Triumph Dolomite | Classic Cars Wiki | Fandom powered by Wikia [ show ] History The Dolomite was the final addition to Triumph's complex small-car range (codenamed "Project Ajax"), which had started in 1965 with the Triumph 1300. Designed to be a replacement for the rear-wheel drive Triumph Herald, the 1300 was originally fitted with a 1,296 cc (79 cu in) engine and front-wheel drive. The later model, introduced in September 1970 as the Triumph 1500, featured a remodelled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cu in) engine. Triumph were however dissatisfied with the market performance of the 1300; although successful, the higher price and greater complexity meant sales never reached the levels of its predecessor, the simpler and cheaper Herald. To this end the car was comprehensively re-engineered to be cheaper and simpler to build and maintain; launched in September 1970, was the Triumph Toledo, a cheaper and more basic variant with conventional rear-wheel drive.

This was assembled alongside the now larger-engined front-wheel drive version. It was launched at the same time as the 1500, adding further complexity to the model range. The "Dolomite" Designed as the successor for the upmarket variants of the front-wheel drive designs, and also for the 6-cylinder Triumph Vitesse, a sporting relative of the Herald, the Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972. The name "Dolomite" had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car. The car used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo. Initially, the only version available used the new slant-four 1854 cc engine, which mated an alloy OHC head to an iron block, providing 91 bhp (68 kW) which offered sprightly performance.

This was a version of the engine that the company was already providing to Saab for use in their 99 model. The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims. The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission. Dolomite Sprint Although the Dolomite proved to be refined and rapid, competitors such as the BMW 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige.

To remedy this, Triumph unveiled the Dolomite Sprint in June 1973, although the launch had been delayed by a year; it had been due to go on sale in 1972. A team of engineers led by Spen King developed a 16-valve cylinder head with all of the valves being actuated using a single camshaft rather than the more normal DOHC arrangement. The capacity was also increased to 1,998 cc (122 cu in), and combined with bigger carburettors the output was upped to 127 bhp (95 kW). This represented a significant increase over the smaller 1850cc variant, however it fell short of the original target of 135 bhp (101 kW). Despite BL engineers being able to extract a reliable 150 bhp (112 kW) from test engines, the production line was unable to reliably build the engines to the same level of quality, with production outputs being in the region of 125 bhp (93 kW) to 130 bhp (97 kW).

This led to the original model designation, the Dolomite 135, being replaced at short notice with the Sprint name. As a result of this new engine the Dolomite Sprint has a claim to be the world's first truly mass-produced multi-valve car, and the design of the cylinder head won a British Design Council award in 1974. Performance was excellent, with 0–60 mph taking around 8.4 seconds, with a maximum speed of 119 mph (192 km/h). Trim was similar to the 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof, front spoiler, twin exhausts and lowered suspension. By now seats were in cloth on the 1850, and these were also fitted to the Sprint. Due to the increase in power brought by the new engine, the rest of the driveline was upgraded to be able to withstand the extra torque. The gearbox and differential were replaced by a version of those fitted to the TR and 2000 series cars, albeit with a close ratio gearset in the gearbox.

The brakes were upgraded, with new pad materials at the front, and the fitment of larger drums and a load sensing valve at the rear. Other changes over the standard Dolomite included the option of a limited slip differential. The optional overdrive and automatic transmission from the 1850 model were also offered as option on the Sprint. Initial models were only offered in Mimosa yellow although further colours were available from 1974. At launch the Sprint was priced at £1740, which compared extremely well to comparable cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii, which offered similar performance. The four-door practicality of the Sprint also made it a very attractive proposition for the young executive choosing his first company car. The press gave the Dolomite Sprint an enthusiastic Reception. Motor summarised its road test (subtitled "Britain leads the way") with glowing praise: ...the Sprint must be the answer to many people's prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model's manners quite impeccable ...

Most important of all, it is a tremendously satisfying car to drive.From May 1975 overdrive and tinted glass were fitted as standard. In addition, all Sprints were fitted with a body side trims, a plastic surround for the gearlever and a driver's door mirror. Headrests were now available as an optional extra. From March 1976 headrests, a radio and laminated windscreen were fitted as standard. In 1978 laminated windscreens became a standard fitment and in 1980, to comply with UK legislation, twin rear fog lamps were also fitted as standard. As with many other British Leyland cars of the period, a number of "Special Tuning" options were available for the Dolomite Sprint, offering dealer fitted upgrades to the car that included larger carburettors, freer flowing exhaust systems, and competition camshafts. These upgrades were designed by the factory race team and offered in order to homologate the tuning parts for competition purposes. Rationalisation By the mid-1970s the range had become complex, with many different names and specifications.

The Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc (79 cu in) OHV, rear-wheel drive), the 1500 TC (standard bodyshell, 1,493 cc (91 cu in) OHV, rear-wheel drive) and the Dolomite/Dolomite Sprint (Standard bodyshell, 1,854 cc (113 cu in) / 1,998 cc (122 cu in), OHC, rear-wheel drive). In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised as follows: Dolomite 1300: Base model. Basic trim, single headlamps, 1296 cc engine. Dolomite 1500: Same as 1300, with 1,493 cc (91 cu in) engine. Dolomite 1500HL: Luxury specification as per 1850, with 1493 cc engine.

Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine. (Front spoiler fitted from 1975) Dolomite Sprint: The performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine. The Dolomite 1300 used the 1,300 cc (79 cu in) engine developed from the Herald and Spitfire, and replaced the Toledo as the basic model in the range. The body was identical except for the lengthened body giving the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single square headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included a reclining front seats, cigar lighter, fasten seat belt warning light, driver's door mirror, twin reversing lights and a dipping rear view mirror. The dashboard design was the same as that fitted to the facelifted Toledo of 1975.

There was no overdrive or automatic transmission option with the 1300. The next model up, replacing the Triumph 1500 TC, was the Dolomite 1500. The Dolomite 1500 offered identical specification to the Dolomite 1300, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmission were offered as an optional extra. The 1500HL had basically identical specification to the luxury 1850 (now designated 1850HL), but again featured the 1493 cc engine. Performance was good, and once again overdrive and automatic transmissions were optional. The HL model had a much improved specification level over the standard Dolomite 1500 including a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver's seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors.

With the new 1500 models, a front-wheel drive model was replaced by a rear-wheel drive model, with few external differences apparent in the bodywork. At a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change could be considered somewhat backward thinking. It should be borne in mind however, that the otherwise completely rear-wheel drive model lineup at Triumph meant that switching to rear-wheel drive would afford significant cost savings. History repeated itself almost 30 years later when MG Rover, a descendant of the British Leyland company that owned Triumph, converted the Rover 75/MG ZT model to rear-wheel drive. Late 1970s The Dolomite changed very little (in all its variants) from the beginning to the very end, only minor trim differences and additional standard equipment being the main changes. 1979 saw the introduction of the Dolomite SE, of which 2163 were built.

The bodyshell was of the basic 1500 (single headlamps) but the interior was fitted with luxury trim including burr walnut dashboard and door cappings (the dashboard was the same style as fitted to that of the Dolomite 1300), grey velour seats and matching carpet. All the cars were painted black with wide silver stripes running full length, with the letters "SE" at the end of the rear wing. The SE also sported a front spoiler and Spitfire style road wheels. By the late 1970s the Dolomite was looking increasingly old fashioned against much newer competition. The cars ceased production in August 1980 along with the Triumph Spitfire, as British Leyland closed the Canley factory as it downsized in a bid for survival. Reputation The Dolomite has, perhaps unfairly, gained a reputation for fragility. The introduction of the Dolomite came at a turbulent time for BL and Triumph in particular. A slew of new model introductions, along with the completely new architecture and alloy head/iron block construction of the OHC slant-4, meant that dealership mechanics were not fully aware of the servicing requirements of the engine.

In particular, it required the cooling system to be kept in good condition, and partially filled with a rust inhibitor, otherwise corrosion leading to radiator blockages and overheating could occur. The Dolomite is a relatively rare sight on British roads with only about 1300 roadworthy examples registered in the UK. However, this is a favourable showing when compared to other contemparies like the Morris Marina, of which fewer than 800 examples were still roadworthy by 2006, despite the Marina being a much stronger seller than the Dolomite. Motorsport Touring cars The Dolomite Sprint was campaigned in the British Touring Car Championship from 1974 to 1978. It met with some success, with Andy Rouse winning the Drivers' Championship in 1975, and also lifting the manufacturer's title in 1974 with team mate Tony Dron. The Sprint driven by Andy Rouse and Tony Dron managed fifth overall in the Spa 24 hours race in July 1974. In September Dron managed 3rd place overall in a Sprint competing in the RAC Tourist Trophy race of that year.

In 1975 Andy Rouse won the British Touring Car Championship outright by taking the driver's title in a Sprint. In 1976 Broadspeed only ran one Dolomite Sprint in British Saloon Car Championship, with Rouse finishing second in the two litre class. 1977 saw the departure of Rouse and the return of Tony Dron as driver of the Broadspeed prepared Dolomite Sprint. Dron managed to win no less than seven of the twelve races outright against some stiff competition, and narrowly missed out on winning the championship outright because of tyre failure on the final race when leading his class by over a minute. In 1978 Broadspeed entered a sole Dolomite Sprint (driven by Tony Dron) where it won only one race outright, although the Sprint still won class B in the last year a factory entered Sprint would compete in the British Saloon Car Championship. Rallying Due to the heavier bodyshell and somewhat fragile engine, the Dolomite Sprint was less successful in rallying. Retirements were rather frequent resulting in failure to complete any rallies during 1974.

Things improved slightly in 1975 when a Sprint crewed by Brian Culcheth and Johnstone Syer finished 11th overall in the Welsh Rally in May 1975 (FRW 812L). This was quickly followed up with an impressive second place overall in the Tour of Britain in August 1975, and in the 1975 Lombard RAC Rally Culcheth and Syer won Group 1 and were first in class. In January 1976 Tony Pond and D. Richards won Group 1 in the Tour of Dean Rally. In the same month, Culcheth and Syer finished fifth overall in the Snowman Rally, and seventh overall in the Mintex Rally a month later, with Tony Pond and D. Richards coming first in Group 1. Culcheth and Syer had to retire in the Granite City Rally held in March, while Pond and Richards came home fourth overall and finished first in Group 1. Culcheth and Syer finished second overall in the Tour of Britain and in the Manx Trophy Rally held in August, while P. Ryan and F. Gallagher came in ninth overall. P.

Ryan and M. Nicholson also came first in Group N in the Lindisfarne Rally held in October, and they also came second in Group 1 in the Castrol '76. From May 1976 onwards, the Dolomite Sprint would run alongside the TR7 before being eventually withdrawn from rallying, the TR7 V8 taking over the mantle. In the Lombard RAC Rally of 1976, the Sprint was forced to retire with engine problems.[ 1977 would be the last season where factory entered Sprints would compete in any form of rallying. Ryan and Nicholson managed to win Group 1 while coming eighth overall in the Granite City Rally, and this was followed by ninth overall in the Welsh Rally and finishing second in Group 1. The Scottish Rally saw Ryan and Nicholson come 12th overall and helped win the team prize with two other TR7s. The Manx Rally held in September 1977 was the very last rally where a works entered Sprint was entered, but it ended its rallying career on a high, managing seventh overall and first in Group 1 (both "Class 1" and "Production" classes) driven by Ryan and Nicholson.

Today Triumph Dolomites continue to be used in classic motorsport today, with cars being campaigned in the UK, mainland Europe, and Australia, as well as many other places. Dolomite-derived cars The Panther Rio was based on the Dolomite 1850 but was re-skinned with new aluminium panels and with a completely revised interior. Also available was the Panther Rio Especiale, which used the Dolomite Sprint as a base. It was produced from 1975 to 1977 and a mere 38 were sold. The Latham F2 used the Dolomite mechanicals (usually Sprint), but attached to a fibreglass sports car body. The early Robin Hood S7 used the front subframe and mechanical components from any Dolomite, attached to a monocoque body made out of Stainless Steel. Later Robin Hoods were Ford based. Cultural references A white Dolomite Sprint, plate POK 79R was mainly driven by the Bodie character in the early episodes of The Professionals before being replaced by a Ford. A green Triumph Dolomite 1300 appears in Ashes to Ashes as Alex Drake's car (Episode 5).

In Series 10, Episode 07 of Top Gear (airdate 25 November 2007), presenter Richard Hammond bought and drove a green Triumph Dolomite Sprint in the £1200 British Leyland cheap car challenge. The challenge was to prove that British Leyland did make a few good cars, because the producers believed otherwise. A red Dolomite appears in the 1982 film "The Plague Dogs" A green Dolomite appears in the video for Nothing's Gonna Change Your Mind by Badly Drawn Boy Gallery Triumph Dolomite | Tractor & Construction Plant Wiki | Fandom powered by Wikia Tractor & Construction Plant Wiki Share Ad blocker interference detected! Wikia is a free-to-use site that makes money from advertising. We have a modified experience for viewers using ad blockers Wikia is not accessible if you’ve made further modifications. Remove the custom ad blocker rule(s) and the page will load as expected. For the pre-war car of the same name, see Triumph Dolomite (pre-1940) .

Triumph Dolomite The Triumph Dolomite was a popular small saloon car produced by the Triumph Motor Company division of the British Leyland Corporation in Canley , Coventry between October 1972 and August 1980. Contents Edit The Dolomite was the final addition to Triumph's complex small-car range (codenamed "Project Ajax"), which had started in 1965 with the Triumph 1300 . Designed to be a replacement for the rear-wheel drive Triumph Herald , [1] the 1300 was originally fitted with a 1,296 cc (79 cu in) engine and front-wheel drive . The later model, introduced in September 1970 as the Triumph 1500 , featured a remodelled front and rear, styled by Michelotti , and a larger 1,493 cc (91 cu in) engine. Triumph were however dissatisfied with the market performance of the 1300; although successful, the higher price and greater complexity meant sales never reached the levels of its predecessor, the simpler and cheaper Herald .

To this end the car was comprehensively re-engineered to be cheaper and simpler to build and maintain; launched in September 1970, was the Triumph Toledo , a cheaper and more basic variant with conventional rear-wheel drive . This was assembled alongside the now larger-engined front-wheel drive version. It was launched at the same time as the 1500, adding further complexity to the model range. The "Dolomite" 1,854 cc (113 cu in ) Straight-4 Designed as the successor for the upmarket variants of the front-wheel drive designs , and also for the 6-cylinder Triumph Vitesse , a sporting relative of the Herald, the Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972. [2] The name "Dolomite" had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car.

The car used the longer bodyshell of the front wheel drive Triumph 1500 , but with the majority of the running gear carried over from the rear-wheel drive Triumph Toledo . Initially, the only version available used the new slant-four 1854 cc engine , which mated an alloy OHC head to an iron block, providing 91 bhp (68 kW) which offered sprightly performance. This was a version of the engine that the company was already providing to Saab for use in their 99 model. [3] The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims.

The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission . Dolomite Sprint Engine(s) 1,998 cc (122 cu in) Straight-4 SOHC with 4 valves per cylinder Although the Dolomite proved to be refined and rapid, competitors such as the BMW 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige. To remedy this, Triumph unveiled the Dolomite Sprint in June 1973, although the launch had been delayed by a year; it had been due to go on sale in 1972. [4] A team of engineers led by Spen King developed a 16-valve cylinder head with all of the valves being actuated using a single camshaft rather than the more normal DOHC arrangement.

The capacity was also increased to 1,998 cc (122 cu in), and combined with bigger carburettors the output was upped to 127 bhp (95 kW). This represented a significant increase over the smaller 1850cc variant, however it fell short of the original target of 135 bhp (101 kW). Despite BL engineers being able to extract a reliable 150 bhp (112 kW) from test engines, [5] the production line was unable to reliably build the engines to the same level of quality, with production outputs being in the region of 125 bhp (93 kW) to 130 bhp (97 kW). This led to the original model designation, the Dolomite 135, being replaced at short notice with the Sprint name. As a result of this new engine the Dolomite Sprint has a claim to be the world's first truly mass-produced multi-valve car, and the design of the cylinder head won a British Design Council award in 1974.

[6] Performance was excellent, with 0–60 mph taking around 8.4 seconds, with a maximum speed of 119 mph (192 km/h). Trim was similar to the 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof , front spoiler, twin exhausts and lowered suspension. By now seats were in cloth on the 1850, and these were also fitted to the Sprint. Due to the increase in power brought by the new engine, the rest of the driveline was upgraded to be able to withstand the extra torque. The gearbox and differential were replaced by a version of those fitted to the TR and 2000 series cars, albeit with a close ratio gearset in the gearbox. The brakes were upgraded, with new pad materials at the front, and the fitment of larger drums and a load sensing valve at the rear. Other changes over the standard Dolomite included the option of a limited slip differential . The optional overdrive and automatic transmission from the 1850 model were also offered as option on the Sprint.

Initial models were only offered in Mimosa yellow although further colours were available from 1974. At launch the Sprint was priced at £1740, which compared extremely well to comparable cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii, which offered similar performance. The four-door practicality of the Sprint also made it a very attractive proposition for the young executive choosing his first company car. The press gave the Dolomite Sprint an enthusiastic Reception. Motor summarised its road test (subtitled "Britain leads the way") with glowing praise: ...the Sprint must be the answer to many people's prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model's manners quite impeccable ... Most important of all, it is a tremendously satisfying car to drive. [7] From May 1975 overdrive and tinted glass were fitted as standard. In addition, all Sprints were fitted with a body side trims, a plastic surround for the gearlever and a driver's door mirror. Headrests were now available as an optional extra.

From March 1976 headrests, a radio and laminated windscreen were fitted as standard. In 1978 laminated windscreens became a standard fitment and in 1980, to comply with UK legislation, twin rear fog lamps were also fitted as standard. As with many other British Leyland cars of the period, a number of "Special Tuning" options were available for the Dolomite Sprint, offering dealer fitted upgrades to the car that included larger carburettors, freer flowing exhaust systems, and competition camshafts. These upgrades were designed by the factory race team and offered in order to homologate the tuning parts for competition purposes. Rationalisation Engine(s) 1,493 cc (91 cu in) Straight-4 By the mid-1970s the range had become complex, with many different names and specifications.

The Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc (79 cu in) OHV, rear-wheel drive), the 1500 TC (standard bodyshell, 1,493 cc (91 cu in) OHV, rear-wheel drive) and the Dolomite/Dolomite Sprint (Standard bodyshell, 1,854 cc (113 cu in) / 1,998 cc (122 cu in), OHC, rear-wheel drive). In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report , the Dolomite and other similarly bodied ranges were rationalised as follows: [8] Dolomite 1300: Base model. Basic trim, single headlamps, 1296 cc engine. Dolomite 1500: Same as 1300, with 1,493 cc (91 cu in) engine. Dolomite 1500HL: Luxury specification as per 1850, with 1493 cc engine.

Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine. (Front spoiler fitted from 1975) Dolomite Sprint: The performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine. The Dolomite 1300 used the 1,300 cc (79 cu in) engine developed from the Herald and Spitfire , and replaced the Toledo as the basic model in the range. [9] The body was identical except for the lengthened body giving the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single square headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included a reclining front seats, cigar lighter, fasten seat belt warning light, driver's door mirror, twin reversing lights and a dipping rear view mirror.

The dashboard design was the same as that fitted to the facelifted Toledo of 1975. There was no overdrive or automatic transmission option with the 1300. The next model up, replacing the Triumph 1500 TC, was the Dolomite 1500. The Dolomite 1500 offered identical specification to the Dolomite 1300, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmission were offered as an optional extra. The 1500HL had basically identical specification to the luxury 1850 (now designated 1850HL), but again featured the 1493 cc engine. Performance was good, and once again overdrive and automatic transmissions were optional. The HL model had a much improved specification level over the standard Dolomite 1500 including a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver's seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors.

With the new 1500 models, a front-wheel drive model was replaced by a rear-wheel drive model, with few external differences apparent in the bodywork. At a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change could be considered somewhat backward thinking. It should be borne in mind however, that the otherwise completely rear-wheel drive model lineup at Triumph meant that switching to rear-wheel drive would afford significant cost savings. History repeated itself almost 30 years later when MG Rover , a descendant of the British Leyland company that owned Triumph, converted the Rover 75 / MG ZT model to rear-wheel drive. [10] Late 1970s This section does not cite any references or sources . Please help improve this article by adding citations to reliable sources . Unverifiable material may be challenged and removed. (November 2008) The Dolomite changed very little (in all its variants) from the beginning to the very end, only minor trim differences and additional standard equipment being the main changes. 1979 saw the introduction of the Dolomite SE, of which 2163 were built.

The bodyshell was of the basic 1500 (single headlamps) but the interior was fitted with luxury trim including burr walnut dashboard and door cappings (the dashboard was the same style as fitted to that of the Dolomite 1300), grey velour seats and matching carpet. All the cars were painted black with wide silver stripes running full length, with the letters "SE" at the end of the rear wing. The SE also sported a front spoiler and Spitfire style road wheels. [11] By the late 1970s the Dolomite was looking increasingly old fashioned against much newer competition. The cars ceased production in August 1980 along with the Triumph Spitfire , as British Leyland closed the Canley factory as it downsized in a bid for survival. Reputation Edit The Dolomite has, perhaps unfairly, gained a reputation for fragility. The introduction of the Dolomite came at a turbulent time for BL and Triumph in particular. A slew of new model introductions, along with the completely new architecture and alloy head/iron block construction of the OHC slant-4, meant that dealership mechanics were not fully aware of the servicing requirements of the engine.

In particular, it required the cooling system to be kept in good condition, and partially filled with a rust inhibitor, otherwise corrosion leading to radiator blockages and overheating could occur. The Dolomite is a relatively rare sight on British roads with only about 1300 roadworthy examples registered in the UK. [12] However, this is a favourable showing when compared to other contemparies like the Morris Marina , of which fewer than 800 examples were still roadworthy by 2006, despite the Marina being a much stronger seller than the Dolomite. Motorsport Edit The Dolomite Sprint was campaigned in the British Touring Car Championship from 1974 to 1978. [13] It met with some success, with Andy Rouse winning the Drivers' Championship in 1975, and also lifting the manufacturer's title in 1974 with team mate Tony Dron. The Sprint driven by Andy Rouse and Tony Dron managed fifth overall in the Spa 24 hours race in July 1974. [14] In September Dron managed 3rd place overall in a Sprint competing in the RAC Tourist Trophy race of that year.

[15] In 1975 Andy Rouse won the British Touring Car Championship outright by taking the driver's title in a Sprint. In 1976 Broadspeed only ran one Dolomite Sprint in British Saloon Car Championship, with Rouse finishing second in the two litre class. 1977 saw the departure of Rouse and the return of Tony Dron as driver of the Broadspeed prepared Dolomite Sprint. Dron managed to win no less than seven of the twelve races outright against some stiff competition, and narrowly missed out on winning the championship outright because of tyre failure on the final race when leading his class by over a minute. In 1978 Broadspeed entered a sole Dolomite Sprint (driven by Tony Dron) where it won only one race outright, although the Sprint still won class B in the last year a factory entered Sprint would compete in the British Saloon Car Championship. Rallying Edit Due to the heavier bodyshell and somewhat fragile engine, the Dolomite Sprint was less successful in rallying. Retirements were rather frequent resulting in failure to complete any rallies during 1974.

Things improved slightly in 1975 when a Sprint crewed by Brian Culcheth and Johnstone Syer finished 11th overall in the Welsh Rally in May 1975 (FRW 812L). This was quickly followed up with an impressive second place overall in the Tour of Britain in August 1975, and in the 1975 Lombard RAC Rally Culcheth and Syer won Group 1 and were first in class. [16] In January 1976 Tony Pond and D. Richards won Group 1 in the Tour of Dean Rally. [17] In the same month, Culcheth and Syer finished fifth overall in the Snowman Rally, and seventh overall in the Mintex Rally a month later, with Tony Pond and D. Richards coming first in Group 1. Culcheth and Syer had to retire in the Granite City Rally held in March, while Pond and Richards came home fourth overall and finished first in Group 1. [17] Culcheth and Syer finished second overall in the Tour of Britain and in the Manx Trophy Rally held in August, while P. Ryan and F.

Gallagher came in ninth overall. P. Ryan and M. Nicholson also came first in Group N in the Lindisfarne Rally held in October, and they also came second in Group 1 in the Castrol '76. From May 1976 onwards, the Dolomite Sprint would run alongside the TR7 before being eventually withdrawn from rallying, the TR7 V8 taking over the mantle. In the Lombard RAC Rally of 1976, the Sprint was forced to retire with engine problems. [18] 1977 would be the last season where factory entered Sprints would compete in any form of rallying. Ryan and Nicholson managed to win Group 1 while coming eighth overall in the Granite City Rally, and this was followed by ninth overall in the Welsh Rally and finishing second in Group 1. The Scottish Rally saw Ryan and Nicholson come 12th overall and helped win the team prize with two other TR7s.

The Manx Rally held in September 1977 was the very last rally where a works entered Sprint was entered, but it ended its rallying career on a high, managing seventh overall and first in Group 1 (both "Class 1" and "Production" classes) driven by Ryan and Nicholson. Today Triumph Dolomites continue to be used in classic motorsport today, with cars being campaigned in the UK, [19] mainland Europe, [20] and Australia, [21] as well as the USA. [22] Dolomite-derived cars Edit The Panther Rio was based on the Dolomite 1850 but was re-skinned with new aluminium panels and with a completely revised interior. Also available was the Panther Rio Especiale, which used the Dolomite Sprint as a base. It was produced from 1975 to 1977 and 38 were sold. [23] The Latham F2 used the Dolomite mechanicals (usually Sprint), but attached to a fibreglass sports car body. The early Robin Hood S7 used the front subframe and mechanical components from any Dolomite, attached to a monocoque body made out of Stainless Steel.

Later Robin Hoods were Ford based. Cultural references A white Dolomite Sprint, plate POK 79R was mainly driven by the Bodie character in the early episodes of The Professionals before being replaced by a Ford. A green Triumph Dolomite 1300 appears in Ashes to Ashes as Alex Drake's car (Episode 5). In Series 10, Episode 07 of Top Gear (airdate 25 November 2007), presenter Richard Hammond bought and drove a green Triumph Dolomite Sprint in the £1200 British Leyland cheap car challenge. The challenge was to prove that British Leyland did make a few good cars, because the producers believed otherwise.

A red Dolomite appears in the 1982 film " The Plague Dogs " A green Dolomite appears in the video for Nothing's Gonna Change Your Mind by Badly Drawn Boy Preservation Triumph Club – Vintage Triumph Register » Dolomite An Overview of the Dolomite Sprint By Richard Truett Copyright 2007 Richard Truett Great Britain’s Practical Classics magazine recently asked its readers which classic car they would buy if they had 4,000 pounds, or about $8,000 to spend. The winner: The Triumph Dolomite Sprint. Most American Triumph enthusiasts have only ever seen the Dolomite Sprint in Triumph history books and the occasional magazine article. The car was never sold in the United States or Canada. But here, as in Great Britain, the stylish high-performance compact sedan is winning an enthusiastic following and is well on its way to becoming a classic. There are now at least a dozen privately imported Dolomite Sprints on the road in the United States, and the number is growing every year. The rear-wheel drive Dolomite Sprint, produced from January 1973 to August 1980, was the top model in a range of cars that had a long and rather unusual production history.

The Sprint can trace its beginnings to the front-wheel drive Triumph 1300 of 1965. The front-wheel drive Triumph sedans were designed to compete with the Austin Mini. This was before Triumph and Austin became sister companies as part of British Leyland in 1968. The Triumph 1300 was styled by Triumph’s Italian design consultant, Giovanni Michelotti. Though the car and its derivatives sold well — more than 200,000 were built from 1965 to 1973 — the front-wheel drive cars were expensive to produce and difficult to service. In what may be the first and only example of this, Triumph engineers in 1970 devised a new floorpan for the 1300 which switched the car to rear-wheel drive. The first rear-wheel drive versions were named Toledo and were offered with 1300cc and 1500cc engines. Unlike most other Triumphs of the day, the rear-wheel drive Toledos and Dolomites did not have independent rear suspension. Instead there was a live axle attached to the body with upper radius and lower trailing arms.

In January 1972, the first version of this car with the Dolomite name appeared. It was the engine, an 1,850cc overhead-cam slant four, that made this car different from its lower cost stable mates. The 1,850cc engine was a precursor to the 2.0-liter engine coming for the TR7 and it was very closely related to the slant four Triumph was selling to Saab for use in the Swedish company’s 99 model. The Dolomite 1850 was rated at 91 horsepower and used the same basic gearbox as the Triumph Spitfire. It also had Triumph’s light-duty rear axle. The most exciting version of the Dolomite, the Sprint, was born in January 1973. If the lesser Dolomites were undistinguished by their technical specifications, the Sprint more than made up for it. Practical Classics sums up the Sprint way: “This was the template for the compact executive sporting saloon.” Indeed it was. The special engine is the very first 16-valve four-cylinder to make regular volume production.

Other automakers offered 16-valve engines before but only in kit form or on a very-low volume, special order basis. The Dolomite Sprint may be the one Triumph that was over-engineered. The transmission is the same one used in the TR6, Stag and 2500, and the live, heavy duty rear axle is also derived from the TR6. The engine is a 2.0-liter rated at 127-horsepower. But, with a little special tuning is easily capable of 150. The Sprint had a distinguished career as a rally car. The interior of all Dolomites is traditional Triumph, with a walnut veneer dash, TR6 type gauges and wood trim on the doors. The Sprint was nothing less than a sensation during its early years and it drew favorable comparisons to various BMWs and Alfas of the day. By British standards, the Sprint was lavishly equipped. It came with factory alloy wheels, a front spoiler, rear defroster, a steering column adjustable for rake and height and other features. The Dolomite did not change much. Later models got a revised dual circuit braking system and a few minor detail updates, but that’s about it. Options were few.

A Borg-Warner automatic transmission was available in the Sprint, 1850, and 1500 models. But the vast majority of Dolomites came with four-speed manual transmission. Except for very early cars, overdrive was standard on the Sprint. A dealer-fitted Britax or Webasto folding sunroof was also a popular accessory. With about 79,000 built, the Dolomite 1850 was by far the most popular model. Sprint production was 22,941. In total, Triumph built more than 420,000 rear-wheel drive Toledos and Dolomites. But it is the Sprint that is the one most Triumph fans lust after. And it’s the one that is being brought to America more than any other. The Sprint is one of those rare cars that just does everything well. In stock form, it will make the 0-to -60 mph run in under 9 seconds, deliver a top speed of 115 mph and still return about 30 mpg. The seats are comfortable and the interior is luxurious by 1970s economy car standards.

Visibility is excellent and rear seat and trunk space is nothing short of superb for a car its size. As with most other cars of the 1970s, rust is the achilles heel of the Dolomite range. Being a unibody car, rust repairs require cutting and welding, which can be very expensive. Almost all surviving Dolomites either have rust or have had rust repairs. The brakes and cooling system are two other areas that are frequently uprated in the Sprint. The parts situation is generally good. Virtually all mechanical parts are available through Rimmer Brothers or the Triumph Dolomite Club. Many, but not all trim and electrical parts are also readily available. You won’t, for instance, find new or reproduction original seat upholstery or door panels. But you can get virtually all rubber weatherstripping, bumpers, and external badging and trim. There is aftermarket carpet available as well as most body panels. For Americans, the parts situation for the Dolomites is not as bad as it would be for other cars never sold here. It is, in fact, pretty easy to run one. The Sprint uses many TR6, TR7 and a few Stag parts.

It’s possible, for instance, to carry out routine maintenance, such as tune-ups, oil changes and other minor repairs, without having to order parts from Great Britain. If you can work on a TR7 engine, you can work on a Sprint engine. The technology is the same, just the details differ. Finally, any Dolomite built can now be legally imported to the USA with no federal safety or emissions restrictions. Cars 25 years old or more are exempt from emissions and safety standards. Triumph did build left-hand drive versions of the Dolomite, but they are extremely rare. The vast majority of all Dolomites were sold in Great Britain. Even More Info About the Dolomite Price Was Right! At launch the Sprint was priced at £1740, which compared extremely well to similar cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii, which offered similar performance. –Wikipedia Tremendously Satisfying to Drive “…the Sprint must be the answer to many people’s prayer. It is well appointed, compact, yet deceptively roomy.

Performance is there in plenty, yet economy is good and the model’s manners quite impeccable … Most important of all, it is a tremendously satisfying car to drive.” – Review in The Motor magazine Member Pages Dolomite History – Triumph Owners Club Christchurch History The Dolomite was the final addition to Triumph’s complex small car range (codenamed “Project Ajax”), which had started in 1965 with the Triumph 1300. Designed to be a replacement for the rear-wheel drive Triumph Herald, the 1300 was originally fitted with a 1,296 cc (79 cu in) engine and front-wheel drive. The later model, introduced in September 1970 as the Triumph 1500, featured a remodelled front and rear, styled by Michelotti, and a larger 1,493 cc (91 cu in) engine. Triumph were however dissatisfied with the market performance of the 1300; although successful, the higher price and greater complexity meant sales never reached the levels of its predecessor, the simpler and cheaper Herald.

To this end the car was comprehensively re-engineered to be cheaper and simpler to build and maintain; launched in September 1970, was the Triumph Toledo, a cheaper and more basic variant with conventional rear wheel drive. This was assembled alongside the now larger-engined front wheel drive version. It was launched at the same time as the 1500, adding further complexity to the model range. The “Dolomite” Designed as the successor for the upmarket variants of the front-wheel drive designs, and also for the 6-cylinder Triumph Vitesse, a sporting relative of the Herald, the Triumph Dolomite was presented at the London Motor Show in October 1971. However due to a number of strikes and other industrial upsets, the car was not reported to be in full production until October 1972. The name “Dolomite” had been used by Triumph for a range of models prior to the Second World War and this name was revived for the new car. The car used the longer bodyshell of the front wheel drive Triumph 1500, but with the majority of the running gear carried over from the rear wheel drive Triumph Toledo.

Initially, the only version available used the new slant-four 1854 cc engine, providing 91 bhp (68 kW) which offered sprightly performance. This was a version of the engine that the company was already providing to Saab for use in their 99 model. The car was aimed at the then-new compact performance-luxury sector, vying for sales against cars such as the BMW 2002 and Ford Cortina GXL, and was offered with a high level of standard equipment, including twin headlamps, a clock, full instrumentation, luxury seats and carpets, a heated rear window, and a cigar lighter. Styling was similar to the Triumph 1500, with some updates such as a black painted rear panel, Vinyl D-posts, and new wheel trims. The car was capable of 100 mph (160 km/h), with 60 mph (97 km/h) coming up in just over 11 seconds. An overdrive gearbox was soon made optional, offering relaxed motorway cruising and improved fuel economy, and there was also an optional automatic transmission.

Dolomite Sprint Although the Dolomite proved to be both refined and rapid, competitors such as the BMW 2002 had a performance advantage which was costing Triumph dearly, both in terms of sales and prestige. To remedy this, Triumph unveiled the Dolomite Sprint in June 1973. A team of engineers led by Spen King developed a 16-valve cylinder head with all of the valves being actuated using a single camshaft rather than the more normal DOHC arrangement. The capacity was also increased to 1,998 cc (122 cu in), and combined with bigger carburettors the output was upped to 127 bhp (95 kW). This represented a significant increase over the smaller 1850cc variant, however it fell short of the original target of 135 bhp (101 kW).

Despite BL engineers being able to extract a reliable 150 bhp (112 kW) from test engines, the production line was unable to reliably build the engines to the same level of quality, with production outputs being in the region of 125 bhp (93 kW) to 130 bhp (97 kW). This led to the original model designation, the Dolomite 135, being replaced at short notice with the Sprint name. As a result of this new engine the Dolomite Sprint has a claim to be the world’s first truly mass-produced multi-valve car, and the design of the cylinder head won a British Design Council award in 1974. Performance was excellent, with 0–60 mph taking around 8.4 seconds, with a maximum speed of 119 mph (192 km/h). Trim was similar to the 1850, with the addition of standard alloy wheels (another first for a British production car), a vinyl roof, front spoiler, twin exhausts and lowered suspension. By now seats were in cloth on the 1850, and these were also fitted to the Sprint.

As a result of the increase in power brought by the new engine, the rest of the driveline was upgraded to be able to withstand the extra torque. The gearbox and differential were replaced by a version of those fitted to the TR and 2000 series cars, albeit with a close ratio gearset in the gearbox. The brakes were upgraded, with new pad materials at the front, and the fitment of larger drums and a load sensing valve at the rear. Other changes over the standard Dolomite included the option of a limited slip differential. The optional overdrive and automatic transmission from the 1850 model were also offered as option on the Sprint. At launch the Sprint was priced at £1740, which compared extremely well to comparable cars from other manufacturers. Prospective buyers would have been hard pressed to justify the extra £1000 cost of the BMW 2002 Tii which offered similar performance. The four door practicality of the Sprint also made it a very attractive proposition for the young executive choosing his first company car. The press gave the Dolomite Sprint an enthusiastic Reception.

Motor summarised its road test (subtitled “Britain leads the way”) with glowing praise: …the Sprint must be the answer to many people’s prayers. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model’s manners quite impeccable. (…) Most important of all, it is a tremendously satisfying car to drive. From May 1975 overdrive and tinted glass were fitted as standard. In addition, all Sprints were fitted with a body side trims, a plastic surround for the gearlever and a driver’s door mirror. Headrests were now available as an optional extra. From March 1976 headrests, a radio and laminated windscreen were fitted as standard. In 1978 laminated windscreens became a standard fitment and in 1980, to comply with UK legislation, twin rear fog lamps were also fitted as standard. Rationalization By the mid 1970s the range had become complex, with many different names and specifications.

the Dolomite bodyshell was still being made as the basic Toledo (short boot bodyshell, 1,296 cc (79 cu in) OHV, rear wheel drive), the 1500 TC (standard bodyshell, 1,493 cc (91 cu in) OHV, rear wheel drive) and the Dolomite/Dolomite Sprint (Standard bodyshell, 1,854 cc (113 cu in) / 1,998 cc (122 cu in), OHC, rear wheel drive). In 1976, with the manufacturer effectively nationalised and following recommendations in the government commissioned Ryder Report, the Dolomite and other similarly bodied ranges were rationalised as follows: * Dolomite 1300: Base model. Basic trim, single headlamps, 1296 cc engine. * Dolomite 1500: Same as 1300, with 1,493 cc (91 cu in) engine. * Dolomite 1500HL: Luxury specification as per 1850, with 1493 cc engine.

* Dolomite 1850HL: Luxury specification, 1,850 cc (113 cu in) OHC engine. (Front spoiler fitted from 1975) * Dolomite Sprint: The performance version: luxury trim, 16-valve 1,998 cc (122 cu in) engine. The Dolomite 1300 used the 1,300 cc (79 cu in) engine developed from the Herald and Spitfire, and replaced the Toledo as the basic model in the range.[8] The body was identical except for the lengthened body giving the larger boot of the original Dolomites. The 1300 retained simplified fittings, including single square headlamps, basic instrumentation and seats, with the wooden dashboard and carpeting of the Toledo. There was no two-door option as there had been for the Toledo, and the shorter-boot bodyshell of the Toledo ceased production. Standard equipment included a reclining front seats, cigar lighter, fasten seat belt warning light, driver’s door mirror, twin reversing lights and a dipping rear view mirror.

The dashboard design was the same as that fitted to the facelifted Toledo of 1975. There was no overdrive or automatic transmission option with the 1300. The next model up, replacing the Triumph 1500 TC, was the Dolomite 1500. The Dolomite 1500 offered identical specification to the Dolomite 1300, but with a 1,493 cc (91 cu in) engine and twin carburettors. Overdrive and automatic transmission were offered as an optional extra. The 1500HL had basically identical specification to the luxury 1850 (now designated 1850HL), but again featured the 1493 cc engine. Performance was good, and once again overdrive and automatic transmissions were optional. The HL model had a much improved specification level over the standard Dolomite 1500 including a rev counter, volt meter, separate fuel and temperature dials, clock, adjustable steering column and driver’s seat height adjust, head rests, front seat rear pockets, rear centre arm rest and walnut door cappings on all four doors.

With the new 1500 models, a front-wheel drive model was replaced by a rear-wheel drive model, with few external differences apparent in the body work. At a time when most manufacturers of smaller cars were concentrating on front-wheel drive cars, this change could be considered somewhat backward thinking. It should be borne in mind however, that the otherwise completely Rear Wheel Drive model lineup at Triumph meant that switching to rear-wheel drive would afford significant cost savings. History repeated itself almost 30 years later when MG Rover, a descendant of the British Leyland company that owned Triumph, converted the Rover 75/MG ZT model to rear-wheel drive. Late 1970s The Dolomite changed very little (in all its variants) from the beginning to the very end, only minor trim differences and additional standard equipment being the main changes. 1979 saw the introduction of the Dolomite SE, of which 2163 were built.

The bodyshell was of the basic 1500 (single headlamps) but the interior was fitted with luxury trim including burr walnut dashboard and door cappings (the dashboard was the same style as fitted to that of the Dolomite 1300), grey velour seats and matching carpet. All the cars were painted black with wide silver stripes running full length, with the letters “SE” at the end of the rear wing. The SE also sported a front spoiler and Spitfire style road wheels. By the late 1970s the Dolomite was looking increasingly old fashioned against much newer competition. The cars ceased production in August 1980 along with the Triumph Spitfire, as British Leyland closed the Canley factory as it downsized in a bid for survival. Reputation The Dolomite has, perhaps unfairly, gained a reputation for fragility. The introduction of the Dolomite came at a turbulent time for BL and Triumph in particular. A slew of new model introductions, along with the completely new architecture of the OHC slant-4, meant that dealership mechanics were not fully aware of the servicing requirements of the engine.

In particular, it required the cooling system to be in good condition otherwise damaging overheating could occur. This did happen on many occasions and tarnished the car’s reputation. The Dolomite is a relatively rare sight with only about 1300 roadworthy examples on UK roads.[10] However, this is a favourable showing when compared to other contemparies like the Morris Marina, of which fewer than 800 examples were still roadworthy by 2006, despite the Marina being a far stronger seller than the Dolomite. Touring cars The Dolomite Sprint was campaigned in the British Touring Car Championship from 1974 to 1978. It met with some success, with Andy Rouse winning the Drivers’ Championship in 1975, and also lifting the manufacturer’s title in 1974 with team mate Tony Dron. The Sprint driven by Andy Rouse and Tony Dron managed fifth overall in the Spa 24 hours race in July 1974. In September Dron managed 3rd place overall in a Sprint competing in the RAC Tourist Trophy race of that year.

In 1975 Andy Rouse won the British Touring Car Championship outright by taking the driver’s title in a Sprint. In 1976 Broadspeed only ran one Dolomite Sprint in British Saloon Car Championship, with Rouse finishing second in the two litre class. 1977 saw the departure of Rouse and the return of Tony Dron as driver of the Broadspeed prepared Dolomite Sprint. Dron managed to win no less than seven of the twelve races outright against some stiff competition, and narrowly missed out on winning the championship outright because of tyre failure on the final race when leading his class by over a minute. In 1978 Broadspeed entered a sole Dolomite Sprint (driven by Tony Dron) where it won only one race outright, although the Sprint still won class B in the last year a factory entered Sprint would compete in the British Saloon Car Championship. Rallying Due to the heavier bodyshell and somewhat fragile engine, the Dolomite Sprint was less successful in rallying. Retirements were rather frequent resulting in failure to complete any rallies during 1974.

Things improved slightly in 1975 when a Sprint crewed by Brian Culcheth and Johnstone Syer finished 11th overall in the Welsh Rally in May 1975 (FRW 812L). This was quickly followed up with an impressive second place overall in the Tour of Britain in August 1975, and in the 1975 Lombard RAC Rally Culcheth and Syer won Group 1 and were first in class. In January 1976 Tony Pond and D. Richards won Group 1 in the Tour of Dean Rally. In the same month, Culcheth and Syer finished fifth overall in the Snowman Rally, and seventh overall in the Mintex Rally a month later, with Tony Pond and D. Richards coming first in Group 1. Culcheth and Syer had to retire in the Granite City Rally held in March, while Pond and Richards came home fourth overall and finished first in Group 1.[15] Culcheth and Syer finished second overall in the Tour of Britain and in the Manx Trophy Rally held in August, while P. Ryan and F. Gallagher came in ninth overall. P.

Ryan and M. Nicholson also came first in Group N in the Lindisfarne Rally held in October, and they also came second in Group 1 in the Castrol ’76. From May 1976 onwards, the Dolomite Sprint would run alongside the TR7 before being eventually withdrawn from rallying, the TR7 V8 taking over the mantle. In the Lombard RAC Rally of 1976, the Sprint was forced to retire with engine problems. 1977 would be the last season where factory entered Sprints would compete in any form of rallying. Ryan and Nicholson managed to win Group 1 while coming eighth overall in the Granite City Rally, and this was followed by ninth overall in the Welsh Rally and finishing second in Group 1. The Scottish Rally saw Ryan and Nicholson come 12th overall and helped win the team prize with two other TR7s. The Manx Rally held in September 1977 was the very last rally where a works entered Sprint was entered, but it ended its rallying career on a high, managing seventh overall and first in Group 1 (both “Class 1” and “Production” classes) driven by Ryan and Nicholson.

Today Triumph Dolomites continue to be used in classic motorsport today, with cars being campaigned in the UK, mainland Europe, and Australia, as well as many other places. Dolomite-derived cars The Panther Rio was based on the Dolomite 1850 but was re-skinned with new aluminium panels and with a completely revised interior. Also available was the Panther Rio Especiale, which used the Dolomite Sprint as a base. The Latham F2 used the Dolomite mechanicals (usually Sprint), but attached to a fibreglass sports car body. The early Robin Hood S7 used the front subframe and mechanical components from any Dolomite, attached to a monocoque body made out of Stainless Steel. Later Robin Hoods were Ford based. Modern culture Green Triumph Dolomite 1300 appears in Ashes to Ashes as Alex Drake’s car (Episode 5). In Series 10, Episode 07 of Top Gear (airdate 25 November 2007), presenter Richard Hammond bought and drove a green Triumph Dolomite Sprint in the £1200 British Leyland cheap car challenge.

The challenge was to prove that British Leyland did make a few good cars, because the producers believed otherwise. The Triumph Dolomite Sprint | Motor Sport Magazine Archive The Triumph Dolomite Sprint Road Impressions In recent months we have had a good deal to say about the 2-litre sixteen-valve Triumph Dolomite Sprint, justifiably so, because this is one of British Leyland's most acceptable new models. Since a colleague tried the test prototypes and I paid tribute to the ingenious overhead-and-rocker valve gear of the Sprint engine I have been able to road-test a production model of this fast, docile, compact and well-contrived car. The Dolomite Sprint has been compared in some quarters to far more expensive German cars. I prefer not to do this, because I think in this case comparisons are odious and detract from the very real excellence of the Triumph, which is a fine car in its own right, especially remembering its price of £1,740. I prefer the comment made by Bill Davis, Managing Director of Rover/Triumph, when the Sprint was introduced, namely that it "will lay the myth that the Continental manufacturers have a virtual monopoly of fast, medium-sized cars".

Incidentally, it was remarkable, at the time, that his PRO Department said that the first Dolomite was a six-cylinder 2-litre, obviously having forgotten or conveniently over-looked the straight-eight, twin-cam supercharged 2-litre Triumph Dolomite of an earlier era, which traditionally was nearer to the Sprint's role as a sporting model. However, all that is very much in the past and in the light of present-day expertise the Dolomite Sprint is a highly acceptable car. It can be driven like any other family saloon, being outstandingly docile. The canted-over, multi-valve engine is very quiet and pulls smoothly in top gear from about 1,500 r.p.m. Driven like this you would never credit the 115 m.p.h. maximum speed and the truly impressive acceleration, in the ss ¼-mile in 16.6 sec. bracket. True, the Sprint seems to be covering the ground well, habitually cruising at an indicated 70 m.ph. with no effort at all, the 127 (DIN) b.h.p. engine then running at a very modest 3,000 r.p.m.

in o/d top gear. It is when the lower gears are made use of, engaged by the very good if not outstanding, typically Triumph gear lever which slaps so easily when required into reverse, that the Sprint is seen for what it is, a very quick and accelerative compact saloon, able to hold its own with the majority of sporting cars of this size, yet still performing without noise or effort. The somewhat heavy clutch engages smoothly. The Sprint is immensely controllable, cornering with initial understeer and very accurately placed where the driver intends, the small racing-type steering wheel operating through pleasantly light and consistently taut rack-and pinion gear which asks only 3 5/8 turns, lock-to lock, and the suspension such that, if it is too lively over the less smooth roads, it kills any excessive roll. There is sensibly mild steering return and the turning-circle is conveniently tight. All this adds up to a safe and "happy" car in which to drive fast.

The servo disc/drum brakes are in keeping and the test Car had those flat-profile Dunlop SP Sport Formula 70 aquajet tyres for added security, on nice-looking 5½" cast aluminium alloy wheels, made by GKN, not by Dunlop as we inadvertently said in the description of the Sprint. That the new engine is low stressed is evident from the gearing used, which means that at 1,000 r.p.m. in top gear the road speed is nearly 19 m.p.h. That it is also an efficient power unit is emphasised by the notable fuel economy of 97-octane fuel. In ordinary running about I recorded 29.4 m.p.g., and as the fuel tank, which has a secured but not lockable, rather small filler, takes 12½ gallons, the range is likely to be usefully in excess of 300 miles however you drive. The warning light shows some 60 miles before the tank runs dry.

Checking the oil consumption with a short angled dip-stick set low down but accessibly beneath the air box on the o/s of the engine, the level in the sump had dropped by approx ½-a-pint after 650 miles. The interior and appointments of the Dolomite Sprint belie its sporting pretensions. It is a top-grade family saloon, very similar in its instrument layout, use of a walnut facia, and control arrangements, with rotary lamps switch, to the Triumph Stag road-tested by MOTOR SPORT last month. There is the same cluster of warning lights, slightly differently located, directly before the driver, the same full complement of dials minus an oil-gauge, the same good stowage facilities, and those convenient, multi-purpose control stalks. There is a centrally-placed Kienzle clock and the recessed interior door-handles and ash-trays exemplify the neat, ungarish treatment accorded to the Sprint's decor, which includes "fitted carpets" and wood door cappings. The test car had Triplex toughened Sundym windows, with openable quarter windows in the front doors, and upholstery is in black brushed nylon which I find rather clinging.

But the seats are very comfortable and the rear one has a retractable centre arm-rest. The boot, openable without the use of the key, is shallow but unobstructed and is lit at night even when the car's lighting is off - full marks, Triumph! The body is vented beneath the roof extension and triple fresh air inlets are provided within. Under the front-hinged, self-propping bonnet the small I.ucas battery and the fillers and (buried) plugs are all accessible. The exterior paintwork is mimosa, the finish and trim thus following the Triumph pattern for their sports-cars. The full-width front spoiler is in black and presumably helps adhesion at the very high speed obtainable from this quite small car. It is matched by the black radiator grilles, back panel and body lining and matt-black roof - very smart! This Dolomite Sprint is a car I liked from the moment I moved out of the office car-park and it becomes more likeable the further and faster you drive it. There is very little to fault.

On the test car the air volume control, the central one of the three heater/ventilation levers, produced unscheduled hot air after a certain setting, which it shouldn't have done and I had to assist my wife to release herself from the reel-type Britax safety harness, which had a stiff button. During the test the horn ceased to work. The steering wheel transmits no kick-back but some vibration and there are some mild tremors through the body shell, although generally the running is as smooth as the engine, which gets over its diesel-like idling at 750 r.p.m. as soon as it is opened up. Otherwise, absolutely no complaints. The driving position, with well-placed unobtrusive hand brake, the small plastic-bound wheel and adjustable steering rake, is excellent. The engine required a good deal of mixture enrichening of the twin side-draught HS6 SUs to persuade it to pull after a summer night in the open and the close-set twin exhaust tail pipes look vulnerable but gave no trouble and are protected by solid-looking rubber-tipped bumpers. The overdrive switch is most conveniently set into the knob of the gear lever, as on other Triumph models.

The Sundym glass and the overdrive, by the judicious use of which I achieved petrol economy of nearly 30 m.p.g., adds £91.17, bringing the total to £1,831.01. Seat belts are supplied as standard. The Triumph Dolomite Sprint is a thoroughly likeable and unexpectedly fast compact saloon, with which I could be very content if buying a car in this price bracket. It should become one of Triumph's most popular models. - W.B. Related articles

Question: Which car manufacturer made the Dolomite
Answer: Triumph