TriUmpH DOlOmiTe

HOW TO BUY A…
HOW TO BUY A…
DID YOU KNOW?
Triumph Dolomite
The 1500 is the only production car to start
life as FWD and end it as RWD.
!
Deal breaker
An exclamation mark indicates key areas
where you have the greatest bargaining
power. Use them to your advantage.
Practicality
What does it do well?
All Dolomite interiors are
comfortable, particularly the HL
models, which are fitted with an
adjustable driver’s seat and
steering column. The running
gear is used by other Triumph
models, so spare parts are easy
to source and inexpensive,
which is especially true
regarding the 1300 and 1500
cars. Performance from the
standard Dolomite 1850HL is
lively, and it makes a good
alternative to the Sprint.
What can’t it do?
BUYING GUIDE
No. 160
Dolomite 1300 and 1500 cars
are both under-geared and
stressed at motorway speeds.
The 1500 engines may be
damaged by sustained
high-speed journeys unless an
overdrive gearbox is fitted. Rear
doors don’t open at wide angles,
making it awkward for larger
passengers to get in and out.
The steering’s also heavy at
parking speeds.
How to buy a…
Triumph Dolomite
Willing engines, British quality and Italian styling
flair make the little Triumph an ideal choice.
Words by Rob Marshall Photography by Gez Hughes
B
y the mid-1970s, British
Leyland was under state
control, thanks to a
colossal cash injection
from public funds. Sir Don
Ryder’s subsequent report
attempted to investigate the
problems that besieged the
industrial giant. As a result,
Triumph’s confusing range of
profitable small saloon cars was
rationalised and marketed under
the prestigious ‘Dolomite’ name.
Production
Timeline
From 1976, the Dolomite
1300 and 1500 had arrived to
replace the outgoing four-door
Triumph Toledo, the Dolomite
1500HL (High-Line) had usurped
the 1500TC and the Dolomite
1850HL was an improved-spec
version of the original car that
was launched in 1972.
Compared to its foreign
competitors, the post-1976
Dolomite range may have been
outdated but the motoring press
still appreciated its core values of
quality and classical elegance.
Buyers respected the Dolomite’s
combination of luxury with
economy. Because the model
was well liked among retired
couples that tended to keep
them for many years, surviving
numbers are high compared to
other 1970s BL products.
All Dolomites are practical
choices for everyday motoring,
but you need to be wary of
bodged and tired examples prior
to settling on an ideal car.
March 1976
May 1976
New range launched with
square-headlight 1500, twinheadlight 1500HL and 1850HL
Dolomite 1300 introduced. Based
on Toledo, with the long-tail
Dolomite body and vinyl seat trim.
Market overview
Condition 1 – £2000
Immaculate examples that may
not be concours-winning, but
free of faults and boasting
significant service histories.
Condition 2 – £1000
Solid and original cars,
possessing a full MOT and
capable of everyday use. Some
minor faults are acceptable.
Condition 3 – £400
Cars with valid MOT but are
either tatty cosmetically or
require significant work if
they’re to be used regularly.
March 1977
Dolomite 1300 and 1500 gain
halogen headlights. Smaller
three-spoke steering wheel.
!
Common faults
■ Engine
A 1500cc engine with crankshaft
rumble or an 1850cc engine with
a blown head gasket.
■ Body
Watch for leaks in the front
footwell, which could be from
a perished windscreen seal or
a rotten bulkhead.
■ Interior
Vinyl seats can split and Bri-Nylon
coverings wear. Flaky lacquer on
wooden door cappings,
discoloured headlinings
and collapsed
parcel shelves
are common
faults to
watch for.
Servicing and
maintenance
Every six months
■ Renew engine oil and filter.
■ Top up carburettor piston
damper(s).
■ Adjust spark plugs.
■ Check contact breaker points.
■ Lubricate distributor.
■ Check automatic transmission
level and lubricate linkage.
■ Check rear axle oil level.
■ Lubricate steering rack and
pinion with grease.
■ Check handbrake operation
and front brake pads.
■ Lubricate all the car’s locks
and latches.
■ Check clutch reservoir.
Every 12 months (additionally
to above)
■ Renew spark plugs.
■ Check/adjust valve clearances
(not 1850HL).
■ Check front wheel bearing
end-float.
■ Adjust rear brakes (1300).
Every 24 months (additionally
to above)
■ Renew the car’s brake and
clutch fluids.
■ Renew antifreeze mixture
with 50/50 mix.
TECH SPEC
Triumph
Dolomite
1300/1500/1850
■ body Four-door all-steel
monocoque with separate
front subframe
■ engine 1296cc /
1493cc / 1854cc
■ Power 58bhp / 71bhp
/ 91bhp
■ 0-60MPH 17.1sec /
13.2sec / 11.5sec
■ top speed 85mph /
91mph / 100mph
■ transmission
4-speed manual, OD and
3-speed auto optional on
all models except 1300
■ wheels & tyres
155 / 80 tyres on 13in
steel 4.5J rims
■ brakes Solid discs
front, self-adjusting rear
drums (1500, 1500HL,
1850HL), manual adjusting
drums on 1300
■ economy 28mpg /
32mpg / 30mpg (figures for
4-speed manual)
■ dimensions Length
4122mm, width 1588mm,
height 1372mm
Traditional three-box
styling has aged well.
Why you'll love it
● Sensible prices.
● Willing performance.
● Well-designed suspension
and safe handling.
● Comfortable interiors.
● Good-capacity boot.
● Excellent heating and
demisting systems.
● Outstanding club support.
● Good investment.
August 1977
Dolomite 1300 seats now trimmed
in cloth, as previously fitted to the
Dolomite 1500.
May 1979
Limited production run of the
1500SE commences. Only 2000
are built.
October 1979
All models gain tandem brakes and
brake-failure warning indicators.
Rear fog lights fitted as standard.
August 1980
Production ceases, along with
the Spitfire 1500. Triumph’s
Canley factory closes.
March 1976-August 1980
112 CLASSICS MONTHLY FEBRUARY 2010
FEBRUARY 2010 CLASSICS MONTHLY
113
HOW TO BUY A…
Triumph Dolomite
Bodywork
!
The Dolomite’s list of potential
rust spots is lengthy but it’s
unlikely you’ll find a car with rot
in all the suspect areas. Those
include the front subframe’s four
locating points and at the
associated chassis legs.
Rust can lurk behind both the
front and rear wheels, and most
surviving Dolomites have repairs
in these areas. All four wings are
now hard to source. The outer
and inner sills can be ravaged
but replacement outer-skin sills
aren’t expensive. The boot floor
can rust, but the Triumph
Dolomite Club supply members
with their own unique repair
panels, which aren’t available
elsewhere, for all of these areas.
Changing both front wings
and the complicated front panel
structure is likely to exceed the
value of the car. Front-end
panels are obsolete, but
although doors, bonnets and
bootlids can rust, replacements
are easier to source.
HOW TO BUY A…
DID YOU KNOW?
Triumph Dolomite
Along with the Spitfire, the Dolomite was the last
model to be made in Triumph’s Coventry factory.
Owner’s view
Rear seatbelts can be fitted and turn
the Dolly into a real family car.
!
Engine
Neil Jefferies,
Merseyside
ng
buyiip
t r thing,
Transmission
All models are fitted with
single-rail four-speed gearboxes.
Failing second-gear synchromesh
can result in crunching ratios at
higher mileages. Due to the
transmission’s simple design, a
rebuild is cost effective and
reconditioned units are available.
A J-Type overdrive was
available as an optional extra on
the 1500, 1500HL and 1850HL.
Most problems relate to its
operating electrics, which are
u
lity’s yo
If origina the chassis
check ensure the
to
number at the seller’s
h
car is w iming.
cla
straightforward to
repair. The 1500 is
fitted with the same
gearbox and overdrive
combination as the Triumph
Spitfire – some examples suffer
from an internal fault that gives the
impression of clutch slip when
overdrive isn’t selected. If this is the
case, budget on sourcing a
replacement unit. Overdriveequipped Dolomites (especially the
1500) are extremely desirable so
expect them to
command a premium.
The Borg-Warner 65
automatic transmission
was also optional on the
1500HL and 1850HL, although
some automatic 1500s left the
factory at the end of production.
Check the fluid’s red in colour,
rather than a ‘browney-black’.
Automatic flywheels fitted to
1500cc cars are known to crack
and replacements aren’t available.
Interior
Security
“Having owned
40 Dolomites of all
types, I’m surprised
that values have remained so
low until recently. The smallerengined Dolomites may not be
as exhilarating to drive but
they’re still fun, comfortable, and
cheaper to both run and repair.
The HL models are more lavish
inside but I’ve driven a basemodel Dolomite 1500 for over
80,000 miles with no problems.”
Worthy upgrades
■ Electronic ignition (especially
the 1850HL).
■ Oil cooler.
■ Rear seatbelts.
■ Dolomite Sprint / 1850
bolt-on front spoiler.
■ Twin carbs, exhaust and 1500
differential to 1300.
■ Waxstat removal conversion
on twin SU carburettors (1500
and 1850).
■ Alarm / immobiliser.
Clubs & specialists
Inertia-reel seatbelts are fitted to the
front seats only. All models feature
burstproof locks, a collapsible steering
column, laminated windscreens and a
locking steering column.
■ T riumph Dolomite Club
08700 111737
www.triumphdolomite
club.co.uk
CM says…
Triumph Dolomite
£200-£2000
Practicality
Economy
Spares
DIY friendly
Value for money
1
1
1
1
1
2
2
2
2
2
Total
4
4
4
4
4
5
5
5
5
5
19/25
We like…
The ease of ownership.
These are cheap cars to buy
and run. Superb club and
spares backup. Comfortable
and good fun to drive.
All types of engine are
easy to work on should
the need arise.
The single-carb, four-cylinder,
overhead-valve (OHV) engine
fitted to the 1300 is extremely
robust and only suffers from
problems at either high mileages
or if it hasn’t been maintained
regularly. The 1500 unit may be
based upon it but isn’t as durable
thanks to its longer piston stroke,
which places extra strain on the
three-main bearing crankshaft.
Unsympathetic driving techniques,
infrequent oil changes, and
sustained high-speed runs will
result in premature crankshaft
bearing failure.
Both OHV engines need to be
fitted with an oil filter equipped
3
3
3
3
3
with a non-return valve to prevent
oil starvation on start-up. They’re
easy to rebuild because parts are
abundant and inexpensive.
The slant-four 1854cc unit is
completely different to the other
engines. Fortunately, because it’s
similar to the 2-litre powerplant
fitted to the TR7, specialists are
familiar with its foibles. The main
problems stem from overheating
caused by a lack of correct
maintenance, or failure of the
water pump and its associated
parts. Removal of the aluminium
cylinder head can be also tricky
as a result of the angled
cylinder-head bolts.
We don’t like…
The potential weakness of
the 1500 engine. You’ll have
to look carefully for rust.
Rarity of some interior trim
and wings.
Or try these…
Ford Escort Mk2
£500-£5000
Lighter and faster. Body panel
availability is better. Significantly
more expensive to buy.
A Dolomite interior is a comfortable
place to be.
■ C lub Triumph
01425 274193
www.club.triumph.org.uk
■ T riumph Sports Six Club
01858 434424
www.tssc.org.uk
Citroën GS
£250-£2000
■R
immer Brothers
01522 568000
www.rimmerbros.co.uk
■ T D Fitchett
01952 619585
Seats
Check the condition of the
seats. Replacements and new
trim are amongst the few rare
parts for a Dolomite, so you’ll
want the ones you’re looking
at to be in decent condition.
Boot looks generous but is surprisingly
shallow in reality.
Rarer, with advanced
mechanical hardware. Later
GSA hatch is more practical.
Wood trim
Check the condition of the door
cappings – they can deteriorate with
time. Even if the lacquer’s come off and
there’s minor chipping, they can be
refurbished easily enough.
■M
ick Dolphin
New Old Stock spares only
– some very rare.
www.mickdolphin.co.uk
BMW 318 e21
£250-£1900
■ C anley Classics
01676 541360
www.canleyclassics.com
J-Type overdrive was fitted to 1500 and 1850 models.
More of a competitor to the
Dolomite 1850 but better built,
safer and more reliable.
Turn over to P117 for your DOLOMITE quick view checks
114 CLASSICS MONTHLY FEBRUARY 2010
FEBRUARY 2010 CLASSICS MONTHLY
115
HOW TO BUY A…
DID YOU KNOW?
Triumph Dolomite
Badly Drawn Boy converted the fascia of a 1500HL into a
piano for the song Nothing’s Going To Change Your Mind.
QUICK VIEW Checks
10
Essential
Reminders
Key areas to inspect carefully. Your final offer price should reflect their condition.
Tick off our vital checks
for peace of mind
Front wings
! 2
Inspect the front wings and
upper front panel for rust;
secondhand parts are
expensive. The pictured
seam should be present
and not filled over.
3
Headlamps
Both inner front wings and
headlamp mounting
panels, located forward of
the front wheels, can rust.
Check that the three plastic
mudshields are present.
4
Front panel
The ‘eyebrow’ panel,
sandwiched between the
inner and outer panels, can
rot away. Accessing it for
repair is extremely difficult
and replacement panels
are obsolete.
5
Bottom edges
Check the bottom of the
front wings and the lower
valance panel; a seam
should separate the two.
New bumpers are rare but
secondhand parts are
inexpensive and available.
Subframe
Check that the four
subframe mounts are
intact. Pictured are the
chassis legs, which
support the rear
mounts. These can
rust badly.
7
6
8
1
3
2
cut along dashed line and take this guide with you on the daY of viewing
9
6
Door shut
Holes within the door shut
on the A-pillar are
common. This area is
scruffy on most cars. Rust
can also spread to the
bulkhead, so check behind
the fascia.
10
5
7
Roof
Rust strikes on the rear
edge of the roof and can
affect the vent panel
beneath. Repairs are
difficult here, although new
roof skins are available.
!
Cut out
this page
1
4
8
Seats
All Bri-Nylon-covered seats
are vulnerable to sunlight
degradation. Beige appears
to be the colour worst
affected. New seat covers
and seats themselves are
now unavailable.
9
Boot floor
! 10
The boot floor’s extremities
are vulnerable, as is the
inner rear wheelarch. Water
leaks are common, too,
which can cause the petrol
tank – mounted on the
nearside – to rust.
Sills
!
Rust in the sills is common.
Reproduction sills are
inexpensive, but rust can
claim the doorstep, jacking
points and the inner sill.
FEBRUARY 2010 CLASSICS MONTHLY
117
HOW TO BUY A…
Triumph Dolomite
Glovebox
Wizard
Our vital, take-with-you guide. It could save you a lot more than money.
Tick off our vital checks
for peace of mind
Viewing a Dolomite
Overall condition, originality and
completeness should dictate the
price you pay.
Glovebox Wizard is designed
to act as a timely reminder when
viewing, drawing your attention
to areas it’s easy to forget or
which an unscrupulous seller
might try to distract you from.
Begin by judging the overall
appearance of the car. What are
the panels gaps like? Is the
engine original? Resprayed?
Pre-viewing questions
Glovebox Wizard can also be
used to ask questions confidently
whether via phone or computer
before you commit time and
incur costs to view. Knowledge
is power when buying any car so
arm yourself from the start and
get the best deal possible.
Caveat emptor
If the deal is too good to be true
then look carefully for the catch.
Buyer beware.
Identification
Bodywork
❏ Chassis ID plate
❏ Inspect front wings and front
panel carefully for rust and
bodged repairs
❏ Check the boot floor’s edges
❏ Inspect door shuts carefully
❏ Probe the sill structure
❏ Ensure subframe mounting
points are intact
The chassis number is riveted to
a plate on the nearside front
inner wing. Very late models
have it stamped on to the lower
edge of the rear screen panel,
beneath the bootlid. Dolomite
1300 chassis numbers start WH,
1500 WG, 1500HL WK, and
1850HL WF. From late ’79, that
changed to:
1300 – TWALAIAT*****
1500 – TWALW1AT*****
1500HL – TWFLW3AT*****
1850HL – TWFLC1AT**** (or
TWFLC5AT**** for overdrive)
Electrics
❏ Dipswitch operation
❏ Overdrive engages and
disengages correctly and
smoothly (where fitted)
❏ Check fusebox for integrity
Do
Don't
✔ Join an appropriate owners
✘ Be too worried about
club and decide which model
is best for you.
✔ Take the car for a long
enough test drive so you can
check for overheating (1850
models) and crankshaft
problems (1500 models).
✔ Bring a magnet with you to
check for the presence of
plastic body filler, which
hides rust holes in the front
wings and panels.
✔ Expect to replace the
suspension bushes should
the car you’re looking at
wander and float at speed.
✔ Look beneath the battery
– leaking acid can rust the
inner chassis.
✔ Expect to pay a premium for
a car with overdrive but be
sure to check that it works
as it should.
crankshaft rumble on
starting a 1300 or a 1500. It’s
simply the oil filter priming
with oil.
✘ Worry about a puff of blue
smoke on start-up, so long as
it disappears on driving.
✘ Confuse problematic clutch
hydraulics with gearbox
faults, which are common
with 1300 and 1500 models.
✘ T urn down a car with good
bodywork but tired
mechanical parts.
✘B
e too concerned with
imprecise steering. It could
be due to deteriorated rubber
rack mountings or two
connecting joints, all of which
are reasonably priced.
✘O
verlook the base-model
1300 and 1500. They’re rarer
and cheaper than HL models.
Engine
Interior
❏ Overheating on 1850
❏ Crankshaft rumbling when hot
❏ Worn nylon trim
❏ Split vinyl trim
❏ Wooden door cappings that
on 1500
❏ Noisy tappets on 1300 and
1500 models
❏ Dragging clutch
have been badly repaired
❏ Excessive play in the car’s
steering column
The Dolomite 1850HL is an
opulent car, with performance
that tolerates modern road
conditions admirably, and the
handling copes easily with the
power available. It’s a tempting
and cheaper alternative to the
all-singing, all-dancing Sprint. The
optional overdrive gearbox should
work effectively in both third and
fourth gears for either spirited
driving or motorway runs.
Automatic transmission suits the
1850 engine particularly nicely
and provides relaxed and
luxurious classic motoring.
The Dolomite 1500HL shares
the same interior fittings as its
bigger brother, including the
comprehensive fascia, adjustable
seats and steering column, but
118 CLASSICS MONTHLY FEBRUARY 2010
the older engine is not only less
powerful, it’s also not as smooth
running. Performance is adequate
and overdrive can boost fuel
economy to well over 40mpg with
careful driving.
The Dolomite 1300 and 1500
versions aren’t trimmed as
comprehensively as the HL models
but the simple equipment is
tasteful and the interiors are far
from sparse. The 1300 engine is
eager but strangled by not only a
low axle ratio but also its single
carburettor. Although 85mph is
attainable, the performance drops
off rapidly once 60mph is passed.
However, the 1300 powerplant is
not only the most durable and
reliable unit, it also responds
positively to tuning.
cut along dashed line and take this guide with you on the daY of viewing
Test drive
All models perform well, and offer a range of different driving characteristics.