In 1962, Harry Webster started the development of "Project Ajax". That was destined to Triumph to give a permanent place in the (compact) middle class and to the Triumph Herald to follow. Development responsibility came under the responsibility of Webster, Michelotti designed the bodywork. The front wheel driven Triumph 1300 was an excellently equipped compact car. Premium avant la lettre. The press reviews were good. For example, the build quality was praised in 1965 and the safety aspect (sunken handles, knobs and a folding steering mechanism in the event of a frontal collision) was praised. For several reasons, the starting point of Project Ajax would form the basis for a model history of fifteen years.
The original concept from 1965 evolved in different directions, with differentiation and later rationalization setting the tone. The first expansion in the range came from the TC, which was fitted with two SU carburetors and one brake servo. The 1300 and the TC were cost-intensive to produce. Leyland /Triumph wanted a larger market share for its luxury proposition in compact sedan land. However, there was no price reduction. The Herald 1300 / 13 was positioned under the 60. In the meantime, those responsible thought about a new strategy for Project Ajax. That came, because in 1970 the 1300 and the 1300 TC were replaced.
New diptych, new strategy
A new diptych was introduced: the front-wheel drive 1500 and the Toledo (codename Manx II). The 1500 lost the independent rear suspension of the 1300 in favor of a rigid rear axle. The Toledo was introduced for the general public. He was fitted with a few headlights and the shorter rear. The Toledo was also equipped with rear-wheel drive in combination with a driven rigid rear axle.
Standardization
This rear axle construction and the rear wheel drive were used from 1973 in all descendants of the “Project Ajax” types. The 1500 TC, which replaced the 1500, was also fitted with it. British Leyland - in the year 1973 concern mother of Triumph- mentioned constructive advantages in relation to the use of rear-wheel drive. The British merger group, however, struggled to keep its finances in order, and therefore opted for the application of conventional drive technology. It was much more cost-effective to produce.
An old name is revived: Dolomite
From 1971 paste Triumph this construction also applied to the model that revived a pre-war name: Dolomite. This luxury saloon (equipped with the coach of the 1500) filled the gap between the 1500 and the larger 2000. The Dolomite 1850 got the Slant Four with 1.854 cc (the cylinder head had a slope of 45 degrees) engine and an overhead camshaft. The door Triumph developed power source had made its debut in the SAAB 1709 in both 1854 cc and 99 cc engine. The wishbone front suspension of the 1500 and the rear axle with differential (from the Toledo) found their way to the Dolomite 1850. The set-up of the chassis was given a solid character in the Dolomite.
The Sprint, top version
The ultimate Dolomite was launched a year later. The Sprint was the first volume-produced car with 16 valve technology, which generated 129 HP and had a capacity of almost 2 liters. The four valves per cylinder were operated by one overhead camshaft. The Sprint was initially praised, but cooling problems and the multi-valve technology regularly caused headaches. With the knowledge of today it can be said that these problems are easy to handle, people were not that far back in the seventies and eighties. The motor performance was also impressive for its time and that was good Triumph also use for standard equipment, with lots of woodwork and tinted glass, a vinyl roof and the standard overdrive from 1975. Unfortunately, British Leyland did not develop fine technology in those years.
Rationalization
The group did decide something else. In 1976 rationalization of the compact sedan range of Triumph place. The 1500 TC and the Toledo were renamed Dolomite in 1976. It was available as 1300, 1500, 1500HL, 1850HL and Sprint. In addition, technical adjustments were made, such as the application of a separate braking system. The lifespan of the Dolomite was extended, since a successor was not further developed for financial and internal competition reasons. In addition, British Leyland boss Martin Edwardes had the task of keeping the company alive. BLMC has been struggling for years with financial difficulties and the legacy of mismanagement. The focus was therefore not on the relatively small player, which was called Dolomite. Eventually the extremely striking Dolomite was produced until September 1980. At the farewell the model was outdated. He was replaced in 1981 by Acclaim, the very last developed in cooperation with Honda Triumph fashion model. The Dolomite deserved a more worthy farewell.
I was also fortunate to own a Dolomite once. It was canary yellow.
If only I had kept it, just like many other cars I have owned.
I am now, among other things, in the fortunate possession of a Fiat 500L from 1968. Here I am very much
Frugal and proud of it.
In 1964 I bought a new one Triumph Herald. Red with a black roof. I still think back with pleasure. If only I had not exchanged it but put it away.
A few years ago, when I was out of service at a gas station near Stonehenge, a nice Englishman stopped in a Dolomite 1850 and offered to drive me to a parts farmer so that I could buy a new slave for my old Mini 1000HLE.
What a beautiful sound it has Triumph, you don't need a radio..great!
Nice cars, especially with the science and knowledge of today. Bursting with character, and with the right technical and cosmetic maintenance you can really enjoy it every day, according to the close friends.