Triumph Dolomite
The Triumph Dolomite is a small saloon car which was produced by the Triumph Motor Company division of the British Leyland in Canley, Coventry, between October 1972 and August 1980.
Background
The Dolomite was the final addition to Triumph's small-car range, 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 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 engine.Triumph were however dissatisfied with the market performance of the 1300; although it had been moderately successful, the higher price and greater complexity meant sales never reached the levels of the simpler and cheaper Herald which preceded it. In an attempt to improve matters, the car was comprehensively reengineered. Launched in September 1970, the Triumph Toledo was a cheaper and more basic variant of the 1300, but with conventional rear-wheel drive. This new model was assembled alongside the now larger-engined front-wheel drive version which was launched at the same time as the Toledo.
Design and reception
The Triumph Dolomite was unveiled at the London Motor Show in October 1971 as the successor for the upmarket variants of front-wheel drive designs, and to replace the six-cylinder Triumph Vitesse, a sporting relative of the Herald. 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 was revived for the new car. The Dolomite 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 1,854 cc engine, which mated an alloy overhead cam head to an iron block, providing 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 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, with coming up in just over 11 seconds. An overdrive gearbox was soon made available as an option 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 both 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 higher-powered development of the slant-four would provide the perfect engine to compete more effectively in motor sport. In response to this brief, Spen King’s team 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", with all of the valves being actuated using a single camshaft rather than the more conventional DOHC arrangement. The capacity was also increased to, and combined with bigger carburettors the output was upped to at 4,500 rpm and at 5,700 rpm. This represented a significant power increase over the smaller 1850 cc variant.
The engine was expected to make 135bhp, and factory test engines were producing 150bhp. Hence, it was initially intended to be named the 'Dolomite 135'. This was changed to 'Dolomite Sprint' and published reasons vary. One oft-repeated rumour is that production lines could not guarantee 135bhp. However according to Matthew Vale, it was during development that Triumph switched to measuring power from imperial to metric, which calculated outputs approximately 5 per cent lower. In this case 135 bhp SAE is 127 bhp DIN.
As a result of the use of this engine, the Dolomite Sprint has been claimed to be "the world's first mass-produced multi-valve car". While other multi-valve engines were produced in volume, they were not used in mass production vehicles until after the introduction of the Dolomite Sprint. The design of the cylinder head won a British Design Council award in 1974.
0–60 mph acceleration took around 8.4 seconds, with a maximum speed of. Trim was similar to the 1850, with the addition of standard alloy wheels, a vinyl roof, front spoiler, twin exhausts and lowered suspension. The seats were now 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 transmissions from the 1850 model were also offered as options on the Sprint. Initial models were only offered in "mimosa yellow", although further colours were available from 1974 on.
At its launch, the Sprint was priced at £1,740, which compared extremely well to similar cars from other manufacturers. The press gave the Dolomite Sprint an enthusiastic reception. Motor summarised its road test with glowing praise:
A press release dated May 1973, from BL's public relations department, states "To acknowledge the Dolomite Sprint's performance the Triumph sports car colour range will be used, with the first 2,000 cars finished in Mimosa with black trim. Other distinguishing features are a black simulated leather roof covering, contrasting coachlines along the body and new badges."
From May 1975 on, overdrive on third and fourth gear and tinted glass were fitted as standard. In addition, all Sprints were fitted with 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 standard. In 1979, to comply with upcoming UK legislation, a rear fog lamp was also 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.
In 1977, a number of Triumph TR7s with the same Sprint engine were manufactured as pre-production cars at Speke, Liverpool. However, this Triumph TR7 Sprint variant was cancelled with the closure of the Speke assembly plant in 1978.
Australian Sprints
From August 1975 to June 1976, 620 Sprints were exported to Australia, all in Mimosa Yellow. The Triumph TR6 and Stag could be specified in Mimosa but not other Dolomites. The 16v Sprint generated a profile far higher than outright sales would suggest. In addition to stunning performance, the $7700 road going Sprints were praised for full instrumentation, a walnut interior, clock, and corded bri-nylon upholstery as seen on the Porsche 911. Like the UK, the aforementioned 'special tuning' options were also available as dealer fitted options. Australian market Sprints cost more new than the high performance Ford XB Falcon GT 351 which had an asking price of $7100. Other rivals included the Lancia Beta and BMW 2002. Influential Australian journalist Harold Dvoretsky hailed the Sprint as British Leyland's best and most advanced model since the Jaguar XJ12.Sprints were raced throughout Australia including by dealers such as Ron Hodgson. As described by Mark Oastler, Hodgson invested six figure amounts developing the Sprint into a unique competition car which was to be amongst the fastest of its type anywhere in the world. Inspired by L34 Torana program and dubbed 'Super Sprint' this was ultimately rejected by the Confederation of Australian Motorsport. CAMS also insisted on 500 cars for homologation requirements whilst Leyland were willing to build only 300.
At the 1976 Bathurst 1000, Jack Brabham's Torana was famously rammed and heavily damaged by a Dolomite Sprint driven by John Dellaca and Kerry Wade.
In the following year, CAMS controversially refused to approve the Sprint's pistons, thereby denying the Sprint compliance to race in the 1977 Hardie-Ferodo Bathurst 1000.
By July 1976 the strict Australian Design Rule ADR27A came into effect. With emission requirements unique to Australia it was not feasible for British Leyland to reengineer the car for a small niche market. Of the 620 Dolomite Sprints imported into Australia, it is believed fewer than 80 examples have survived. They are considered collectible today.
Production numbers (Dolomite Sprint)
- 1973: 5,446
- 1974: 4,232
- 1975: 3,589
- 1976: 4,035
- 1977: 2,554
- 1978: 1,352
- 1979: 1,240
- 1980: 493
Rationalisation
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, 1,296 cc engine
- Dolomite 1500: Same as the 1300, with engine
- Dolomite 1500HL: Luxury specification as per the 1850, with 1,493 cc engine
- Dolomite 1850HL: Luxury specification, OHC engine
- Dolomite Sprint: The performance version: luxury trim, 16-valve engine
The next model up, replacing the Triumph 1500 TC, was the Dolomite 1500. The Dolomite 1500 offered identical specifications to the Dolomite 1300, apart from the seats, but with a engine and twin carburettors. Overdrive and automatic transmissions were offered as optional extras.
The 1500HL had essentially identical specification to the luxury 1850, but again featured the 1,493 cc engine. Performance was good, and once again overdrive and automatic transmissions were optional. The HL model had an 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.
The new 1500 models replaced the previous front-wheel drive layout with rear-wheel drive, 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 was widely considered somewhat backward thinking. However, the otherwise completely rear-wheel drive model lineup at Triumph meant that switching to rear-wheel drive would afford significant cost savings.