Triumph Dolomite 8 Parts 4

Classic Triumph Cars

Triumph Dolomite 8 Parts 4

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Triumph Dolomite 8 Parts 4

One of the most interesting and unusual development stories in vehicle history, the Dolomite Story begins normally enough, but features an interesting twist during its long production cycle. Keeping the car at the top of its game, two of the UK's most gifted engineers (first by Harry Webster, then Spen King) were responsible for allowing the vehicle to be an excellent example of product planning and platform maximization. The Dolomite went out of production in 1980, but at that point had already enjoyed a 15-year production run, while achieving many monumental ‘firsts' along the way.

Though not a trained engineer or stylist, Donald Healey was one to inspire and produce exceptional vehicles. The 1937 Triumph Dolomite Roadster is such an example. Joining Triumph in 1933, Healey soon became the company's technical director, where he quickly began upgrading Triumph's production vehicle range of Gloria's and Vitesses.

The new Dolomites in 1936 featured their ‘waterfall' style of radiator grill, a production of an obvious inspiration from the latest Hudson Terraplanes. Added to the body style that appeared in 1938, this distinctive feature had the effect they were looking for. Produced in limited numbers, the Dolomite Roadster was more ‘drop-head- than ‘roadster', and was available in two forms, a four-cylinder 1,1767 cc type, or a six-cylinder 1,991 cc model with a longer wheelbase. The waterfall grille was matched to a two-seater front compartment, and a long sweeping tail concealed a lift-up panel which esconsed two further ‘dickey' seats. With a top speed of nearly 80 mph, the six-cylinder engine made it a very commodious rally vehicle.

Under the codename ‘Ajax', the Dolomite development began in 1962. Leyland was interested in replacing the Herald, and Harry Webster was soon hard at work to produce the best package to replace the old car, including front wheel drive. Needing to ensure that the new model possessed the traditional Triumph virtue of a tight turning circle (31 feet), along with the allowance of a short nose, the decision was made to choose a longitudinal engine. Allowing for longer oil change intervals, the gearbox did not share the engine oil (like the Mini/1100), and the engine was placed in a sitting position over the gearbox. Once the layout was decided upon, the decision for the 1300cc engine was a simple choice. In the earlier stages of development, a two-door version was a popular idea. The two-door bodywork was deemed important to the model, as the Ajax was initially drawn up as a replacement for the Herald.

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Triumph Dolomite 8 Parts 3

Classic Triumph Cars

Triumph Dolomite 8 Parts 3

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Classic Triumph Cars

Triumph Dolomite 8 Parts 3

The first thing one may say of the supercharged straight-eight Dolomite was that it was the greatest racecar Triumph ever built. There is simply no way to refute this statement unless by some miracle British Leyland fields a Formula One car and it wins the manufacturers championship. The Dolomite 8 was introduced to the motor racing world in October 1934. The climax of three men's dreams: Donald Healy, Tommy Wisdom, and Sir Claude Holbrook. A total of three cars and six engines were the total production of the magnificent machines.

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Triumph Dolomite 8 Parts 2

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Triumph Dolomite 8 Parts 2

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Classic Triumph Cars Models Triumph Dolomite 8

Triumph Dolomite 8

The first use of the Classic Triumph Dolomite 8 Cars name was in 1934, when it was used for a 8 cylinder sports car which resembled the Alfa Romeo 8C. However this car did not make production, only 3 being made. The engine was of 1990 cc capacity with twin overhead camshafts and fitted with a Roots type supercharger. The engine output was 120 bhp (89 kW) at 5500 rpm giving the car a top speed of over 110 mph (175 km/h). Lockheed hydraulic brakes with large 16 inch (400 mm) drums were fitted. The pressed steel chassis was conventional with a beam front axle and half elliptic springs all round.

One of the cars was entered in the 1935 Monte Carlo Rally driven by Donald Healey but was withdrawn after being written off in a collision with a railway train on a level crossing in Denmark.

Largely because of the financial troubles of the company the car never went into production. Some spare engines and chassis were later assembled into complete cars by a London company called High Speed Motors (HSM).

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Classic Triumph Cars Models Triumph Dolomite 8 Parts 1

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Triumph Classic Cars Parts 1

The Triumph Dolomite was a car that first appeared in 1934 as a sports car and reused on a series of sporting saloons and open cars until at least 1939 when the Triumph Motor Company went into receivership. A number were still sold and registered in 1940, though it is uncertain whether the receiver or new owner turned out cars from spare parts, or sold off completed cars. All except the Straight 8 featured a "waterfall" grille styled by Walter Belgrove, versions of the saloons with conventional grilles were sold as Continental models.

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Triumph Super 9

1931: Production of the Triumph Super 9 commenced, featuring a Coventry Climax engine, with 8.9bhp, 1018cc, 4 cylinder engine with overhead inlet and side exhaust valves, and a 4 speed gear box. Also the first Triumph to feature 12 volt electrics fitted. The Triumph Super 9 is a larger car than the super 7 (Triumph Super Seven) and Super 8(Triumph Super Eights) having been built on its own purpose built chassis. There were a few body styles available such as a tourer, 2 or 4 seater tourer, a 4 door 6 light coachbuilt saloon and a 4 door tourer.

1933: production stopped.

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The name was changed in 1933 to the Super 8, the car had always technically fallen into the 8 hp taxation bracket, and all cars gained the Mk II chassis. The body range was further reduced to the two door saloon, pillarless saloon and four seat tourer. This was the last year for the car. Triumph had already launched the Super 9 in 1931 and this car was destined to be the replacement.

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In essence the Super Eight was a rebadged Super Seven with the addition of Magna wheels, the option of a 4-speed gearbox and bumpers fitted as standard. They can also be identified from Super Sevens by their wire mesh radiator grille and 'ribbon' style surround with a central vertical chrome strip. We estimate that just under 2,500 Super Eights were produced. We have recorded 41 with 24 surviving of which 14 retain their original style bodywork. 2 body styles were available;

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Body Styles

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A range of body styles were available, all made in house. The cheapest model was a two-door four seat tourer, followed by a de-luxe tourer with two coloured body, a two-seater with dickey seat, a two-door saloon, a fabric bodied saloon and at the top of the range, a coachbuilt saloon. Gordon England could also supply a special fabric bodied saloon with sliding roof. The chassis was also supplied to other coachbuilders for fitting their own bodies. Prices ranged from £113 for the chassis to £190 for the Gordon England saloon. On test the car could reach just over 50 mph (80 km/h) and return 40 miles per imperial gallon (7.1 L/100 km; 33 mpg).

Model History

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For 1929 a new body style was released called the Special Sports with pointed tail and there was also briefly a supercharged version with the engine capacity reduced to 747 cc and reputedly able to reach 80 mph (130 km/h) but they were expensive at £250 and few seem to have been sold. Also in 1929 Donald Healey entered a standard car in the Monte Carlo Rally, starting from Berlin but failing to finish, getting stuck repeatedly in the snow in France. Undetered he tried again in 1930 and was the first British car to finish and seventh overall, an amazing result in a car with a top speed of 50 mph (80 km/h).

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Even more body styles appeared in 1930 when a two-seat coupé, a de-luxe fabric saloon and amazingly, a landaulet appeared. Wire wheels became standard replacing the artillery type that had been used on some versions. The extensive range was simplified for 1931 with the deletion of the fabric saloons, landaulet, coupé and Special Sport but a Gnat sports tourer and Tickford bodied saloon were added.

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With the deteriorating economic climate a further rationalisation of the range was carried out in 1932 with the cars being designated Mark I for the tourers and Mark II for the saloons. A pillarless saloon joined the range. The car's track grew from 42 to 43.5 inches (1105 mm), the rear springs were changed from quarter to semi elliptic on the Mk II Saloons and the de-luxe models got a four speed gearbox.

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The History Of The Triumph Classic Cars with Triumph Super 7 & Super Seven cars models (Triumph Cars Models)

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The Triumph Super 7 was a car manufactured from 1927 to 1934 by the Triumph Motor Company. It was produced as a response to the success of the Austin 7 and was Triumph's first car to be made in large numbers. In 1933 the name was changed to the Triumph Super 8.

Design

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Development of the new car had started in 1925 when Arthur Sykes, who had been with Lea-Francis was given responsibility to design a new small car. Amongst those he recruited to help him was Stanley Edge, who had been the original draughtsman for the Austin 7. The car was launched in September 1927 and was 6 inches (150 mm) longer and 2 inches (50 mm) wider than the Austin. The new 832 cc 4 cylinder side valve engine, mainly designed by Harry Ricardo, had a stroke of 83 mm (3.3 in) and bore of 56.5 mm (2.2 in) and unlike the Austin had a three bearing crankshaft with pressure lubrication and monobloc crankcase made from cast iron. (The Austin 7 had a two-bearing crankshaft and the cylinder block and crankase were separate castings.) The car followed its Triumph predecessors by having Lockheed hydraulic brakes, but now they were internal expanding in 9.5 in (241.3 mm) drums and so less affected by water then the older external contracting type. The handbrake operated on the transmission.

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The chassis had a rigid front axle supported by half elliptic springs and a live rear axle with Austin 7-like quarter elliptics allowing the chassis side members to finish ahead of the rear axle. The three speed non-synchromesh gearbox was mounted in unit with the engine and transmitted power to the worm gear final drive via a torque tube. The electrical system was 6 volts.

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The History Of The Triumph Classic Cars with Triumph 15/50 cars models (Triumph Cars Models)

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Fifteen - 1926 to 1930, 14.9 h.p. 2,169cc 4-cylinder side valve engine with 3-speed gearbox.

Built to the same dimensions as the 13/35, but with a larger capacity engine, the Fifteen was the last of larger conventional cars built by Triumph, before they concentrated on small and then sportier cars. We have recorded 11 and two survive with their original style bodywork. 5 body styles were available.

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The first owner, a Dr Watson of Cambridge ran the car from 1928 until 1934, when it was laid up. The present owner bought itafter Dr Watson’s death in August 1959, with 4,500 miles on the speedometer. It has since covered about 30,000 miles & the interior is entirely original. This was the first British car to be fitted with four wheel hydraulic brakes (Lockheed Wagner) imported with the axles from the USA. This model was the first Triumph marque to be exported seriously, mainly to Australia & New Zealand. Owner: Mike Cooke

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Triumph Car History (Triumph 13/35 Cars Models)

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The Triumph 13/35 or 12.8 was a car manufactured from 1924 to 1926 by the Triumph Motor Company in the UK.

It was powered by a four cylinder 1872 cc engine of 72 mm bore and 115 mm stroke with single Zenith carburettor which produced 36 bhp.

It was the first British production car to be fitted with hydraulic brakes on all wheels. These were made by Lockhead and were of the external contracting type.

Approximately 2500 of this model and the parallel 15/50 models were made. It was generally priced at about £375-495.

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Triumph Car History (Triumph 10/20 cars models)

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This was the first Triumph automobile and was named the 10/20 for the Royal Automobile Club's taxation class of 10 horsepower rating and its actual output of 20 brake horsepower. The design was principally by Arthur Alderson assisted by Alan Lea and Arthur Sykes who were employed by Lea-Francis and Triumph paid them a royalty on every car made.

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It was powered by a 1,393 cc (1.4L) 4 cylinder side valve engine designed by Harry Ricardo and fitted with a single updraught Zenith carburettor. The engine produced 23.5 brake horsepower (17.5 kW) at 3000 rpm giving the car a top speed of 52 mph (84 km/h) and economy of 40 miles per imperial gallon (7.1 L/100 km; 33 mpg-US). The four speed gearbox was mounted centrally and coupled to the engine by a short drive shaft.

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This little two seater was the first Triumph production model and sold for £430. A rather high price which relied on their reputation for quality and workmanship. Lucas lighting was fitted, but it still had to acquire front brakes. This is the oldest surviving Triumph car being representative of the first year of car production. Owner Jim Kinghan.

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Triumph Car History (Triumph models, Triumph Model)

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Pre War

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Model Name	Engine	Year
Triumph 10/20	1393 cc inline 4	(1923–1925)
Triumph 13/35 or 12.8	1872 cc inline 4	(1927–1927)
Triumph 15/50 or Fifteen	2169 cc inline 4	(1926–1930)
Triumph Super 7	832 cc inline 4	(1927-1932)
Triumph Super 8	832 cc inline 4	(1930)
Triumph 12-6 Scorpion	1203 cc inline 6	(1931-1933)
Triumph Super 9	1018 cc inline 4	(1932)
Triumph Ten	1122 cc inline 4	(1933-1934)
Triumph Southern Cross	1018/1122 cc inline 4	(1932-1934)
Triumph Gloria Four	1087/1232 cc inline 4	(1934-1937)
Triumph Gloria Six	1476/1991 cc inline 6	(1934–1937)
Triumph Gloria Southern Cross	1232/1991 cc inline 4/6	(1934-1937)
Triumph Gloria 14	1496/1767 cc inline 4	(1937-1938)
Triumph Dolomite 8	1990 cc inline 8	(1934-1935)
Triumph Dolomite Vitesse 14	1767/1991 cc inline 4/6	(1937-1938)
Triumph Dolomite 14/60	1767/1991 cc inline 4/6	(1937-1939)
Triumph Dolomite Roadster	1767/1991 cc inline 4/6	(1937-1939)
Triumph 12	1496 cc inline 4	(1939–1940)

Post War

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Model Name	Engine	Year
Triumph 1800 Saloon	1776 cc inline 4	(1946–1949)
Triumph 1800 Tourer	1776 cc inline 4	(1946–1948)
Triumph 2000 Saloon	2088 cc inline 4	(1949–1951)
Triumph 2000 Tourer	2088 cc inline 4	(1948–1949)
Triumph Renown	208 cc inline 4	(1949–1952)
Triumph Mayflower	1247 cc inline 4	(1949–1953)
Triumph TR1 / 20TS	208 cc inline 4	(1950)
Triumph TR2	1991 cc inline 4	(1953–1955)
Triumph TR3	1991 cc inline 4	(1956–1958)
Triumph TR3A	1991 cc inline 4	(1958–1962)
Triumph TR3B	2138 cc inline 4	(1962)
Triumph Italia	1991 cc inline 4	(1959–1963)
Triumph TR4	2138 cc inline 4	(1961–1965)
Triumph TR4A	2138 cc inline 4	(1965–1967)
Triumph TR5	2498 cc inline 6	(1967–1969)
Triumph TR250	2498 cc inline 6	(1967–1969)
Triumph GT6	1998 cc inline 6	(1967–1971)
Triumph Dove GTR4	2138 cc inline 4	1961-1964
Triumph TR6	2498 cc inline 6	(1969–1976)
Triumph TR7	1998 cc inline 4	(1974-1981)
Triumph TR8	3528 cc V8	(1979-1981)
Triumph Spitfire 4	1147 cc inline 4	(1962–1965)
Triumph Spitfire Mk.II	1147 cc inline 4	(1965–1967)
Triumph Spitfire Mk.III	1296 cc inline 4	(1967–1970)
Triumph Spitfire Mk.IV	1296 cc inline 4	(1970–1974)
Triumph Spitfire 1500	1493 cc inline 4	(1974–1980)
Triumph GT6	1998 cc inline 6	(1966–1973)
Triumph Herald 948	948 cc inline 4	(1959–1964)
Triumph Herald 1200	1147 cc inline 4	(1961–1970)
Triumph Herald 12/50	1147 cc inline 4	1963-1967
Triumph Herald 13/60	1296 cc inline 4	(1967–1971)
Triumph Vitesse 6	1596 cc inline 6	(1962–1966)
Triumph Sports 6 (US version of Vitesse 6)	1596 cc inline 6	(1962–1964)
Triumph Vitesse 2-litre, and Mk.2	1998 cc inline 6	(1966–1971)
Triumph 1300	1296 cc inline 4	(1965–1970)
Triumph 1500	1493 cc inline 4	(1970–1973)
Triumph Stag	2997 cc V8	(1971–1977)
Triumph Toledo	1296 cc inline 4	(1970–1978)
Triumph Dolomite 1850/HL	1850 cc inline 4	(1972–1981)
Triumph Dolomite Sprint	1998 cc inline 4	(1973–1981)
Triumph 2000	1998 cc inline 6	(1963–1975)
Triumph 2.5 PI	2498 cc inline 6	(1968–1977)
Triumph 2500TC/S	2498 cc inline 6	(1974–1977)
Triumph Acclaim	1335 cc inline 4	(1981–1984)

Triumph-based models


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Vale Special	(1932–1936) very low built two-seater based on Super 8 and Gloria
Swallow Doretti	(1954–1955)
Amphicar
Bond Equipe GT	(1964–1967)
Fairthorpe Cars

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