photo on Motor Cycle showing a different machine. The Tiger 90 illustrated on the cover of Motorcycle October 1962 carries the same plate registered to a 1962 T100ss on the 7th October 1961, This well known machine was used in several publicity shots, one is the basis for the cover illustration of the 1963 brochure.

Mortons have an excellent set of glass negatives of a press bike (H29935) in their archives some are shown in “ Classic Images Tried and Tested” Isbn 0-9542442-0-6. This machine becomes Johnny Giles ISDT mount and the engine survives. The VMCC in their photo archive also have an excellent photograph of one of the two Earls Court Show Tiger 90’s.
Parts book 4 is the one you need.

I have evidence of two earlier numbered (Pre-Production) competition machines, built to T90 Specification one described in the Factory records as T100SS 350CC, these were registered by the factory in May 1962; several months before production officially begins. I am also aware of a 1963 Tiger 90 registered to the Police at Hendon and am researching the history and whereabouts of this and other historically interesting machines.

60 1963 Tiger 90’s were exported; to Europe and the Far-East and the USA, including 25 T90’s made on the 1st March 1963 with special modifications which were sent to Johnson Motors in the USA, these were fitted with Broached Pistons, ET ignition and 17 tooth gearbox sprockets, one machine from this batch survives.
I have a Triumph illustration that seems to show an export version with High Bars and no front number plate!

Two 1963 Tiger 90’s were converted to all alloy T100SS spec for the Thruxton 500-race. The Class winning Machine (H31541) ridden by Brian Davis and Bill Scott is featured in Motorcycle Mechanics September 1963. Note the rear sets, 8inch brake, drop bars, alloy levers and other modifications.
 
Registration letters are only a guide to the year, The letter A is 1963 but was only used where three letters and numbers had run out eg London. Rural areas continued with the old system until 1964 or later! Some machines were not registered for several months and can therefore appear to be later machines.

1964
Engine / Frame Numbers H32465-H35986.
Engine changes … New push rod cover tubes and seals are fitted as featured in the 1964 brochure and described in Performance Tech Bulletin No:13. The tubes are simplified and are now a single diameter throughout their length. New camshafts are also fitted. The Clutch operation is officially now the three-ball type and the clutch cable attachment is made more accessible to allow cable changes without removing the gearbox outer cover.
 The gearbox gains a second needle roller bearing within the kick-start spindle while the selector camplate is induction hardened and a bridging strap added to prevent the plate spreading in use, The gear ratios are slightly altered for the Tiger 90.
Re-styling sees the siamesed exhausts replaced with twin exhaust pipes On the Tiger 90 These exhibit a distinct shoulder and change in diameter at both the cylinder head and the silencer end (1 ¼ inch, only fitted to Tiger 90). The standard silencers for the ‘C’ range twins are fitted. The Bikini goes replaced by a new fixed side panel on the left carrying the Chrome Model script. Lighting and ignition switches now placed one above the other, (Lighting above Ignition). The design of the light switch knob changes slightly to two smaller unequal tangs and a chromed centre detail. On the right the oil tank is now exposed and gains a drain point near the lower front corner. An Oil Level transfer is shown and the dipstick within the cap is deleted. Clips for the tyre pump are now attached near the right hand rear stay. Triumph Literature states that a new design of rear shock was fitted giving greater tyre clearance.
The Clutch and Brake levers remain as the 1963 version but during 1964 the Dip/Horn switch moves onto the handlebar attached by screws with a rubber insulation support.
New forks with external springs (8 ¾ inch) are fitted along with new gaiters held in place with zinc plated turnbuckle straps. The fork sliders and spindle caps retain the 1963 form on early machines. Later machines feature an improved fork with shorter lower sliders and longer springs (9 ¾ inch). The early sliders are steel tubes with brazed on fork ends while later sliders are extruded from a solid piece of billet steel. I have some factory literature that states that internal damper kits were available for all models from 1964.
The design of the fork top nut changes, not visible but underneath does not feature the recess and securing pin-holes of the 1963 version.
   During 1964 the front brake cable stop moves from the fork to the brake plate probably in association with the later fork slider change.
   Two mudguard stays replace the brace and single stay of the 1963 model.
 Magnetic instruments appear, the speedo a SSM 5001/00A or 00B 1600 item. The Rev Counter (Anticlockwise) a RSM 3001/02 (again the rev counter is an optional extra). The rev counter drive remains straight and does not feature the 90’ drive box.
  The speedometer drive uses a 19/10 Ratio gearbox (unserviceable, fragile and now rare). A rubber sleeve reportedly is added to the steering damper to prevent it coming loose. The horn is often illustrated located beneath the tank forward of the engine but I have other illustrations and photographs which do not show the horn in this location. The Lucas 70163 8H Horn of the period is the riveted type but retains the Acorn centre nut.
The Mudguards change for 1964, the front now in steel while the Rear Mudguard loses the raised centre moulding and sweep becoming somewhat plainer.
   Most 1964 machines show the four point fixing type of petrol tank and the bolted on frame brace not officially fitted until 1965. I am trying to ascertain when this change occurred. The factory illustrations all show the stressed tank supported by the early 1964 machines I have examined.

The colour scheme for the 64 Tiger 90 is Lacquered Gold over Alaskan white with black pin striping, the gold covering the tank top and then sweeping down below the knee grips to follow the lower edge of the tank. Only the front chrome styling strips are fitted though the badge retains the locations for the rear strips. The mudguard stripes are gold lined in black as before. I believe the Triumph lettering on the badges is in Cream. The T100 scheme is Hi-Fi Scarlet over Silver with Black striping. The Tank colour sweeps below the knee grips as seen in the illustrations above.

For paint advice I recommend you approach John Chritchlow at www.msmotorcyclesuk.com he is the recognised Triumph Paint expert and can supply the correct shades, scheme diagrams and instructions.

Notes for 1964
1964 Production begins in batches on the 9th September 1963 (T100SS) and ends on 6th July 1964 (5TA). T90 Production begins on the 20th September (H32572) and ended on the 2nd July 1964 (H35867) with a total of 574 for the year. 29 machines were exported to destinations as varied as Malaya, Mexico, Denmark and Germany.
T100SS production for 1964 is 473 machines, again lower than Tiger 90 production.

I have some literature, which states that there are internal changes to the crankcase near the sump and a bigger gauze and larger drain plug fitted. The chain guard may also deeper and wider. A new Tiger 90 in 1964 was £ 274 and 4 shillings. Optional extras
are listed as Pillion footrests, prop stand, QD rear wheel, Tachometer. Parts book No 5.
Look for Motorcycling 30th October 1963 or Motor Cycle 31st October 1963 for the Triumph Range of 1964. There don’t seem to have been any road tests of the 1964 model but I am aware that there is a Factory photograph available and in my private collection I have an original photograph of a 1964 Tiger 90 collected from the factory.

Tiger 90’s are often referred to as the Baby Bonnie as they shared the same colour schemes for most years with Home Market Bonnevilles.
                                                                          

1965
Engine / Frame Numbers H35987-H40527.
A bolted in top strut is added to the frame as standard along with the appropriate four-point fixing petrol tank. This is attached by special bolts located through rubber buffers, attached to strips across the frame themselves attached by U bolts and nuts. A slot incorporated in the flywheel together with a removable plug on the crankcase rear ease location of top dead centre for timing the ignition. (Seen earlier but not officially fitted), the 65 Range literature states that all Models now feature new clutch friction segments and that the oil pressure tell-tale button is deleted. (Since 63!). From H39194 to H39205 the drive side bearing fitted is described as a “Three Spot Bearing”! Felt washers are added to the gearbox output oil sleeve and to the right hand side of the rear wheel hub while the QD hub is re-designed to accept ball journal bearings instead of the previous taper roller bearing.
 The points change to the Lucas 6CA type with the condensers now located on a bracket under the petrol tank. The Lucas 70163 8H horn of the period is now all riveted construction, located under the tank as shown in the illustration; there are corresponding changes to the frame brackets beneath the tank to suit these arrangements. After H37635 new alternators were fitted across the range (54021079)
 The front brake cable stop now moves onto the brake plate as part of the fixed shoe location (late 64 machines show this). The fork sliders and spindle caps change and are now the simpler semicircular form again seen on some 1964 machines, these are the stronger type detailed for 64 and described in the 65 Range Detail; which also states that the spring abutment collars are now light alloy.
 The brake and clutch levers change now having the clamps horizontal the ends are plain not ball ended. Though the parts book shows Ball ended levers available as an alternative.
 The toolbox now becomes partially closed off but is still attached to the rear mudguard.

The colours for this year are (Tiger 90) Pacific Blue over Silver with Gold Pin- striping. (The 65 Range Detail actually states Light Pacific Blue over Alaskan White). The Tiger 100 is Burnished Gold over White, Interestingly the colour image on the cover of ‘Motorcycle Mechanics’ shows the Pin-striping in Blue! The other sources say Black!
On the petrol tank the forward side styling strips are not fitted (though shown in the parts book and in the 1965 brochure) and a world speed record holder transfer is found on the top opposite the filler cap. Note the Triumph lettering can be picked out in deep red or light gold as is shown in the brochure! H36979 shows the gold H37631 Shows Red!

Notes for 1965
1965 production begins on the 9th September 64 (3TA) and ends on the 12th July 1965 (T100SS). T90 production begins in batches on the 11th September 1964 (H36067) and ended on the 30th March 1965 (H39375) with a total of 803 built. 18 machines were exported.  Japan, Canada and British Guiana were some of the destinations.
1965 T100SS production is 549 machines.

You need a June 1965 copy of 'Motorcycle Mechanics' magazine for the ‘Triple Test Feature’ showing lots of detail with a excellent colour front cover featuring a Cub, Tiger 90 and Tiger 100. The machines illustrated were registered on the 1st April 1965. (T90 H39276 Survives).
The 1965 Triumph Range Supplement in the Motor Cycle of 8th October 1964 gives the detailed changes and shows an excellent engine detail photograph. Other images of this bike are in Roy Bacons Triumph Restoration Guide. Note the Colours given for the finish in the Range Supplement do not correspond with the 1965 Triumph Brochure.
Extras are Pillion footrests, Prop stand, QD rear wheel, Tachometer. Though the article above seems to indicate that the prop stand and tachometer are standard fitments this is a writing error by the tester.  Parts book No 6.   The 1965 Parts book shows alternate parts that could be fitted but the 1966 Parts book does not!

1966
Engine / Frame Numbers H40528-H49832. Last Year of 3TA and 5TA production.
The bolted in frame strut is now welded in place though the frame retains the bolt mountings. A steering lock body is attached to the headstock (the “Neiman" lock mechanism detaches when not in use). The fixings for the pillion footrests are simplified to bolts instead of studs and nuts as previously used. A new petrol tank (Knee grip taps deleted) is fitted on slightly changed mountings, now with eyebrow tank badges, the lettering of which is black on the Alaskan white background. The knee grips change to the early plain stuck on type. The cylinder head on the T90 and 100 now feature aluminium bronze valve guides while the Carb now shows a date code possibly week/year stamped on the nearside flange.
   12 volt electrics take over with a Zener Diode on a simple shaped aluminium heat sink behind the side panel, Machines prior to H43714 have the early heat sink F6900 with the earth lead to the diode incorrectly fitted causing overheating of the unit. After H43714 the Heat Sink is the F7237 type and the earth terminal is relocated to the rear of the Heat Sink. The battery carrier is modified and shows two holes on the left to mount the heat sink. After H42328 the Rectifier is located centrally behind the battery or batteries instead of to the left as before (Workshop Manual), the wiring is adjusted to suit.  The headlamp now has a Single Red ignition warning light (hexagon) while the ignition gains a barrel type (Wilmot-Breeden Union) lock. A Lucas SS5 (35601) kill switch is fitted to the right hand handlebar, very rare indeed but good quality patterns are now available, I have period photos showing the wiring as black while that for the dipswitch is grey! The factory data states that the HT cables are suppressed internally!
   The rev-counter if fitted gains the neater 90’ drive unit and the instrument is now the clockwise version (RSM 3003/01), the cable runs at a quarter engine speed.
   The clutch and brake levers are difficult to verify but I have several period photographs showing the same plain levers with horizontal clamps as fitted in 1965.
   Many machines I have seen from this period, are fitted with the ball-ended levers by Docherty, that I have seen these advertised in the period magazines.
   The rear brake drum (Qualcast) Non QD is attached to the hub with distinctive headed bolts and locknuts, it gains a separate sprocket (46 Tooth, attached with distinctive fastenings) instead of being integral (Remains integral on the QD Option) and a new form of brake adjuster appears with two instead of four ears. The brake light clip is simplified to a plain strip drilled to accept the tension spring, (Both these details are not shown in the parts book). The chrome plate on the front hub changes to a plainer slightly more dished design.
   I am attempting to verify the style of mudguards fitted for 1966, period photographs show the same versions as for 1965 but the rear mudguard now features a cut away area to allow the enlarged oil tank to fit. Some 66 machines I have studied show a small rolled bead but this is unusual and I believe a later mudguard feature (1967).
   Under the seat a new larger capacity and design of oil tank incorporates a chain oiler, frothing tower and changes to the rocker feed take off, drain plug location and breathing pipe. The mountings change to more effective rubber isolated spigots shared with the new battery carrier with changes to the frame brackets to suit. The design of oil tank only applies for 1966. The Left Panel is modified slightly to incorporate the chain oil feed pipe exit in addition to the brake light wiring. I have seen the chain oiler routed through a hole in the crankcase over the engine sprocket but am uncertain of the arrangement as the parts book shows a crankcase protection bracket affixed here.
 On early machines two 6volt batteries were fitted with carrier and parts to suit. After H45511 a Lucas PUZ5A battery is provided. A shallow plastic tool tray (light grey and very rare but pattern ones now available) appears mounting on welded brackets across the frame behind the battery. (See the period road test).
   The kick-start rubber is now plainer, without the Triumph Motif and is open ended.
  For this year the handgrips are White, the left grip is sometimes cut away to allow the dipswitch to operate. The white handgrips are fitted to most Triumph models for 1966 and were universally disliked. To obtain these correct white grips contact Jeff Hunter at Jeffalanhunter@aol.com
 
Machine Colours for this year are, Tiger 90 Grenadier Red (Tangerine) over Alaskan White. Tiger 100 Sherborne Green over Alaskan White, the striping for both models in Gold.
The Tank colour sweeps below the knee grips following the curve of the tank badge as seen in the illustrations above. The rear mudguard stripe does not extend under the seat.

On T90 H47024, a late 66 machine the removable cover over the sludge trap is deleted (present on H46928 but not H46840 but seen on T100 H47638, H47736 and H48561).
I have also noted on late machines that there are changes to the crankcase adjacent to the oil pressure relief valve in preparation for the fitting of the oil pressure indication. Machines after H46432 will show the two warning lights (Green Ignition, Red High Beam and gaiter spring clips appropriate for the late 1966 machines. Please note the headlamp warning light arrangement is only appropriate for the T90 and T100SS.
Retail Price for the Tiger 90 in 1966 is £ 279 13 shillings. Machines from the first batch made in September 1965 will sometimes have a C registration making them appear to be 1965 machines!

Notes for 1966
1966 Tiger 90 production begins in batches on the 3rd September 1965 (H41923) and finished on the 6th June 1966 (H47063) with a total of 912 made. 94 machines were exported, mostly to Guam, Nicaragua, Tahiti and Formosa! One ex Formosa machine survives now back in the UK. I am keen to find some of the 25 that went to Guam, I have information on two of these now in the USA.
In the ‘Motor Cycle’ September 22nd 1966 is an excellent test review of a late 1966 bike (H46806) with a wealth of detail. The Motor Cycle of 13th October 66, has a Tiger 90 information article. Also look for the excellent Tiger 100 Test in ‘Motor Cycle’ 18th August 1966 and the Range information in Motorcycle 2nd September 1965.
Parts book No 7 shows much detail including optional Wide and Close Ratio Gears.
The last 3TA is H46082 (sent to the MOD in Beirut 23rd June 1966) and The Last 5TA is H46431.

The Workshop Manual for the ‘C’ range machines designed and instigated by John Nelson to replace the earlier owners handbook becomes available from February 1966.

John Nelson described for me the process of selecting the colour schemes for the forthcoming year. “We would be called to Edward Turners office where he would then say “Come in gentleman, these are the colour schemes we have agreed upon”!
Carrs (Birmingham) were the paint supplier to Triumph and would provide Mr turner with a set of colour swatches, he personally would select the shades and the design. The paint shop would then produce samples of Tanks and Mudguards as demonstration items before these were shown to the staff including representatives from Johnsons Motors (Jomo) and Triumph Corporation (Tri-Cor) USA for approval.
The only colour not approved by the USA buyers was the 1966 Tangerine scheme! 

1967
Engine / Frame Numbers H49833-H57082. There are many detailed changes for 1967 New stronger, lighter and lower frame featuring increased rake and with greatly improved support at the headstock and swinging arm, the differences in the frames are detailed in diagrams in the later editions of the works manual. 
The upper frame tube is of larger diameter than the lower while the swinging arm is well braced with triangular brackets to the rear sub frame. The 67swing arm does not have the underside grease nipple of the earlier machines.
Revised headset now with barrel type steering lock (Wilmot-Breeden Union), fairing mountings, handlebar clamps are the simple late pattern with single bolts, revised steering stops, head steady location, steering damper and horn location. New Petrol tank with three attachment bolts, and spring clips as standard on the fork gaiters.
   The engine features a new cylinder head, Hepolite pistons from H49837, alloy con rods (H Section RR.56 Hiduminium Alloy) and oil pump with smaller scavenge. From H50445 a dowel is added to the timing cover/crankcase and from H51016 The exhaust adaptors now feature holes instead of slots. The Clutch is now secured with a self-locking nut instead of the tab washer of earlier machines, while the gearbox mainshaft and pinions change so that the splines now confirm to British Standards.
   The removable cover over the 'Sludge Trap' is deleted and blanked off. (Seen On Late 66 Machines) and you should see the oil pressure switch casting under the relief valve.
From engine H51616 a new auto advance unit (160 degree contact breaker cam (54041118)) is fitted to overcome ignition problems. The horn is under the tank again (Now Clearhooter 27899) moved from the 1966 location.
The rear brake rod changes to run outboard of the shock absorber (not illustrated above). The rear Brake arm is cranked to meet the brake rod and a chain oiling pipe is added to the rear brake torque stay. The lighting switch (light Grey or Black with two equal tangs) is now located centrally on the headlamp below the ammeter and there are now two hexagonal warning lamps on either side (Green Ignition on right hand, Red High Beam on left). The Works manual
   The design of the Mudguards again changes now featuring a small rolled bead at the leading/trailing edge to reduce the sharpness of the ends; the front mudguard stay/wheel stand is now the simpler curved type, which wraps around the mudguard and has two fastenings replacing the single specialised nut of earlier machines.
   The side panel now only has the ignition switch, high up near the seat and also loses the hole for the chain oiling pipe, while the oil tank again shows changes, from H51726 reverting to the T piece to take oil from the return line to the rockers but retaining the adjustable chain oil feed. From H53963 the oil tank is etch primed instead of phosphated as previously. 
From H51717 the alternator stator is encapsulated and a longer engine breather pipe is fitted.
   A new "Quiltop" dualseat arrives, slightly longer then before; overhanging the frame loop, with a ribbed top in grey with black "Vynide" sides' and white piping, while the Balloon type cushion handgrips of late machines appear on the bars. The left grip cut away to allow operation of the dip switch. Thread forms change during 1967 from cycle to unf but this change may have happened gradually. The changes are particularly noticeable on the fork components. Officially UNF Threads on the forks do not appear until 1968.

   Colours for the Tiger 90 this year are Hi-fi Scarlet over Alaskan White, note the Scarlet sweeps over the top of the kneegrips not underneath as previously; while the view from the top of the Petrol Tank shows a pronounced Vee at the front. The scheme for the Tiger 100 is Pacific Blue over Alaskan White. Mudguards for this year on much of the Triumph Range DO NOT appear to feature the colour stripe. This is indicated by the period adverts and two road tests of separate Tiger 100’s!
The Tiger 90 model is now officially listed at the Tiger Cub (T90)!
The retail price for the Tiger 90 is £ 291 6 shillings and 4 pence.

Notes for 1967
1967 T90 Production begins in batches on the 15th October 1966 (H51045) and ended on the 15th March 1967 (H55202) totalling 377 machines. 109 of these were Police Versions.
Police versions were made because of the ending of 3TA and 5TA production, in 1966
Both the frame and engine are stamped T90P Hxxxxxx.

 I have information on surviving 1967 Police Tiger 90’s in New Zealand, Tenerife and Burma. In total 200 machines were exported to destinations in Portugal, Jamaica, Burma and New Zealand. 71 Machines went to Ghana, one survives but is in Holland! I am hoping to find more of these! Because of the large number of Tiger 90’s exported UK registered 1967 Bikes are rare!

   There is only one picture of a 1967 Tiger 90 available, in Roy Bacons small book on the T90 and T100, this machine is H51624, again there do not appear to be any press road tests for the Tiger 90 in 1967 but look for Motor Cycle of 3rd November 1966 for the Triumph Range Detail and test on the Daytona. In The Motorcycle of 13th July 67 there is a Tiger 100C Road test and there is a write up on the 1967 Tiger 100 in Motorcycle Sport March 67 with some good photographs. Look carefully at the front mudguard as this does not show the colour stripe! The same machine is featured again in a clutch strip article in Motorcycle Mechanics July 1967.
This Factory Press machine is an early 1967 model registered in October 1966.
   It should be noted that during 1967 the registration period changed from January to January to the August to August scheme, the Letter E valid only for January until August.

During 1967 when Amal were developing the Concentric Carb they offered a Carb Swap scheme, offering to replace the earlier Monoblock for free!

1968
Engine / Frame Numbers H57083-H65572. New front forks with UNF threads, (design by Triumph employee Ernest Rodgers) now with shuttle damping, including new gaiters and seal holders, incorporating a seal wipe. Officially the fork shrouds gain slots to aid headlamp alignment, but many earlier machines show these. The handlebars are now rubber mounted and feature the late balloon type grips.
   A Concentric (624/2) replaces the Monoblock Carburettor and the fastenings for the inlet manifold change to cap bolts. The primary chaincase gains a distinctive removable cover to allow strobe timing of the ignition, a considerable number of machines were produced without the timing peg to align the rotor marking; a separate timing plate (D 2014) was provided as a service part. I believe the TDC removable plug is deleted as I have evidence that shows this but is contradicted by the Triumph Information for 1968. From H57100 the rocker boxes increase in thickness and After H63307 the oil feed to the pushrods changes, the drillings through the rocker arms are deleted, now relying on splash lubrication. This is illustrated in the Works Manual (Fig BB1)
Between H57083 and H63307 the Points show no lubricating wicks.
The Tappet guide blocks gain O rings where they fit into the barrel casting.
The chainguard changes and the design of the kneegrips is now the spaced herringbone pattern. The exhaust pipe stays move forward to the engine plates instead of underneath as earlier, The steering damper is deleted. The ignition switch moves to the left hand fork shroud allowing the side panel to become removable with space beneath for tools, while the Zener Diode moves to between the forks fitted in a distinctive finned heat-sink. The Condensers are found under front of the tank protected by a rubber cover and the stator changes to the Later 47204 version.
  The oil tank remains as for 67 but the filler cap during 1968 now features a dipstick.
The works manual states this is not fitted until H 65573 (1969) but I think this is licence.
 The lighting switch in the headlamp changes to easy to operate the toggle switch. A plain gear lever rubber replaces the earlier monogrammed item. From the illustration above it can be seen that there appear to be two fuel lines and fuel taps either side, I cannot confirm this detail as yet and the Test feature indicates that no reserve tap was fitted. The range literature states that the rear brake lever is longer, new number plate mounting and stellite tipped inlet valves, and new Lucas points were fitted. This information states that the seat has a simulated chrome trim!
From H57842 the left hand chain adjuster has a shorter trunnion to prevent interference with the brake.

Colours for the Tiger 90 are Riviera Blue over Silver (the Range information incorrectly says White!) with a script "Tiger 90" transfer on the tank opposite the filler cap. Note the Blue paintwork may not extend below the kneegrip but sweeps above and to the back; this is a detail I am trying to verify as I have conflicting information. Again the pronounced Vee pattern of paintwork is displayed on the front of the tank.

Notes for 1968
1968 T90 Production began on the 2nd January 1968 (H62186) and ended on the 13th May 1968 (H65570) with the total for the year being 677 machines. 171 of these were Police Versions. 300 1968 machines were exported to Africa, Denmark and the Far East.
Total Tiger 90 Production was 4204 with a small number of engines each year exported or retained for service exchange.
    A number of 1968 machines were supplied to the UK Police forces Glasgow, Dublin, Liverpool, Buckinghamshire, Dorset etc numbered (T90P H******) and fitted and finished appropriately for their duties. Each Police force could specify the machines to suit their requirements. I am researching police machines and interviewing police officers from the period to try to clarify the situation.
Two Tiger 90’s (H65385 and H65404) with reinforced frames; were supplied to Sid Morams of Slough.

Look for Motor Cycle 8th November 1967 for the Range information. There do not appear to be any Road tests of the Tiger 90 but there is a brief Test on the Tiger 100 in the August 68 edition of Motor Cyclist Illustrated, the same machine PAC 521F is shown in Roy Bacons’ book T90 and T100 Unit Twins Isbn 1-85648-308-8.

Magazine

Date

Model

Subject

Page

The Motor Cycle

06-Mar-41

Unit

Unit Engine

The Motor Cycle

28-Feb-57

1957 T21

Description

272

The Motor Cycle

07-Mar-57

1957 T21

Road Test

291

The Motor Cycle

25-Apr-57

1957 T21

Impression

516

The Motor Cycle

24-Oct-57

1958 Range

Range

480

The Motor Cycle

23-Oct-58

Various

Outing

499

The Motor Cycle

23-Oct-58

1959 Range

Range

516

The Motor Cycle

15-Jan-59

1959 5TA

Impression

62

The Motor Cycle

14-May-59

1959 5TA

Road Test

640

The Motor Cycle

15-Oct-59

1960 Range

Range

330

The Motor Cycle

06-Oct-60

1961 Range

Range

412

The Motor Cycle

21-Sep-61

ISDT T90

Test

360

The Motor Cycle

19-Oct-61

1962 Range

Range

486

The Motor Cycle

26-Jul-62

T21 Road Test

Road Test

104

The Motor Cycle

25-Oct-62

1962 Range

Range

498

The Motor Cycle

27-Dec-62

1962 T100A

Impression

822

The Motor Cycle

23-May-63

1963 T90

Road Test

644

The Motor Cycle

31-Oct-63

1964 Range

Range

The Motor Cycle

08-Oct-64

1965 Range

Range

668

The Motor Cycle

04-Feb-65

ISDT Report

ISDT

148

The Motor Cycle

25-Mar-65

All Service

Service

374

The Motor Cycle

02-Sep-65

1966 Range

Range

10a

The Motor Cycle

24-Feb-66

ISDT Interview

Roy Peplow

226

The Motor Cycle

18-Aug-66

ISDT Report

Bikes

208

The Motor Cycle

18-Aug-66

1966 T100

Road Test

202

The Motor Cycle

22-Sep-66

1966 T90

Road Test

390

The Motor Cycle

13-Oct-66

1966 T90

Riders Report

486

The Motor Cycle

03-Nov-66

1967 Range

Range

18A

The Motor Cycle

12-Jan-67

Fork Overhaul

Overhaul

34

The Motor Cycle

23-Feb-67

Daytona Race

Race Bikes

224

The Motor Cycle

04-May-67

Daytona Prep

Development

554

The Motor Cycle

11-May-67

Daytona Prep

Development

586

The Motor Cycle

13-Jul-67

1967 T100C

Test

964

The Motor Cycle

29-May-68

The Motor Cycle

04-Nov-70

Motorcycling

30-Apr-59

1959 T21

Road Test

836

Motorcycling

10-Mar-60

1960 T100A

Road Test

576

Motorcycling

6th-Oct-60

1961 Range

Range

732

Motorcycling

26-Oct-61

1962 T100SS

Road Test

788

Motorcycling

16-May-62

5TA

Motorcycling

15-Jan-65

5TA

Motorcycling

07-Nov-62

1963 T90

Motorcycle Mechanics

Jun-60

1960 T21

Road Test

43

Motorcycle Mechanics

Dec-60

Range

Changes

43

Motorcycle Mechanics

Apr-61

5TA

Road Test

59

Motorcycle Mechanics

Feb-62

21

Lubrication

52

Motorcycle Mechanics

Apr-62

T100SS

Road Test

56

Motorcycle Mechanics

Sep-63

Thruxton T90/100

Test

48

Motorcycle Mechanics

Nov-64

Triumph Pre-Unit

Tuning

37

Motorcycle Mechanics

Jun-65

1965 Triple Test

Road Test

37

Motorcycle Mechanics

Jul-66

1960 T21

1960 test

62

Motorcycle Mechanics

Jul-67

1967 T100

Clutch Strip

37

Motorcycle Mechanics

Dec-67

Triumph Pre 66

Swing Arm Strip

59

Motorcycle Mechanics

May-69

1969 T100C

Road Test

44

Cycle World USA

May 63

Triumph’s for 63

Cycle World USA

Feb 67

500 Road Racer

Cycle World USA

Feb 67

Daytona Road Test

Cycle World USA

Feb 70

Trophy 500 Test

Motorcycle Sport

March 67

1967 Tiger 100

Impression

100

Motorcycle Sport

October 67

Tiger 90 Racer

Impression

368

Motor Cyclist Illustrated

August 68

1968 Tiger 100

Road Test

39