1964
Engine / Frame Numbers H32465-H35986.Re-styling sees the siamesed exhausts replaced with twin narrow bore pipes 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 Tiger 90 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. 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 the Dip/Horn switch moves onto the handlebar attached by screws with a rubber insulation support.
   New forks with external springs are fitted along with new gaiters held in place with zinc plated turnbuckle straps. Interestingly the spindle caps retain the 1963 form.
   During 1964 the front brake cable stop moves from the fork to the brakeplate.
   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 is added to the steering damper to prevent it coming loose. The horn is moved now, located beneath the tank forward of the engine. The Lucas 70163 8H Horn of the period is the riveted type but retains the Acorn centre nut. 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. The colour scheme is Lacquered Gold over Alaskan white, 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.
   The Clutch operation is officially now the three-ball type and the clutch thrust mechanism is made more accessible, also new push rod cover tubes and seals are fitted as featured in the 1964 brochure.

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) 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 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 spindle caps are now the simpler semicircular form.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 Pacific Blue over Silver with gold pin striping. 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 !
From H39194 to H39205 the drive side bearing is a “Three Spot Bearing”!

Notes on 1965
1965 production began in batches on the 11th September 1964 (H36067) and ended on the 30th March 1965 (H39375) with a total of 803 built. 9 machines were exported. 
   I have a June 1965 copy of 'Motorcycle Mechanics' magazine showing lots of detail with a excellent colour front cover. The machines illustrated were registered on the 1st April 1965. 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. 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 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. The battery carrier 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 gains a red ignition warning light (hexagon) while the ignition gains a lock (Union key brand). 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 dip switch is grey!
   The rev counter if fitted gains the neater 90’ drive unit and is now the clockwise version (RSM 3003/01)
   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.
   The rear brake drum (Qualcast) 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. 
   Under the seat a new 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. The Left Panel is modified slightly to incorporate the chain oil feed pipe exit in addition to the brake light wiring. On early machines two 6 volt batteries were fitted with carrier and parts to suit. A shallow plastic tool tray (light grey and very rare) appears mounting on welded brackets across the frame behind the battery. (See the period road test).
   The kick-start rubber may now be plain and open-ended while for this year only the handgrips are white (The left grip is cut away to allow the dip switch to operate) Colours are Grenadier Red (Tangerine) over Alaskan white colours. Again the colour sweeps below the knee grips following the curve of the tank badge. The rear mudguard stripe does not extend under the seat. Generally the style of the mudguards on 1966 bikes differs from earlier machines, possibly showing a small rolled bead reducing the sharpness of the profile and edge. 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). From July 1966 or earlier, machines show the two warning lights (Seen on H46469) and gaiter spring clips appropriate for the period.

Notes on 1966
1966 production began in batches on the 3rd September 1965 (H41923) and finished on the 6th June 1966 (H47063) with a total of 912 made. Approximately 100 machines were exported, mostly to Guam, Nicaragua, Tahiti and Formosa.
The ‘Motor Cycle’ September 22nd 1966 has an excellent Road Test review of a late 1966 bike (H46806) with a wealth of detail. Also look for the Tiger 100 Test in ‘Motor Cycle’ 18th August 1966. Parts book No 7. I have an original copy of Parts Book 7 this shows much detail including optional Wide and Close Ratio Gears.
The 3ta and 5ta are discontinued after H49832.

1967
Engine / Frame Numbers H49833-H57082. New stronger and lighter frame with greatly improved support at the headstock and swinging arm.
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 67 swing arm does not have the underside grease nipple of the earlier machines.
Revised headset now with steering lock, 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, pistons, alloy con rods (H Section RR.56 Hiduminium Alloy) and oil pump with smaller scavenge. The Clutch is now secured with a self-locking nut instead of the tab washer of earlier machines.
   The timing cover is modified and also the oil pressure relief. The removable cover over the 'Sludge Trap' is deleted and blanked off. (Seen On Late 66 Machines). The horn is under the tank again (Now Clearhooter 27899).
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 High beam on right hand, Red Ignition on left).
   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, reverting to the T piece to take oil from the return line to the rockers but retaining the adjustable chain oil feed.
   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.
   Colours for 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 model is now officially listed at the Tiger Cub (T90)!

Notes on 1967
1967 production began 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.  I have information on surviving 1967 Police Tiger 90’s in New Zealand and Burma (T90P Hxxxxxx). In total approximately 100 machines were exported to Portugal, Ghana, Jamaica and New Zealand. Uk registered 1967 Bikes are therefore 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.
   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.

   As you can appreciate my knowledge of the ‘C’ Range Triumphs is improving all the time as new facts come to light. Where possible my research is based on period photographs, parts books/manuals and studying machines rather than later articles, books and hearsay. I am indebted to the Triumph Company for allowing me to use illustrations from the original period brochures and to the VMCC for allowing me access to the Triumph Factory Records.
   I have been to Mortons Media to study period photographs from the EMAP archive. The photographs are distributed over several files and generally not grouped together as sets, they are not stamped with a date when the picture was taken but stamped with a ‘received’ date, unless I can conclusively verify the picture date; I view the information with scepticism. It is worth remembering that even in the period magazines the photographs used were for illustration and may not be from the date or machine written about. A good example is the Motorcycle Mechanics article of June 1965, look carefully at the riders and their attire.
   The photographs I have viewed at the archive; I have seen used again and again in books on Triumph but the information written on the back of the photographs does not always indicate the model pictured or the date the picture was taken. This practice spreads disinformation.
   I cannot guarantee that the machine information I have detailed is correct as each time I study a machine I am often left with more questions than answers. I welcome any help and information you can provide especially good quality period or recent photographs as these help me to identify original parts and variations. I am particularly interested in Brake/Clutch lever variants, Mudguards, Headlamps, Tanks, Fork Shrouds, Nuts and Spindle Clamp and Casting Marks. If you owned a Tiger 90 in the past do you have photographs and interesting stories you would like to Share.
   Between 1960 and the end of 1969 Triumph at Meriden produced some 55000 ‘C’ range machines, in batches, analysing the data shows some interesting details associated with the fortunes of the company and product destination.
I have details of the various show, test, factory and competition machines and can verify authenticity of machines purporting to be collectable! If you have doubts about a machine please contact me.
   Please note the people working on the production line at Meriden were doing a Job that they may not have enjoyed or an interest in motorbikes and would be selecting parts on a first come first serve basis. Parts may not have been available, superseded or substituted, I am continuing to research production methods. There is an interesting book published by Hughie Hancox on his time at Triumph.
   The Engine and Frame number should be your main point of reference for dating the machine, backed up by any date information you can find on the crankcases and electrical equipment (all period Lucas equipment will show a date ie 265 for Feb 1965). You will find date marks on the crankcase halves visible, just behind the clutch and exhaust timing pinion, also there is a date mark in the inlet of the cylinder head. Crankcases are additionally marked as a pair with numbers on the lower engine mounting if these are not matched then it is likely that one half has been changed during the life of the machine. I have been able from the factory records to identify exact manufacture dates for Tiger 90’s and will continue with this work to transcribe the shipping and dealer destinations for all of the machines.
   Many owners assume the registration number will date the bike and then paint the machine incorrectly. It is important to understand that many machines were not registered until they were sold which could take some time. There were some 100 unsold 1963 machines at the factory when production began on the 1964 model.
   The engine and frame numbers can only be a guide to year specification, I have seen several anomalies on machines manufactured towards the end of each year where later specification parts have been used as they have become available. Changes were also made during the year, perhaps as part of a warranty claim (1963 Tanks) or by the dealer to shift old stock or at the request of the owner.
   Tiger 90’s were not marketed in the USA, verified by the 1963 USA brochure, which does not show the model and only 36 were supplied to Johnson Motors. My research is continuing into the exported machines and their destinations.
   The evidence of the Tiger 90 ISDT bikes ridden by Gordon Blakeway, Roy Peplow and Ray Sayer indicate that these may have been early T90 spec engines in a T100C frames. I think I have identified these machines in the record, both were registered on the 1st May 1962 well before T90 production began with other works machines being registered several months earlier.
   At least one machine was fitted with an alloy barrel and then with 3TA pistons. Several photographs show changes made to the ISDT machine for trials. Please look at the excellent sites www.speedtracktales.co.ukfor information on the ISDT, and www.classic-motorbikes.net for general information.
   I am also researching a possible race win at Oulton Park in 1963 and a race prepared Tiger 90 built by Bill Chuck of Nelson & Ford (Basildon) and used at Snetterton and Brands Hatch in 1967, this machine is either H46535 or H46907.
   Optional parts abound on Triumphs and Tiger 90's are no exception. The Triumph factory records now held by the VMCC www.vmcc.net and Triumph OC www.tmocc.org are helpful in identifying an individual machines manufacture date, dealer destination and optional extras factory fitted. I have detailed the advertised optional extras but these may differ from what was available or fitted as standard. I have a parts supplement detailing numerous other optional items for the T90 and T100SS. 
   The Factory also offered a fork-exchange and engine exchange service, which may mean that later components were factory fitted or reconditioned.
   The parts books can also be confusing by showing parts that differ from those actually fitted and showing items not fitted that year, check carefully the printing date. Beware and believe in printing errors, and understand that the parts book can only at best be a guide. Bruce Main Smith can provide you with photocopied versions www.brucemain-smith.com and I have seen versions on CD for sale.
   The Triumph workshop manuals (Dark Blue Ring bound) are excellent sources for detail, illustrations and a must for the restorer but again check when they were printed in relation to your machines manufacture date. Haynes print a manual for the ‘C’ range models www.haynes.co.uk  ISBN 0 85696 137 X the machine pictured is a 1968 T100 (H61527)
   The DVLA are obliged to provide you with information they hold on a vehicle you own, you will need form V888, (available to download), there is a small fee for the process. This process is worthwhile pursuing  (I now have original photographs of my Royal Enfield by doing this). The old logbook copies will also show the original colour scheme and any changes made during the life of the machine affecting taxation class.
   The DVLA Website www.direct.gov.uk can also be used to identify if a registration is current and this can be correlated with the registrations for the county/area to verify a machines identity. Local Records sometimes still exist which can also lead to interesting facts. 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 machine was used in several publicity shots, one is the basis for the cover illustration of the 1963 brochure.
   I have researched the Registration records at the Warwickshire Record Office, the only machine information shown is the make and cc. The Competition and Press machines are registered to the Triumph, Meriden instead of a dealer or garage. I am still researching this aspect to identify what happened eventually to press and competition machines.
   If you wish to research any vehicle not just Triumphs with a Warwickshire Registration, I recommend you try this search page http://www.warwickshire.gov.uk/archivesunlocked
You will need to use the Document reference Number CR1827 together with the Registration number you are interested in. There is a charge for a search and a copy of the record involved. Also ask if the ‘Surrender’ card survives, issued if a machine is scrapped in the county. You can of course view the records yourself at the Record Office. You will need to take proof of identity and address.
   You need to bear in mind that very few of us will be lucky enough to know the complete history of our machine. Often later or pattern parts will have been used to replace damaged or worn items and it then becomes difficult to recognise the remaining original pieces. Amal in 1967 when testing the concentric Carb offered a free Carb swap as part of a trial, Lucas helpfully Date stamped their products ie 665 for June 65, look for this on Horns, Coils etc. My investigations are continuing into the numbers cast into cylinder heads, crankcase halves, sidestands and stamped on some Carbs. Any detail you can provide will be helpful to refine my information.
   If setting out to restore or purchase one of these smaller Triumphs there are several good books available to give you background information, Roy Bacons Triumph Restoration books and J R Nelsons Book on Tiger 100's are good basic source material.
   It is possible to obtain re-prints of road tests, photographs, copies of magazine articles and parts books all which will assist you in the process. I am continually adding to my personal collection as articles and brochures come to light, I have limited copyright and can provide copies from the Triumph Brochures but not road tests, though I can lead you to the relevant article or picture. Mortons have been in the past very helpful, please look at their website on www.classicissues.com. Or alternatively try Pig Farmer Magazines at www.pigfarmermagazines.co.uk
Other material from the Meriden Era is kept by the Coventry Transport Museum, the Heritage Centre at Gaydon, Warwick University, The London Motorcycle Museum in Greenford  and the Triumph Owners Club and also some private collections. All these sources I am slowly visiting.
   Few Tiger 90s appear at shows and at the moment only one is on museum display (1968 Police Version. Glasgow Transport Museum). From my experience there are very few really good bikes out there, you will need perseverance and patience to find a good example of the model you are after. Most T90's were bought by owners in their teens or 20's and then rapidly modified, trashed and crashed.
   A machine you examine needs to be looked at carefully and sympathetically, I look to find what is original rather than what has been lost or modified. Even when modifying / improving my own bikes I always retain the original parts if possible so that these can be restored and refitted later if required. A riding machine differs from a show machine in that it is important to concentrate on safety and reliability over originality.
   Performance wise (0 to 60 in 11 Seconds) you can expect to keep up with modern traffic and surprise a few, many owners initially don't appreciate that you need to use the revs, at lest 6000 for brisk progress. With standard gearing you can expect 85 mph in good conditions; keep to 50 mph and you can expect 90 mpg and a relaxing ride. With some work you can really improve the performance (see Motorcycle Mechanics December 1967).
   With its low seat height 30 inches, 27 BHP and lightweight, a T90 makes a good ladies or learner classic, pretty too in its 63 guise and inexpensive compared to the Bonneville. Parts back up is excellent especially for consumables. Because of the shared components, Tiger 100 and 3TA parts if appropriate for the year will fit easily.
   The stressed petrol tanks fitted to the 1963 bikes often split, Triumph replaced these under warranty using the later tank and bracing strut, original! Also stress cracks occur on the rear number plate where it attaches to the mudguard, these are often repaired or replaced. With care it should be possible to strengthen this point with additional metal.
Several versions of chromed fork top nuts exist to suit the type of forks and internals fitted to the various C range machines, these are difficult to identify and date but is an issue I hope to resolve.
   Some parts for Tiger 90's are especially difficult to find, Bikinis, exhausts and silencers for 1963 bikes. Original pistons, steering stop nuts, small bore exhausts, brake clips, fork shrouds, horns (VMCC sell a poor replica 8H), working 19/10 speedo drives, correct petrol tanks (four versions) and oil tanks (four versions), genuine mudguards, tool boxes, trays and other sundry items. Parts can be difficult to identify for originality, mudguards especially as there seem to be many subtle variations. I have also seen various forms of knee grips, headlamps, control levers and rear number plates which all add to the confusion and which slowly I am seeking to clarify. Pattern parts appear both good and poor quality, sometimes for only short production runs followed by years of drought! I am happy to provide photographs of parts to assist you in your search.
   Ebay and Ebay Motors are becoming a good source of parts, literature and machines, I have growing experience and can advise on the process or at least verify a part or machine for you.
   I recommend a number of suppliers for parts including Tri-Supply, Tri Cor and Ace Classics, all dedicated Triumph specialists with a wealth of knowledge, experience and good reputation.www.trisupply.co.uk.   www.tri-corengland.com.   www.aceclassics.co.uk.For paint advice I strongly recommend you approach John Chritchlow at www.msmotorcyclesuk.com he is the recognised expert and can supply the correct shades, scheme diagrams and instructions.
   Other general dealers will be able to provide consumables, such as Plugs, Oil etc.
   Over the period of production the Tiger 90 was gradually improved, the later bikes have better overall performance and represent the best combination of modernity and handling. The Tiger 90 is generally a reliable bike and has few shortcomings, electrics, oil filtration and brakes are the weak points and once addressed the bike should provide years of trouble free enjoyment, provided care is taken not to overstress the engine with motorway speeds or lack of servicing! This model is easily serviced at home once a few particular tools, books and techniques are obtained. If in doubt seek advice.
   Value is a difficult thing to calculate and will vary with the economic climate, obviously machines in excellent original or correctly restored condition with a well-documented or proven history will command the best price. Engine and Frame numbers should match! Pay special attention to the look of the stamping as I have seen these changed! Early machines are more collectable and valuable, later ones more saleable and rideable. Please bear in mind with these smaller motorcycles that the restoration costs will quickly overtake the final value of the machine.
   When examining a machine with a view to purchase look carefully for accident damage to the handlebar, frame and forks, often the headlamp, shrouds and rear grab rail will show accident damage or have been replaced, possibly with later parts.  Examine wheels for corrosion, damage and worn bearings and carefully assess the swing arm bushes, these are difficult to replace (Motorcycle Mechanics December 1967). Look to see how much wear there is on the rear sprocket as on pre 66 machines this is integral with the drum and difficult to renovate.
   A beautifully painted machine will always be worth less if the colour scheme is wrong but original finishes should be assessed; carefully photographed and preserved.
I have seen several 3TA’s converted to look like Tiger 90’s (a pity as the late 3TA is rare) and a number of bikes converted to 500cc or later specification swing arm/frame these changes will affect the value of the machine especially if the original parts have been lost.
   I have over the years at auto-jumbles seen Tiger 90 Frames and crankcases together with associated items; my information should help in dating and identifying parts.
I am happy to provide additional information or detail photographs from my growing collection if you are having particular difficulty. I am seeking to carefully photograph particularly good examples of each year so that I have photo packs that I can forward. 
   There are a host of modifications that can be done to improve reliability, safety and performance should you wish to do so without losing the character or good looks. I have detailed a list separately and am happy to provide additional advice should you seek it.
   My aim is to educate, provide accurate restoration information and bring together owners from around the country and across the world so that we can share knowledge and enhance the enjoyment and ease the ownership of these attractive, sometimes rare, overlooked Triumphs. I need your help in order to do this.
   If you are taking or sending photographs I an interested in close up detail particularly the engine behind the cylinders, battery arrangement, oil tanks, headlamp, tank badges, brake levers, fork spindle clamps, front brake and frame also of any serial numbers on the carb, horn and cylinder head this will help me to date when changes were made.
   I hope that you found my information useful and informative and look forward to remaining in contact with you and your Tiger 90. 

Justin Harvey-James The Tiger 90 Man at www.triumph-tiger-90.com