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 All Triumph Motor Company Models: List of Triumph Motor Company Cars & Vehicles Full List of Triumph Motor Company Models 78k views 42 items tags f t p @ Welcome to a list of all Triumph Motor Company cars & models. This Triumph Motor Company vehicle model list includes photos of Triumph Motor Company vehicles along with release dates, body types, and other manufacturing information. This list of Triumph automobiles includes many auto types, from Triumph sports cars to roadsters to compact cars, all of which are made by Triumph. Did you used to drive one of the old Triumph Motor Company cars on this list?

Are you shopping for an automobile and asking yourself the question, "What are the Triumph car models?" Either way, this is exactly the place to be, because this list offers lots of details and answers your big questions. Triumph has been in business since the 19th century, and has produced many excellent cars. This list includes good examples like the Triumph Stag and Triumph TR6. This list of car models made by Triumph Motor Company is a great way to see how Triumph Motor Company's aesthetics have evolved over the decade. Click on specific automobiles to see more details about these Triumph Motor Company types. List Photo: user uploaded image Z G Options B Comments & Embed 1 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 The cars : Triumph 1300/Toledo/Dolomite - AROnline : AROnline The cars : Triumph 1300/Toledo/Dolomite Small but perfectly formed THE Dolomite development story is one of the most interesting and unusual ones that you will come across on this website – benefitting from several twists and turns along the way. Although development started normally enough, things moved in the most interesting way once the car was long into its production cycle – and two of the UK’s most gifted engineers had a hand in keeping the car at the top of its game. Several later developments allowed the car to become an excellent example of product planning, and platform maximization… something later cars from BLMC could have well benefitted from. If all this sounds rather far fetched, remember that when the Dolomite went out of production in 1980, it had essentially enjoyed a 15-year production run, whilst achieving several important “firsts” along the way.

A new car is born Harry Webster with an early Ajax styling model… Development of the Dolomite actually began in 1962, under the codename Ajax. Following the Herald’s slow sales in its early years, Leyland management identified that the replacement of this car should be investigated. Harry Webster soon knuckled down and worked on defining the best package with which to replace the older car. The overriding climate within Triumph was one of boldness and adventure (given the injection of cash and management impetus from Leyland, following the 1961 takeover), and having cast more than a cursory glance at the products of BMC, front wheel drive was considered the best package to go with a new small car. Harry Webster was careful to ensure that the product was absolutely right, and drafted out several proposals on how Ajax should be packaged, and investigated each one carefully. Webster needed to ensure that the new car posessed the traditional Triumph virtue of a tight (31 feet) turning circle, and because of this, a longitudinal engine location pretty much chose itself. The undeniable packaging advantages of siting the engine over the gearbox, as pioneered by BMC, were siezed upon by by Triumph, as it allowed for a short nose.

Unlike the Mini/1100 arrangement, however, it was Webster’s preference for the gearbox not to share the engine oil. This allowed for longer oil change intervals, and alleviated some of the problems encountered by BMC with their transmission-in-sump-layout. With the layout chosen, the matter of the engineering of the new car rapidly fell into place. The 1300cc engine, as used in the Spitfire was chosen as the new car’s power unit. Engineering had a familiar feel too: Similar to the Barb, a monocoque structure was chosen, which was allied to double wishbone front suspension and semi-trailing arms at the rear. As with the larger Barb project, Giovanni Michelotti was drafted in to style the new car, and was given the unenviable brief of drawing up a style that could best be described as a “small Barb”. However, in his usual, efficient manner, Michelotti drew up a design, which fit in with the “Triumph” school of styling, but without any of the truncation that could affect a design, compromised with a limiting brief, such as this.

As was the case with the Triumph 2000, project Ajax was developed quickly, but unlike the the larger car, the marketing brief for the new car changed during its development. The cost of developing the new front wheel drive car were escalating somewhat, but thanks to the Herald’s improving popularity (helped in no small part by the introduction of the up-gunned 1200cc version), the need to replace it became less and less apparent. By 1964, any pretence that Ajax was to replace the Herald were finally dropped, when the proposed specification was enhanced massively, and the planned two-door version was dropped. With the strategy decided, the new car underwent final testing and development – whereupon the name, “Triumph 1300” was chosen. Given the critical acclaim bestowed on the Triumph 2000, the name really chose itself. Triumph 1300 is launched The compact, front wheel drive Triumph 1300 proved an instant hit with customers – a replacement for the Herald, it was not. In September 1965, the Triumph 1300 was announced to the press, and shown to the world.

Like the larger car, customers and the press, alike, were impressed with what the 1300 had to offer. The specification was lavish for its day, and the styling perfectly complemented its larger brother. In fact, as launches go, the 1300’s passed off extremely well, even if the car did not go on general sale until January 1966 (a carbon copy of the events that unfolded during the 2000’s launch). The Triumph 1300 soon picked up a willing clientele that appreciated its compact size, allied to its high levels of equipment, high quality fixtures and fittings, and exemplary road manners. It also had to be said that the Triumph carried with it a slightly sporting cachet, and because it was priced at a premium compared with other 1300 saloons, it did not go head to head with the mainstream versions of the BMC 1100. All was not rosy for Triumph, though. The all-new mechanical layout posed certain servicing problems, and also led to a higher than expected level of unreliability.

There was also the issue of costs: with its front-wheel-drive packaging, the 1300 was not a cheap car to build. With the issue of replacing the Herald raising its head again, the facts were that it would prove impossible to down-price the 1300 enough in order to appeal to buyers of the Herald. Understandably, the company was keen to maintain its presence at that end of the market, but because there not enough budget to run to a new entry-level car, a two-pronged attack would need to take place. Following their successful conversion of the Triumph 2000 into estate form, Carbodies were asked to prepare an estate version of its smaller brother. This running prototype was the result, but sadly, it was not pursued by the company. There had been a slight move upmarket by the 1300 in 1967, when the TC version was launched, but it was felt by Triumph that the concept could quite easily afford to be positioned higher (where the it could be priced at more of a premium). At the time of the launch of the Twin carburettor version of the 1300, plans were laid out to upgrade the car significantly.

Under the codename Ajax III, plans were drawn up for a front and rear end facelift, whilst the Spitfire engine, which had recently been expanded to 1500cc (for export markets) would be squeezed under the bonnet. However, in replacing the Herald, Triumph came up with the ingenious plan of simplfying the 1300. This was executed by converting it to rear wheel drive and a live rear axle (as this arrangement was significantly cheaper to build) and using the existing engine. Under the codename “Manx II”, a short-tailed version of the original car was penned by Michelotti, and the two-door body was brought back into service. This may have seemed like an illogical solution (and it certainly makes charting the Dolomite family’s history complicated), but it was a plan borne out of necessity. Spen King oversaw the conversion to rear wheel drive, which was considerably easier than it could have been thanks to the in-line engine layout, and the built-in ability to be converted to four wheel drive, something that Harry Webster had been very keen on. So, essentially, the 1300 range had been split in two.

The range grows up…and down The Triumph 1300 grew up into the 1500: thanks to a new front end and longer tail, the upgunned car remained popular with buyers looking for a compact luxury saloon. In 1970, these cars were launched onto the market – the 1300/TC had now become the 1500 (although the original car hung on until 1971), and had been duly treated to the now customary Michelotti facelift. At the front, the grille/headlamp arrangement was a much bolder four headlamp affair. At the rear, the tail was lengthened (allowing for more boot space), which gave the new car a look very similar to both the Stag and the Innsbruck. A new Innsbruck-style dashboard was also incorporated, which like its predecessor, used a great deal of wood. Power was up, thanks to the extended engine (although it was only offered with a single carburettor), but the original 1300’s independent rear suspension layout was replaced by a cheaper “dead-beam” arrangement. Why was this seemingly retrograde step taken?

Spen King oversaw this change, and felt that felt that the IRS arrangement of the original did not offer enough advantage (and one or two inconsistencies) to justify the cost. Despite this, the 1500 remained a tidy handling car, and an almost sporty drive, which endeared it to the marque’s now-loyal customer base. The simplified rear wheel drive Toledo model of 1970, allowed Triumph to lay the Herald to rest following a long and distinguished career. The rear wheel drive drivetrain would outlive the more advanced arrangement found in the more luxurious 1500. The cheaper car, named the Toledo, was given a similar look to the 1500, but it was easily identiable thanks its single rectangular headlamps and the shorter rear end style of the original 1300. Inside, the interior was a much more humble affair, and equipment levels had been pared accordingly. Triumph marketing pushed the Toledo for all it was worth as the car that Herald owners should trade-up into.

It has to be said that the five year old body style of the Toledo was not a barrier to sales (although it failed to make a big impact), and in marketing the car, Triumph did not seem disadvantaged by this older body style. The cost of producing two separate bodyshells was negated because much of the body-in-white was common between the two. Also, the Toledo body was pressed in Speke, whereas the 1500 was pressed in Coventry. This was a situation that would be simplified later on in the Dolomite’s life. Dolomite makes an appearance Whilst the 1300/1500 strategy was being formulated, further exciting plans were drawn up for the range. It had been patently obvious from day one of the 1300’s production run, that it was a car that was crying out for larger engines and plusher levels of trim – this was a compact luxury express, and what buyers wanted was power to match the smart looks.

The 1500 had been a step in the right direction, but thanks to a ready-made and in-house engine, there was further upward expansion available… Back in 1964, and thanks to an introduction by Ricardo engineering, the Swedish carmaker Saab had approached Triumph with a view to design and build them a new engine for their upcoming range of cars. The inline-four that Triumph designed was interesting because it was devised from the outset to be canted over some 45 degrees, when installed in the car. This arrangement offered packaging advantages for any car that used it, by allowing a lower bonnet line. Because the funding came from Saab, the arrangement between the two companies was that Saab would have exclusive use of the engine for several years. Triumph, however, had built up their future engine strategy around their own version of this “slant-four” power unit (which Triumph could develop as they saw fit, following the “exclusivity” period). Its inclined angle had facilitated a straightforward conversion (if not, assembly) to a V8, and the intention was for the company to use derivatives of these two engines in all their future models.

Certainly, the slant-four had already provided sterling service for Saab, and once Triumph were able to use it, logic dictated that it should be used in a mid-range model. Thanks to a clever piece of product planning, the slant-four engine was shoehorned into the existing long-tailed 1500 bodyshell (little money was available for anything else) and the package was planned by Spen King. Triumph’s version of the slant-four displaced 1854cc, and when mated to twin-Stromberg carburettors, produced a handy 91bhp. When mated to the Toledo’s rear wheel drive driveline, and allied with stiffened suspension, the new version of the Ajax/Manx theme was developed into a rather handy sporting saloon… During 1969 and 1970, this new car was developed… and the marketing department decided to name the car “Dolomite” (thereby resurrecting a pre-War name) so as to differentiate this new car from the existing models.

In fact, the Dolomite was ready for introduction by late 1970, but because of mounting industrial strife, the launch was put back until 1971. Disappointingly, stikes at Canley and Speke ensured that Triumph could not build up enough Dolomite stock…. Magazine editors were forced to hold back their road tests (performed in the autumn of 1970) for publication until after the new embargo date. It was all a little sad, especially so, given Triumph’s keenness to get the Dolomite onto the market. Duly launched, the Dolomite did impress – and sales quickly took off. The 100mph potential of the car, and its sporting handling made it a popular choice with Triumph afficionados – it seemed that the compact luxury express was a concept that had legs! Despite the fact that the basic body design was over six years old when the Dolomite was launched, many people in the press favourably compared it to the sporting saloons put out by BMW.

Had they known what was around the corner, they would have been even more excited… So, by the end of 1971, the junior Triumph “range” consisted of three very different models, which shared essentially the same bodyshell: Triumph Toledo, short tail, rear wheel drive Triumph 1500, long tail, front wheel drive Triumph Dolomite, long tail, rear wheel drive The best is yet to come… The 127bhp 16 Valve Dolomite Sprint may have looked handsomely understated, but it proved to be a very effective sports saloon. The car was a testament to the ingenuity of the Triumph design team, at that time, led by Spen King. When British Leyland had been formed in 1968, the general assumption was that, as it was the car company that had given Donald Stokes a successful passage through the 1960s, Triumph would be the favoured marque in the corporation. However, once corporate planning shook out, it became obvious that some careful rationalization would need to take place.

The Rover-Triumph group became the Specialist Division, and Triumph became relegated to the marque that provided the group’s “small” cars – essentially the Dolomite and its replacement would represent Triumph’s fortunes within the corporation. Thankfully, it was an excellent car, and had been carefully developed (first by Harry Webster , then Spen King ) over the years to meet customers’ needs. Once the logical decision was taken to use the slant-four engine, the sporting Dolomite was born, and it was obvious that customers would want a much more powerful version to match the sports saloons produced by the company’s competitors. Also, a development of the slant-four would provide the perfect engine to compete more effectively in motor sport. In response to this brief, Spen King devised a plan to extract more power. With co-operation from Harry Mundy and the engineers at Coventry Climax, a 16 Valve cylinder head was designed, which would sit atop a two-litre version of the engine. Ingeniously, the 16 Valves would be actuated by a single camshaft, long rockers across the head were used to actuate the second bank of valves.

The arrangement was clever because it negated the need for an expensive twin camshaft arrangement, and would offer all the benefits of the multi-valve layout. At a stroke, Triumph had developed an engine that would power the marque’s cars in a most effective way for many years to come – certainly, the SD2 was conceived with a fuel-injected version of this engine very much in mind. Development posed interesting problems, simply because of the fact that the 16V slant-four was so efficient, it was relatively easy for the engineers to tweak it to produce over 150bhp. The final figure was 127bhp – a very healthy figure, especially when viewed in the context of its 1973 introduction. Like the Dolomite before it, the Sprint (the name chosen early on during development) was subject to several delays – but it duly appeared in the autumn of 1973, and was greeted by buyer and press enthusiasm, alike. The Dolomite Sprint was noteworthy for using the first mass-produced 16 Valve 4-cylinder engine, and its stylish GKN alloy wheels were also a first: it was the first British saloon to wear alloy wheels as standard.

Despite the ageing body (which continued to do so very gracefully indeed), the Dolomite Sprint was soon carving a niche for itself in the sports saloon sector – thanks in no small part to its 0-60mph time of 8.7 seconds and a healthy 116mph maximum speed. Unlike most other sporting saloons of the day, this was married to a luxurious wood-lined interior, featuring very deep carpeting, and a dashboard with very full instrumentation. Overall, the Dolomite Sprint proved to be an irresistable package for many. At the same time, the increasingly isolated front wheel drive Triumph 1500 was finally replaced by the 1500TC, which featured the same rear wheel drive drivetrain as the Toledo and Dolomite/Sprint models. It made a lot of sense to do this, given the cost benefits of such rationalization. So, in what surely must be a precedent in modern motoring history, an entirely front wheel driven range was reverse-engineered into a rear driven range! And all, some eight years into the production run. However, the goodwill built up during the launch of the Dolomite and Sprint models, soon faded away as tales of 16V unreliability rapidly spread.

Essentially, the Sprint possessed a complex engine, and because BLMC were cost cutting wherever they could at the time, components used for its internals were skimped on. Overall build quality also slacked off, as the work force increasingly fell prey to their militant leaders. It was all very sad, because the poor fortunes of BLMC as a whole were rapidly dragging the reputation of Triumph down with it. The company that were seen as technological pacesetters, producing appealing cars, during the 1960s was beginning to look a little jaded. Had it not been for the Sprint’s glamour and the loyal army of Dolomite fans (that seemed to stick with it during the dark years), it could have been a lot worse for Triumph. In 1975, the almost obvious rationalization of the junior Triumphs took place: Dolomite became a range of cars – encompassing a newly-launched 1300 version (the Toledo hung on until 1976), whilst the 1500 model was re-christened the Dolomite 1500. The original became the Dolomite 1850HL.

All of a sudden, the range had a more ordered feel to it, all sharing the same body and (largely the same) running gear: Triumph Dolomite 1300 Triumph Dolomite 1500 and 1500HL Triumph Dolomite 1850HL Triumph Dolomite Sprint Essentially, this was how the Dolomite range remained until its demise in 1980, but had history been different, the SD2 would have taken its place, and not meant that the Triumph name went to seed in the way that it did. Replacing the Dolomite By rights, the Triumph SD2 should have replaced the Dolomite range in 1977, but due to the financial crisis, which led to the Ryder Report in 1975, the project was cancelled. Of course, Triumph management knew that the matter of replacing the Dolomite would need to be addressed sooner, rather than later (as it was getting on in years, but still actively being developed), but because Triumph was now a small part of BLMC, future plans were in a state of flux.

The essential issue in replacing the Dolmite lay with devising a car that did not directly compete with any existing models in the corporation’s range. As these plans were directly tied-up with the political fortunes of Triumph, it was some time before the SD2 would come into fruition. As this website relates elsewhere, the promising SD2 concept was cancelled in 1975, due to lack of resources and internal competition, but it did not stop Canley investigating the idea of facelifting the Dolomite in order for it to stay fresh enough to survive until the launch of the LC10 family of cars in the early 1980s. Michelotti’s facelifted Dolomite was to keep the range relatively fresh until replacement plans could be drawn up, following the demise of the SD2. Michelotti was tasked with giving the Dolomite a new set of clothes, with the instruction that his design should use all of the Dolomite’s underpinnings. In his customary efficient way, Michelotti duly delivered the restyled Dolomite. The new car closely resembled the Fiat 132 in style, with its squared-off grille and square-rigged four-door style.

The proportions of the new car closely matched those of the Dolomite, but the detailing was more 1970s Euro-standard: the C-post even sported a characteristic BMW-like kink at its base. One full-size model was built – based upon the Sprint model – and it looked extremely promising. However, Board approval for the car was not forthcoming (there was no money, basically). The Dolomite would have to soldier on unchanged… The Dolomite continued in production, and because of the rationalization of marques and models following the appointment of Michael Edwardes in 1977, it became increasingly clear that it would not be replaced at all. Because sales of the Dolomite had gently subsided, and the number one priority for Edwardes was to maintain the existence of BL, the focus of attention was well away from the Dolomite, which was a niche product. Because of the death of the SD2/ TM1 projects, and the slow start of their Austin-Morris replacement – LC10 – there would be no new car to supplant (not replace) the Dolomite until 1982 at the earliest.

As the tooling at Canley was old and extremely worn, production could not be envisaged after 1980. In order to fill a gap in the entire Austin-Morris range, Michael Edwardes brokered the deal with the Japanese, which would lead to production the Triumph Acclaim. Although not a direct replacement for the Dolomite (it was seen as more of an additional model to supplant the Allegro and Ital, which were suffering from a bad drop-off in sales). It was originally planned that the Acclaim would be built at Canley, whilst wearing its Triumph badge as one of convenience. However, even this Triumph link was broken, when it was decided to close Canley (as a car plant) and re-group at Cowley/Longbridge – the Acclaim’s production facility was moved to Cowley. So, because of a series of bad events, leading to range rationalization, the Dolomite was replaced by the Acclaim. The Anglo-Japanese car ushered in a new era for Austin-Rover, which allowed for some interesting cars in subsequent years.

However, in 1981, when it was launched – at the time of the death of the Triumph TR7 – it seemed that this was all that was left of the Triumph marque. And it was not a bad car, by any means – the Acclaim was fleet of foot, reliable and well-built. It was also extremely compact and well specified. All virtues of the original Triumph 1300. However, it may have served as a replacement for the low-end Dolomites, but in no way did it offer anything for 1850HL or Sprint customers. In fact, the Dolomite Sprint was one of the major engineering successes for BL during the 1970s, showing that a little ingenuity could go a very long way. It was a marketing success as well as a critical one, but during the crisis-torn 1970s, this power unit was overlooked by product planners, who were having to contantly streamline BL’s range as sales contracted.

This 16V engine was never developed – it was never used in any other BL production cars (the O-Series engine was used universally, as it had represented a bigger investment), and in the end, it was shelved when the Dolomite went out of production. In later years, Rover were in a position to think about producing more specialised (Honda-based) models, the luxurious and compact car concept was re-investigated. However, by then it was too late… the marque perfectly capable of delivering these cars – Triumph – was dead. Many of its potential buyers had by this time, turned to that other producer of fleet compact sporting saloons: BMW. Had the Dolomite, Stag and Innsbruck been properly developed and replaced, perhaps it might have been Triumph that bought BMW in 1994. Stranger things have happened! Dolomite 1850HL in a traditional rural setting (picture supplied by James Sergeant).

Thanks to Declan Berridge for the source material for the story Share this and spread the word: About the Author: Keith Adams Created in 2001 and built it to become the world's foremost reference source for all things BMC, Leyland and Rover Group, before renaming it AROnline in 2007. Is the Editor of the Parkers website and price guide, formerly editor of Classic Car Weekly, and launch editor/creator of Modern Clsssics magazine. Has contributed to various motoring titles including Octane, Practical Classics, Evo, Honest John, CAR magazine, Autocar, Pistonheads, Diesel Car, Practical Performance Car, Performance French Car, Car Mechanics, Jaguar World Monthly, MG Enthusiast, Modern MINI, Practical Classics, Fifth Gear Website, Radio 4, and the the Motoring Independent... Likes 'conditionally challenged' motors and taking them on unfeasable adventures all across Europe. Triumph DOLOMITE Classic Cars for Sale, Triumph Classic Cars Wanted.

New/Used, UK Rare Dolomite 1500 HL Auto (3 Phase) in Inca Yellow 82000 Miles - 9 months MOT - verified Mileage Genuine reason for sale as I am returning to work British ..... Testimonial (04-Dec-2016): "Good respectable website. Functions well with good results." - Sell mine here Historic HRCR Road Rally Car (1979) Triumph Dolomite 1500HL Prepared for HRCR Historic road events. Rally equipment includes; Brantz rally clock Brantz Trip Sump guard Spot lights Spare ..... Testimonial (18-Sep-2016): "Brilliant site, yet again so my car quickly and had lots of interest. " - Sell mine here Triumph dolomite sprint,1974,RON 743M,only 63k. Fantastic little project,1974 dolomite sprint,showing 63k miles believed genuine.finished in pimento red,black trim,none sunroof car which is nice,correct .....

Testimonial (06-Aug-2016): "SUPERB RESULT,GENUINE ENTHUSIAST BUYER,NO MESSING ABOUT,VERY NICE PLEASURABLE SELLING EXPERIENCE.THANKYOU CAR AND CLASSIC." - Sell mine here Dolomite sprint nowSOLD (1979) Here I have for sale is a low milage Dolomite Sprint under 24000 miles Lots of mots to prove it. I am the third owner I have the sales invoice for the ..... Testimonial (23-Apr-2016): "Would use again to sell a classic car very easy to fill out and post ad" - Sell mine here Classic Triumph Dolomite cars for sale | Classic and Performance Car Triumph Dolomite: Buying guide and review (1972-1980) Triumph Dolomite: Buying guide and review (1972-1980) Classic and Performance Car Classic and Performance Car While the Triumph name lives on today on the side of many retro-styled motorcycles today, the company’s road car activities went out with a bit of a whimper in 1984 with the death of the Honda Ballade-based Acclaim.

While the Acclaim was actually very reliable, and not a terrible car, it wasn’t a particularly fitting way for sporting Triumph name to expire... While Triumph was known for its traditional sports cars, during the 1960s and 1970s, it managed to carve out a bit of a niche for itself with sporty saloon cars such as the 2500TC and Toledo. It was the Dolomite of 1972, and the Sprint of 1973, that really captured the public’s imagination. The Dolomite was Triumph’s upmarket addition to its medium sized four-door car range. With well-resolved styling by Giovanni Michelotti, good equipment levels and spirited performance from the larger engined models, the new car was aiming for a share of the rapidly growing small, sporty saloon segment. With the majority of its running gear coming from the Triumph Toledo it retained rear wheel drive, while the body shell was courtesy of the Triumph 1500 albeit slightly lengthened. Cars like the BMW 2002 and Ford Cortina were strong competitors and a year after production started, Triumph released the even more performance oriented Dolomite Sprint to counter the more powerful versions of these cars.

At around two thirds of the cost of a BMW 2002tii and with similar performance, the Dolomite Sprint was a popular car and received glowing reviews from contemporary road testers. Which one to buy? The Triumph was generally well specced and came with a number of optional extras such as overdrive and automatic transmission to further reinforce its image as a sporty luxury sedan. The base 1300 and 1500 models can be distinguished by their single headlamp design and lower spec levels. The 1500HL and 1850HL were the luxury specification models with the Sprint topping out the range featuring a world first 16-valve head in a production car, as well as the first car in Britain to come with alloy wheels as standard. Changes to the range were minor throughout production, limited mostly to trim options. Build quality and fragility of some models highlighted the troubled times that BL was going through in the ‘70s. Models built before 1976 seem to have resisted rust and corrosion a bit better than their newer siblings.

The 1.3l models were as enjoyable to drive as the larger engined models however if you are after some ‘70s style performance motoring the 2.0l Sprint should be your choice. If you are more interested in compact luxury the HL models came fitted with a high level of standard equipment including rev counter, adjustable steering column, centre armrest and additional instrumentation. An automatic option was also made available. Cars fitted with overdrive make for a more relaxed motorway experience and are worth searching for. Pricing is influenced more by the condition of the car than spec or engine size, so search the Triumph clubs and classic car dealers for a car in good nick and you will be not be disappointed. Having said that the Sprint variant commands a significant premium over the other models, but deserves an extra once over, as these cars have generally been driven harder due to their sporty nature. Common problems • Parts can still be sourced through specialists and becoming a Triumph club member can open up a few more avenues to finding that elusive item you may be looking for, as these club members have a wealth of knowledge on these cars. • Due to the generally low relative value of these cars, repairs may not always have been carried out to the highest standard.

Check a potential purchase over thoroughly in the usual areas where rust can be found such as the wheel arches, door sills, floorpan, boot floor, as well as all other body panels. • Damp interiors generally indicate that rust has taken hold of the body, it may be prudent to search for a car with a sound chassis as extensive repairs here may outstrip the value of the car. • Vinyl roofs were a fashionable accessory in the ‘70s, however they may be hiding all manner of evil. Bubbling lining may indicate that rust has started to corrode the roof underneath. • Cars fitted with overdrive units may malfunction due to relay or wiring problems, not overly expensive to fix. Gearboxes that do not operate smoothly and crunch between gears may indicate that a rebuild is required. • Interior trim generally wears well, however replacement parts are not that easy to come by so check your potential purchase over to make sure that the interior, seat trim and dashboard is in good condition. • Suspension issues show up in sloppy handling or steering traits. Dolomites should handle sharply and problems here are usually down to worn bushes which are inexpensive to rectify.

• Engines are generally robust however it is essential to make sure that they have been regularly serviced, with oil changes recommended every 3000miles. Overheating of the cooling system can cause the aluminium cylinder head to warp which will mean big repair bills. Classic Car of the Month: Triumph Dolomite | Footman James Classic Car of the Month - Triumph Dolomite 5 January, 2016 Tags: triumph dolomite , classic car , British classic car , classic car of the month , giovanni michelotti , Triumph Dolomite Club This time for our Classic Car of the Month we’re going for a true British classic. A punchy small saloon by the Triumph Motor Company division of the British Leyland Corporation that offered similar power capabilities to the infamous BMW 2002 tii. Can you guess what it is? We’re talking about the Triumph Dolomite, a popular small car produced in Canley, Coventry between October 1972 and August 1980.

The Dolomite was the last addition to Triumph’s catalogue of small cars, codenamed Project Ajax, which started in 1965 with the Triumph 1300 - designed to be a replacement for the Triumph Herald. Triumph had previously used the name Dolomite for a range of models before the Second World War, and revived the name for their sporty new model. About the design The Triumph Dolomite was unveiled at the London Motor Show in October 1971, designed as as sporting relative to the Herald. The Dolomite made use of the longer body shell from the front wheel drive Triumph 1500, but carried over the majority of the running gear from the rear-wheel drive Triumph Toledo. This new Triumph model was aimed at the new compact performance-luxury sector, giving Triumph a push for sales against competitors like the BMW 2002 and Ford Cortina GXL. The Dolomite was offered with a high level of standard equipment, including twin headlamps, a clock, luxury seats and carpets, a heated rear window and a cigar lighter. Styling was an updated version of the Triumph 1500, with updates like a black painted rear panel and new wheel trims.

The Triumph Dolomite was designed by Giovanni Michelotti, one of the most famous sports car designers of the 20th century. As well as working with Triumph and British Leyland, Michelotti was noted for his design work for Ferrari and Maserati. Although the Dolomite gained a reputation for being sleek and speedy, competition from the BMW 2002 was costing Triumph both in terms of sales and reputation. To combat this, Triumph unveiled the Dolomite Sprint in June 1973, with a new engine that allowed the Sprint to stake a claim as the world’s first truly mass-produced multi-valve car. The trim in the Dolomite Sprint featured the addition of standard alloy wheels, another industry first for a British production car, along with a vinyl roof, front spoiler, twin exhausts and lowered suspension. As the Sprints developed through the years they were fitted with body side trims, a plastic surround for the gear lever, and a driver's door mirror, headrests and radio. Laminated windscreens were fitted as standard from 1978 and twin rear fog lamps were also fitted from 1980 in compliance with updated UK legislation.

What people thought then and what they think now Unfortunately for Triumph the Dolomite gained a reputation for being fragile, thanks to its introduction at a time when British Leyland and Triumph had just introduced a range of new models. These used completely new architecture and the alloy head/iron block construction of the OHC slant-4, which meant that mechanics and dealerships were often not aware of the servicing requirements of the engine - leading new owners to feel a little underwhelmed with the maintenance and longevity. These new engines in particular required the cooling system to be well maintained, and partially filled with a rust inhibitor, to prevent corrosion leading to radiator blockages and overheating. However, if maintenance was well completed then there is no reason why you couldn't still see a Triumph Dolomite on the roads to this day. For classic car enthusiasts the Dolomite, and particularly the Dolomite Sprint, are still popular vehicles, with many parts still available for repairs and maintenance and great support through events and clubs, like the Triumph Dolomite Club . Figures show that there are only about 1300 roadworthy Dolomites registered on British roads in the modern day, with 300-400 16 valve Sprints.

Do you think the Dolomite is a great example of a British classic? Tell us your thoughts at @Footman_James .

Question: What make of motor car was the Dolomite ?
Answer: Triumph