The Triumph Dolomite Club - Discussion Forum

This car really shows how much damage every day use can bring to a restored vehicle. My own Sprint underwent significant restoration work in the mid 90's before being pressed into everyday service until I bought it in 2003. To be fair much of the work was not carried terribly well and as a result many 'restored' areas have continued to degrade over time.

It's good to see that this car ill be given a 2nd chance and knowing the standard it'll be a good un. What's the donor shell like, need much work? Theoretically it should be easier to paint up the new shell and then transfer bits from one to the other, stopping in the middle to recondition those components. It's items like wiring looms which cause problem. One of the last things to take out of a shell but one of the first things you need to put it!

I shall watch with interest progress in light of my own plans.

The donor shell is very solid with only a couple of small bits of welding needed, so I'm told. I was trying to get the shell here for the weekend but it doesn't look like that is possible now. The plan, once the donor shell is here, is to completely strip it & get it off to the sprayers, not forgetting to drill the four holes required for the load sensing valve first. Whilst that is out of the way we will get Alun to bring PUS down and completley strip it & weigh in the remians. Then do what we usually do & refurb everything.

That certainly does look like a good basis for a job that will last and survive being used, I understand perfectly the appeal of building the best car you can around the straightest shell available. OK, so it's a shame that the Sprint decomposed to that extent, but I guess that an experienced restorer such as yourself would know exactly when a shell ceases to be viable. I'll look forward to seeing the finished job, probably some time next Month if previous efforts are anything to go by.

Mad Mart wrote:not forgetting to drill the four holes required for the load sensing valve first.

What about the bracket that takes the engine steady on the Sprint? Or was that already there on shells built after the Sprint came along?

The engine steady bracket is bolted on using the front subframe bolt John.

I see. There's something I've learned tonight. Thanks for that.

Were all shells drilled with the holes for the load sensing valves? I will have to check my shell, I guess it depends on whether they were destined to be Sprints or not?

Dual circuit brakes were standard on German market cars from the start of production and my '72 export ("Tropical" for Cyprus) spec Dolomite auto had dual circuit brakes so I reckon it's entirely possible that some UK market cars escaped with dual circuit brakes also.
It's certainly not a thing that should see a car marked down at concours level when this feature was present on some cars - although not standard, UK-spec ones - at the time of their manufacture.

I expect I will put a s/s sports exhaust on (I did have one coming, but that's another story). What's the exhaust like that's currently fitted Mike?

Excellent news.

My favourite serial drama is returning for a sixth series

Popcorn and Pringles at the ready.

Seriously though, I'm really pleased to see this car getting a second chance and I can't think of a better team to do it.

Good luck Mart and Mary - but I doubt you'll need it.

Can't wait to see the finished artical.

I've been watching out for this thread since last Sunday. It may be the 6th M&M resto for some of you "old timers" but it's my virgin one so I'm gonna relish it. I have to be honest I never knew Saphirre Blue wa a Triumph colour and what a colour.

So Mart, apologies we have delayed you a tad but old Purple Peril will be away next week and you'll have your garage back

IIRC that Tandem Cylinder is deffo 79 on UK Spec. The LHD tandem cylinder has a diff shape reservoir and cylinder body.

No issue to have a Tandem Spec, one could say 'better' and for me, I would leave as is. But if anyone was fully zipped up, they may comment

LHD master is indeed slightly different, but the one fitted to my Ice Blue '72 car was exactly the same to look at as the one found on those post-'79 (the C&U regs made dual circuit braking a requirement from 1978 on...... ) cars and that, although an export "Tropical" version, was of course RHD since Cyprus drives on the correct side of the road.

I may well plumb my current '72 car for twin circuits, using a suitable Volvo master cylinder that looks the same as a factory one. It's also of the right bore size and costs a quarter as much, split-new, so no dried out seals to worry about.

What about the wiring loom then? IIRC the early loom doesn't have provision for the lead from the brake union.

Big day tomorrow! The shell arrives.

bout time too,thought you were slacking for a moment there