Stunning Triumph Dolly Sprint for sale
There aren't many Dolomites at all left on British roads, and even fewer quite this good
There are a few classic cars you get used to seeing in the 2020s. Even with numbers a fraction of what they were in the 20th century, their popularity and historical significance make for plenty of survivors. You know the type: Capris, Escorts, Cortinas, the odd Vauxhall and Rover. The classic British sports cars too, of course, from Austin Healey, Jaguar, MG and the like.
Even the odd Triumph roadster has remained, thanks to a dogged determination to keep Stags going and the fact that a lot of TRs remain very pretty little drop tops. People are even paying tens of thousands to restore TR7s, so those that are left seem safe. More than 40 years since the name was retired, you’d imagine that those Triumphs remaining will be lovingly cared for. They’ve made it this far, after all…
The Dolomite Sprint, however, has for a long time been one of those old Triumphs you just never, ever see. The sports cars are inevitably the more evocative, romantic choice for a garaged classic, though even allowing for that the 16-valve Dolly has become seldom seen to the point of invisible. You’d do well to see one even at a classic show. Whereas Escorts and the like will be everywhere.
The Sprint, as you likely well know, was introduced to give the rather sluggish standard Dolomite some much-needed pep to take on the fast Fords. A 16-valve (but single-cam) cylinder head for the slant four, with a capacity increase and some input from Coventry Climax engineers, meant 130hp at almost 6,000rpm - finally making a proper sports saloon out of the Dolly. At the time an RS2000 was making 110hp or so; 16 valves and 2.0-litres put the Triumph at BMW 2002tii levels of power.
Don’t forget, too, that the Sprint earned some competition pedigree, winning the British Saloon Car Championship in 1975 (with Andy Rouse driving, no less). By all accounts, it was a smart handling little car, too, and the manual gearbox really brought the best from the engine. Little surprise that more than 20,000 found homes in the '70s - it makes the tiny amount left even more shocking.
But this survivor, a late 1980 car with just 43,000 miles, must be one of the best. So many will have succumbed to corrosion over the years (or overenthusiastically driven into solid objects), yet here we have a Dolly Sprint that’s managed to make it through 45 years unscathed. Better than unscathed, in fact, because the advert suggests it’s been subjected to a recent and extensive restoration. Certainly it looks absolutely fabulous, with gleaming paintwork and a museum-grade interior. Those unmistakable alloys are in superb condition as well. It all points to an awful lot of time spent and love invested, which would explain the £30k asking price. But just think what a comparable RS2000 might cost…
No doubt the Ford gang will be along soon to remind us how much more successful the blue oval was at selling "sportscars for the family" in the seventies, but I've always had a high regard for the Dolomite with its staid image, wooden dash and overdrive contrasting well with the wacky 16v motor. The Escort was a horse and cart in comparison, albeit one blessed with fabulous balance and tuning potential in spades. Technologically, as standard, closer competitors were the BMW 2002tii and Vauxhall Firenza "Droopsnoot".
Had a Mimosa Yellow Sprint back in 1982 and it was a bloody good car when it was running properly.
UUU 931M was an early 4speed no overdrive model.
That car actually replaced my modded Mk1 Mexico!!
Should have kept the Escort, but curiosity and a fast four door necessitated at the time.
The Sprint was unusual in that despite having 16 valves it only had one camshaft.
The early Sprints ( pre 76 ) were better built than the later ones
I had 2 x Sprints UHM 243M was an early and really original one one in a maroon red ( forget the colours name but it was a lovely colour ) I found it sitting looking very sad by the kerb way back in 1987 in Newbury Park Ilford when I was working mini cabbing. I knocked on the door, chatted to its lovely older owner and paid £100 quid for it. It had developed and engine problem and he didn’t want to spend on its repair. We got it back to my then flat in Hornchurch. In the meantime an aquaintance muppet brother had put his beige W plate one into a ditch, writing it off. Think I gave him £200 over the phone for it. But when it arrived it was much worse than he described. A row over the phone didn’t get me any money back. But we pulled its engine and box and Janspeed system and fitted it to the early car.
A scrapie took the rest. I still have that cars V5 somewhere !
UHM needed its sills and a few other bits of bodywork doing. Even back in 87 there were NO new body panels available, but by sheer fluke I found the last right hand outer sill known to exist, in the Channel Islands !
I did a nice job of welding it on. I was building the car to go Classic saloon car racing, but the call of another bike was too strong, so I put it in Loot. A guy turned up and bought it on the spot ( for its engine ) and I think he scrapped the car.
I Still feel really bad over that. There can be just a handful of 74 Sprints in that colour left.
I would love a Sprint and this one looks fairly priced for the rarity, condition, mileage and restoration work. Shame it’s not yellow though so I assume white is the original colour.
Wasn't it also the first car to be fitted with alloy wheels as standard too?
They were originally called the Dolomite 135 (as in BHP), but couldn't maintain the tolerances so they were stated at 127bhp.
Ah, what could have been for the British car industry...
Wasn't it also the first car to be fitted with alloy wheels as standard too?
They were originally called the Dolomite 135 (as in BHP), but couldn't maintain the tolerances so they were stated at 127bhp.
Ah, what could have been for the British car industry...
First mass production 16v car is probably a fair comment though.
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