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1976' Triumph Dolomite Sprint
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£10,300Publié 10 Septembre 2017ID: ZGcnmA
Périmée
il y a 7 années, 2 mois
il y a 7 années, 2 mois
Information from the owner
Âge: 41 années
Couleur de la carrosserie: Bleu
Commentaires du vendeur sur 1976' Triumph Dolomite Sprint
TRIUMPH Dolomite Sprint POE 426R
POE started life as a white Dolomite Sprint Automatic, she was purchased by Miss Broadbent on 16/03/1977, who used the car until 1992.
The car was then taken off the road for seven years having covered only 24,000 miles.
During February 1998 POE was recommissioned and then sold to its second owner, Mr Bates on 17/02/99 who then sold it on to Paul Jopling in May 2003 having covered 26,000 miles, but, by now POE was a Tahiti Blue Manual car with the V5 updated.
I purchased the car from Paul in April 2011 and have changed the car to become a fun road and track day car.
You’re wondering how POE drives with those wide tyres? Superb – she has an enormous about of grip, a young race driver I took around Goodwood was so impressed that he thought we were putting lap times in equivalent of a race Sprint. Not much gets past POE around Goodwood.
She does tramline on our lovely Surrey and Hampshire roads, but put her on a nice smooth road and she’s blooming superb.
Sprint Quotes From Press Articles Of The Time
'Sparkling performance, yet very tractable. Effortless cruising allied to good economy. Responsive handling and comfortable ride. Luxuriously appointed. Tremendous fun to drive'. Autocar Magazine
...'the Sprint must be the answer to many people's prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model's manners quite impeccable ... Most important of all, it is a tremendously satisfying car to drive'. Motor
'It's the engine that sets the Sprint apart from most other British 70's saloons. 16-valve technology was unusual for 1973, and Triumph overhead cam unit was both simple and effective (0-60mph in under 9 secs was blistering for 1973). TR6/Stag-type four speed box could be had with optional overdrive. Also larger brakes, and alloy wheels (the first on any British mass produced car)' Classic Car Buyers Guide
Interior
Extremely clean and fresh with the same Triumph smell it had when it left the factory, the interior is one of my favourite features of this Sprint and can only be described as amazing, it just oozes nostalgia. All of the wood has its original finish and is in as new condition, (many of the better Dolomite's have had the wood renovated but the colour is never a perfect match). All of the instruments, time clock and switches work and the deep pile carpet looks new. Paul Jopling was so fussy that he replaced the choke cable because the print on the knob was showing signs of wear! The glass has a green tint and has no scratches, the windscreen is the Sundym version. There are three rear seatbelts so this is one classic where the whole family can come along too. Unfortunately the top surface of the rear seat has now succumbed to the sun, it’s started to split. I have a dark brown rear seat the new owner can have along with BMW 3 series front seat if they so wish. I was going to put a little bit firmer seats in the front and put the dark brown rear seat in and also have a dark brown carpet and door cards if the new owner wishes to do the same.
Engine
Unfortunately I’ve had to replace the engine that POE came with, the jackshaft bearing was completely knackered, I replaced the block, installed +20 AE pistons and a reground crank with -10 bearings. New con rod bolts were used. The old block is available if POE’s new owner would like it.
POE has a different cylinder head, which is an early head with a new standard cam, valves, buckets, springs, chain guides and Vernier cam sprocket. Again, POE’s original cylinder head is available if the new owner would like it.
The new owner will decide what motive power to use in POE, I do have a brand new cylinder head, block, rods and other bits that may be of interest to POE’s new owner, that’s if they decide to make a more powerful engine. POE’s current engine is great, it’s been thrashed around Spa and Goodwood many times, but POE really does deserve some more get up and go, especially with the amount of grip she now generates.
Carbs
I had POE’s SU6 carbs ultrasonically cleaned and I refurbed them with a kit from the renowned SU specialist, so they are as spotless as you would expect and look stunning under POE’s bonnet. She has a K&N filter in the standard box, richer needles and a SprintParts Cold Air kit. I do love SU’s
Brakes
POE has the Special Tuning vented brake kit with spaced callipers and longer stub axles. Ferodo pads are used. She can stop from 100+ on track as well as many modern cars. The ST vented brakes are fantastic for road and track for us mere mortals and still the only homologated brakes for a mildly tuned non Group 2 Sprint. She is running silicone brake fluid – which I’ve never had a problem with. POE also comes with some spare Ferodo fast road pads, she’s running race pads at the moment, they do heat up quickly as they are pretty small by modern standards.
Suspension
All height adjustable, Avo front shocks with Gaz rear and slightly uprated springs, but not too much. The matching ends of the Avo and Gaz shocks will be supplied but need a refurb – standard AVO bush problem on the rear Avo’s and one of the Gaz front units started to leak. But, they both obviously look almost new as they have not done any significant mileage. POE also has shortened track control arms for a nicer turn in and use poly bushes throughout.
Ignition
123 Tune programmable ignition is used with a standard map and 6.5k rev limit. You can easily update the map using the 123 software via a usb link on the distributor. A brand new dizzy was supplied for the 123 Tune conversion and the original unused internals will also be supplied.
Cooling
The original water pump has been removed and replaced with a water pump bung.
An uprated radiator is used with electric cooling fan which is controlled via a Davis Craig Electric Water Pump controller, which also controls the EWP. A booster water pump is plumbed into the heating circuit. If anything, POE runs just a bit too cool.
Wheels and tyres
7x13 front and 9x13 rear Minilite wheels where ordered direct from Minilite, they are fitted with Kumho road legal track day tyres. There is plenty of room to go wider at the rear and probably another inch at the front if you so wish.
Lights
Halogen headlights with relays mean that you can drive POE at night and actually see where you’re going.
Electrics
One of the previous owners put an additional fuse box up under the dash, I’ve not needed to fiddle with that. There is a mount for an electric fuel pump in the boot, but I use a manual pump. POE also uses an uprated hi-torque starter motor to reduce battery strain on track, I’ve never had a problem starting even on the hottest track day.
Bodywork
POE’s Tahiti blue body and paintwork does show signs of previous repairs, the front panel to lower front wings has been repaired along with the odd patch in the boot floor. The front footwells show signs of being jacked, this is one area I’d probably get panel beaten back into proper shape as it looks a little abused. But, when I look at other supposedly immaculate cars, POE is actually better, don’t get me wrong, she’s not immaculate, but some people would describe a lesser car as immaculate. She’s an older refurb with the odd bit here and there. And I like the older badges but will supply the proper late type boot badge.
I have only recently had the arches and sides (below the swage line) completely painted, I was using the car with black arches for a few years, but preferred body colour on the arches. C&S coachworks in Liphook carried out the work for me, they are a classic car specialist who’s owner has a number of Triumphs.
MOT
POE’s MOT runs out on 30th August 2018, she has no advisories all the time I’ve owned her – from 2011. I don’t like advisories and will make sure all my cars do not have any. All the advisories that were on the car when I collected it were soon rectified.
Reason for sale
I have said that I’d never part with POE, but, after running around in the Mr’s V8 Scimitar I’m in need of V8 power. I did arrange for POE to have a LS3 Chevy lump fitted, but, after seeing the amount of work that is needed to the bulkhead, chassis/floor pan, I’ve decide to leave POE alone and convert a car that needs more work. As the workshop said, why ruin POE when it’s easier for us and me if we work on car that we can completely remove the front panels, most of the bulkhead and floor.
Please contact me for viewing details, I'm more than happy to show you around the car and take you for a test drive. If you'd like to drive, you will be asked to provide proof of insurance, upon which I'm more than happy to come out with you driving.
POE started life as a white Dolomite Sprint Automatic, she was purchased by Miss Broadbent on 16/03/1977, who used the car until 1992.
The car was then taken off the road for seven years having covered only 24,000 miles.
During February 1998 POE was recommissioned and then sold to its second owner, Mr Bates on 17/02/99 who then sold it on to Paul Jopling in May 2003 having covered 26,000 miles, but, by now POE was a Tahiti Blue Manual car with the V5 updated.
I purchased the car from Paul in April 2011 and have changed the car to become a fun road and track day car.
You’re wondering how POE drives with those wide tyres? Superb – she has an enormous about of grip, a young race driver I took around Goodwood was so impressed that he thought we were putting lap times in equivalent of a race Sprint. Not much gets past POE around Goodwood.
She does tramline on our lovely Surrey and Hampshire roads, but put her on a nice smooth road and she’s blooming superb.
Sprint Quotes From Press Articles Of The Time
'Sparkling performance, yet very tractable. Effortless cruising allied to good economy. Responsive handling and comfortable ride. Luxuriously appointed. Tremendous fun to drive'. Autocar Magazine
...'the Sprint must be the answer to many people's prayer. It is well appointed, compact, yet deceptively roomy. Performance is there in plenty, yet economy is good and the model's manners quite impeccable ... Most important of all, it is a tremendously satisfying car to drive'. Motor
'It's the engine that sets the Sprint apart from most other British 70's saloons. 16-valve technology was unusual for 1973, and Triumph overhead cam unit was both simple and effective (0-60mph in under 9 secs was blistering for 1973). TR6/Stag-type four speed box could be had with optional overdrive. Also larger brakes, and alloy wheels (the first on any British mass produced car)' Classic Car Buyers Guide
Interior
Extremely clean and fresh with the same Triumph smell it had when it left the factory, the interior is one of my favourite features of this Sprint and can only be described as amazing, it just oozes nostalgia. All of the wood has its original finish and is in as new condition, (many of the better Dolomite's have had the wood renovated but the colour is never a perfect match). All of the instruments, time clock and switches work and the deep pile carpet looks new. Paul Jopling was so fussy that he replaced the choke cable because the print on the knob was showing signs of wear! The glass has a green tint and has no scratches, the windscreen is the Sundym version. There are three rear seatbelts so this is one classic where the whole family can come along too. Unfortunately the top surface of the rear seat has now succumbed to the sun, it’s started to split. I have a dark brown rear seat the new owner can have along with BMW 3 series front seat if they so wish. I was going to put a little bit firmer seats in the front and put the dark brown rear seat in and also have a dark brown carpet and door cards if the new owner wishes to do the same.
Engine
Unfortunately I’ve had to replace the engine that POE came with, the jackshaft bearing was completely knackered, I replaced the block, installed +20 AE pistons and a reground crank with -10 bearings. New con rod bolts were used. The old block is available if POE’s new owner would like it.
POE has a different cylinder head, which is an early head with a new standard cam, valves, buckets, springs, chain guides and Vernier cam sprocket. Again, POE’s original cylinder head is available if the new owner would like it.
The new owner will decide what motive power to use in POE, I do have a brand new cylinder head, block, rods and other bits that may be of interest to POE’s new owner, that’s if they decide to make a more powerful engine. POE’s current engine is great, it’s been thrashed around Spa and Goodwood many times, but POE really does deserve some more get up and go, especially with the amount of grip she now generates.
Carbs
I had POE’s SU6 carbs ultrasonically cleaned and I refurbed them with a kit from the renowned SU specialist, so they are as spotless as you would expect and look stunning under POE’s bonnet. She has a K&N filter in the standard box, richer needles and a SprintParts Cold Air kit. I do love SU’s
Brakes
POE has the Special Tuning vented brake kit with spaced callipers and longer stub axles. Ferodo pads are used. She can stop from 100+ on track as well as many modern cars. The ST vented brakes are fantastic for road and track for us mere mortals and still the only homologated brakes for a mildly tuned non Group 2 Sprint. She is running silicone brake fluid – which I’ve never had a problem with. POE also comes with some spare Ferodo fast road pads, she’s running race pads at the moment, they do heat up quickly as they are pretty small by modern standards.
Suspension
All height adjustable, Avo front shocks with Gaz rear and slightly uprated springs, but not too much. The matching ends of the Avo and Gaz shocks will be supplied but need a refurb – standard AVO bush problem on the rear Avo’s and one of the Gaz front units started to leak. But, they both obviously look almost new as they have not done any significant mileage. POE also has shortened track control arms for a nicer turn in and use poly bushes throughout.
Ignition
123 Tune programmable ignition is used with a standard map and 6.5k rev limit. You can easily update the map using the 123 software via a usb link on the distributor. A brand new dizzy was supplied for the 123 Tune conversion and the original unused internals will also be supplied.
Cooling
The original water pump has been removed and replaced with a water pump bung.
An uprated radiator is used with electric cooling fan which is controlled via a Davis Craig Electric Water Pump controller, which also controls the EWP. A booster water pump is plumbed into the heating circuit. If anything, POE runs just a bit too cool.
Wheels and tyres
7x13 front and 9x13 rear Minilite wheels where ordered direct from Minilite, they are fitted with Kumho road legal track day tyres. There is plenty of room to go wider at the rear and probably another inch at the front if you so wish.
Lights
Halogen headlights with relays mean that you can drive POE at night and actually see where you’re going.
Electrics
One of the previous owners put an additional fuse box up under the dash, I’ve not needed to fiddle with that. There is a mount for an electric fuel pump in the boot, but I use a manual pump. POE also uses an uprated hi-torque starter motor to reduce battery strain on track, I’ve never had a problem starting even on the hottest track day.
Bodywork
POE’s Tahiti blue body and paintwork does show signs of previous repairs, the front panel to lower front wings has been repaired along with the odd patch in the boot floor. The front footwells show signs of being jacked, this is one area I’d probably get panel beaten back into proper shape as it looks a little abused. But, when I look at other supposedly immaculate cars, POE is actually better, don’t get me wrong, she’s not immaculate, but some people would describe a lesser car as immaculate. She’s an older refurb with the odd bit here and there. And I like the older badges but will supply the proper late type boot badge.
I have only recently had the arches and sides (below the swage line) completely painted, I was using the car with black arches for a few years, but preferred body colour on the arches. C&S coachworks in Liphook carried out the work for me, they are a classic car specialist who’s owner has a number of Triumphs.
MOT
POE’s MOT runs out on 30th August 2018, she has no advisories all the time I’ve owned her – from 2011. I don’t like advisories and will make sure all my cars do not have any. All the advisories that were on the car when I collected it were soon rectified.
Reason for sale
I have said that I’d never part with POE, but, after running around in the Mr’s V8 Scimitar I’m in need of V8 power. I did arrange for POE to have a LS3 Chevy lump fitted, but, after seeing the amount of work that is needed to the bulkhead, chassis/floor pan, I’ve decide to leave POE alone and convert a car that needs more work. As the workshop said, why ruin POE when it’s easier for us and me if we work on car that we can completely remove the front panels, most of the bulkhead and floor.
Please contact me for viewing details, I'm more than happy to show you around the car and take you for a test drive. If you'd like to drive, you will be asked to provide proof of insurance, upon which I'm more than happy to come out with you driving.
