Triumph Dolomite 8 Parts 4

Classic Triumph Cars

Triumph Dolomite 8 Parts 4

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Classic Triumph Cars

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

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

Triumph Cars

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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Classic Triumph Cars

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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Used Classic Triumph Cars Models Triumph Gloria Southern Cross Parts 3

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Classic Triumph Cars Models Triumph Gloria Southern Cross

Classic Triumph Cars // Triumph Gloria Southern Cross

Triumph Classic Cars Parts 3

Introduced in 1932, the Southern Cross was Triumph's Sports vehicle with a primary export market in both Australia and New Zealand during the pre-war years. Even today, prewar Triumph's Cars are found more often ‘down under' than any other location outside of the U.K. Named after a constellation that was visible only in the southern hemisphere, the Southern Cross was produced until 1937.

Featuring two-seat roadster bodywork, the 1935-1937 Southern Cross came with twin spares on the rear, and had a classic slab gas tank. Though wider and appearing larger, the four cylinder vehicles have a profile and length quite similar to a T series MG. The very unique six-cylinder vehicles were stretched 9' between the radiator and the firewall which attributed to the sweeping body lines. The models were designed and styled by Walter Belgrove, the only true carryover into the post-war era.

The name was broken down and abbreviated to 'SX' on the body ID plates and was featured as a sports version of the Triumph Super Nine. A four seat sports tourer, the SX could be driven with a tonneau over the rear seats. The SX was the basis of Triumph's original works competition vehicles at the Alpine Trials and the Monte Carlo Rally of 1934.

In comparison to other compact sport vehicles, the Southern Cross was quite popular and excelled magnificently in rallies and trials where strength won out over the lighter and more fragile vehicles. This would become the standard of Triumph's success later on in history. Largely due the results of the Southern Crosses agility on the race course, CEO John Black later acquired Triumph Cars for the sporting reputation it brought.

Used Classic Triumph Cars Models Triumph Gloria Southern Cross Parts 1
Used Classic Triumph Cars Models Triumph Gloria Southern Cross Parts 2

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Used Classic Triumph Cars Models Triumph Gloria Southern Cross Parts 2

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Classic Triumph Cars Triumph Gloria

Triumph Gloria Cars Parts 1

A popular vehicle that was made by Triumph Motor Company in Coventry, England the Triumph Gloria was produced from 1933 until 1938. The Triumph Gloria was available in a very large and quite confusing range of Triumph Gloria sporting salons, tourers, coupes, drophead coupes, 2-seater sports vehicle and golfer's coupes.

A short chassis sports vehicle, the Triumph Gloria Southern Cross which was also a 'SX' was available in a variety of tourer and saloon bodies that were equipped with either four or six-cylinder engine. Quite a modern vehicle mechanically, the Triumph Gloria SX featured Lockheed hydraulic drum brakes, Luvax adjustable shocks that could be adjusted via a knob between the seats, and a 12 volt electrical system. Power was found from the Climax 4-cylinder engine which was now upgraded to 1232 cc alternatively. In 1935 only a 6 cylinder 1476 cc engine was available too.

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All of these Triumph Gloria models, except for the final two models; 1.5 liter Saloon and Fourteen Six-Light Saloon, were powered by 1087 or 1232 cc four cylinder or 1467 or 1991 cc six cylinder Coventry Climax overhead inlet and side exhaust valve designed engines. Two different length chassis were available for the Triumph Gloria, with an additional 8 inches ahead of the passenger compartment depending on whether the four or six cylinder engine was fitted. The chassis also had conventional non-independent suspension with semi elliptic leaf springs. The brakes inside the Triumph Gloria were hydraulically operated by utilizing the Lockheed system large 12 inch drums. Allowing for 'clutchless' gear changing, a four-speed transmission was fitted with an optional free wheel mechanism. On the final Fourteen and 1.5 liter models were fitted with synchromesh.

From 1934 until 1936 the Triumph Gloria range expanded to include Triumph Gloria Vitesse models which were up-rated with twin carb engine and equipment, versions of the standard Triumph Gloria but with slightly different bodywork in the case of a few saloons. In 2008, Lansdowne Models introduced a die-cast model of the 1935/6 Triumph Gloria Vitesse Sports Saloon.

The 4-cylinder engine could be ordered with the 'Vitesse' option which meant polished ports, a sharper cam, and double SU carbs. Top speed was set around 120 kph for the 4-cylinder and around 130 kph for the 6-cylinder model. The Triumph Gloria SX was entered again into the Monte Carlo rally in 1936 and achieved second place in the light cars class. In the ladies cup, another Triumph Gloria SX took third place.

The Triumph Gloria Southern Cross was extremely effective in achieving the popularity of the later Triumph roadsters based on its pre-war success in competition.

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