ratios , and several gear ratio options , depending on their competitive leanings . With the right parts added , the TR5 could even be transformed into an effective clubman road racer . Triumph continued to capitalise on its own competition success , entering TR5- mounted works teams in the ISDT and bringing home more manufacturer ’ s awards in 1949 , 1950 and 1951 . It called this feat “ unequalled ” in advertising material of the day , and indeed , this record has never been bettered . Triumph advertisements continued to list the Trophy ’ s many victories , with one example in December 1948 understating its success somewhat when it described a string of top-flight trials victories – The Colmore , the Bemrose , the Reliance and the Scott – as a “ fairly good haul .”
MORE POWER , BETTER HANDLING The rigid-framed TR5 Trophy was essentially unchanged from 1948 until 1954 , although the gearbox and crank were toughened up , and when the generator heads ran out , it received a standard-looking head with more cooling fins and splayed exhaust ports . From 1949 a sprung rear hub was offered as an option , but the purists , convinced this rear suspension lark would never catch on , stuck with the rigid frame . The hub did , however , add a lot of weight to the rear of the bike and its compressed springs were tricky – even dangerous – to service . Eventually the Trophy had to move on , as competition became more intense and bikes more specialised . The performance parts had made the TR5 popular in the US , but it started to fall behind the competition in the deserts
50 KIWI RIDER