Like the other 650-cc models, the Trophy gained unit construction in 1963. Coil ignition replaced the magneto. On the west coast desert racing become very popular and Johnson Motors, the Triumph distributor for the western states communicated with the Triumph Meridan manufacturing Plant for a desert spec bike, that had improved suspension, Dunlop Universal Trails tires, different gear ratios (17 tooth drive sprocket), an ET ignition with no battery, no lights, and a high pipe exhaust with no mufflers. Similar to the short track T120C TT Specials, these would later be commonly called a "Desert Sled" and designated as the model TR6SC Trophy Special. The TR6SC Trophy Special bikes were produced in small numbers (255 units in 1965, other years see dispatch records) specificly for the California desert racing scene. For 1964, the bike received stronger front forks, which improved handling. The TR6SC model gained a bit more fame in 1964 as Steve McQueen(actor/part time racer)represented team U.S.A. Competed in the International Six Day Trials (I.S.D.T.)riding a 1964 TR6SC in East Germany. In 1965, a locating pin for finding top dead center was added to allow timing without the use of a dial gauge. In 1966, a new tear drop tank was introduced. This new slim line tank held less fuel and did not have a parcel grid. Along with the new design, a new tank badge was re-styled from the "Harmonica" style to the "Eyebrow". Early 66 TR6SC Trophy Special models ordered by Johnson Motors for the west coast were equipped with alloy fenders no running lights and the exhaust was on the left side with no mufflers. These were still designated TR6SC, but starting in early part of 1966 Triumph dropped the models TR6SC and TR6SR, and the new models were now TR6C and TR6R. The TR6R was relatively the same as the previous SR model, but the TR6C now came standard with running lights, and had high level, left side exhaust pipes with mufflers, steel painted fenders and included a speedometer standard. This street-able version is also referred to as the east coast set up as Tri-cor was the east coast distributor and typically had ordered their TR6SC bikes with all the running lights and street trim. The electrics changed to 12 volts, and a bigger 6-pint oil tank was added. The front brake drum was redesigned to allow a larger braking surface. For 1967, the TR6 received some engine changes. Compression was lowered to 9:1. and
Bonneville exhaust valves and camshaft were adopted, resulting in a 5-bhp increase. This year was the beginning of the shift to unified threads. The TR6C now got twin high pipes on the left side with mufflers. The twin leading shoe brake was adopted in 1968. This year had the introduction of the
Amal Concentric carburettor. The TR6R was the "Sport" version with low pipes, and the TR6C was the "Trophy Special" with high pipes and folding footpegs. The TR6C Trophy Special was built at the request of Triumph's sole US distributor at the time, Johnson Motors in southern California, as a way to target the growing number of desert riders. It was fitted with Dunlop Trials Universal block-tread tires and was the model referred to as the "Desert Sled". The TR6 and TR6R were renamed Tiger for 1969, leaving the TR6C model with the Trophy name. The front brake used a modified actuating lever to avoid snagging of the cable on the front mudguard. Other changes included the larger RM21 alternator and twin Windtone horns. The signature parcel grid was finally dropped for all models. The last year before the 'oil-in-frame' was adopted was 1970. The exhausts on the TR6C received the "barbecue grill" heat shields. == Oil-in-frame models ==