Six brand new Triumph motorcycles were unveiled to the bike industry and press at the Cologne Show in September 1990. Based around two different engine formats, these models – the unfaired Trident 750 and 900 triples, the touring-oriented Trophy 900 triple and 1200 four and the sports-slanted Daytona 750 triple and 1000 four - employed a modular concept, meaning that many parts were common to all. They were well received in all quarters and the line up evolved over the next few years.

But it was the advent of the Speed Triple in 1994 that really caught the press and the publics’ imagination. Just as the hopped-up Thunderbird had metamorphosed into the Bonneville in the ‘50s so the new Speed Triple captured a piece of café racer chic. It had a ton of character, plenty of performance and a raw look that was just right for the time. It also had its own one-make race series, which ensured that the public saw what the Speed Triple was capable of on a racetrack.

Ever growing volumes brought the opportunity to evolve away from the modular concept and in 1997 the T595 Daytona was launched to an expectant world. Dispensing with carburettors its brand new three-cylinder engine used state of the art fuel injection, which at the time was a rarity. It also had a chassis the match of pretty much any production sports bike available and marked Triumph’s ability to not only exist as a manufacturing entity, but to lead once again.
Subsequently the fuel-injected engine was adopted to power new versions of the Tiger and Speed Triple, together with the unveiling in 1998 of a brand new sports-touring machine – the Sprint ST.

The end of the decade also saw an expansion to Triumph’s production facilities with work completed on a second Hinckley manufacturing facility.

The dawn of the 21st Century saw Triumph build its 100,000th bike at the Hinckley plant and release two brand new motorcycles. The first, the sports middleweight TT600, met the Japanese manufacturers squarely on their turf. With a 599cc fuel-injected inline four-cylinder engine and a chassis that was won universal praise the TT600 was the only non-Japanese contender in the class. Perhaps even bigger news for Triumph was the unveiling of the second new model – the Bonneville. An evocative 790cc air-cooled parallel twin, the new Bonnie combined the look, feel and soul of the legendary late ‘60s T120. It was an immediate success and the cruiser-style Bonneville America followed hard on its heels, specifically designed for the US rider.

Then fate intervened again. Just as Triumph geared up for the busy coming season, the factory was devastated by fire. The blaze of 15th of March 2002 saw the complete destruction of the main stores, injection moulding area, chassis and final assembly lines while the rest of the plant was heavily smoke damaged. Undeterred, even though the fire was one of the largest industrial conflagrations ever to occur in Britain, Triumph immediately set about rebuilding and almost six months to the day, the rebuilt factory was fully operational. R & D was unaffected by the fire and soon after the factory re-opened the the four-cylinder Daytona 600 supersports bike was shown publicly for the very first time.

Spearheading a return to racing the Daytona 600 competed successfully in the British Supersports championships of 2003 and 2004 and scored a win at the Isle of Man TT at its first attempt.

Other new models have followed since including the amazing Rocket III, the first production motorcycle to break the 2-litre barrier and most recently a brand new Sprint ST and Speed Triple and the multi-award winning Daytona 675.

With a comprehensive ongoing model development programme and continual factory investment who knows what the following decades may bring..