MEET THE OWNER – KEVIN HIRST AND HIS TRIUMPH 1500

Some cars, through no fault of their own, are frequently neglected compared to a more glamorous stablemate. The 1500 was only the second FWD Triumph and a highly attractive small saloon in its own right, yet much of the classic press coverage seems to focus on the Dolomite Sprint. It does not help that the range is one of astounding complexity, encompassing front and rear-wheel drive, short or long boot, and two or four doors. Today, Kevin Hirst’s 1971 example is believed to be one of just 83 on the road.

The narrative commences in September 1965 with the debut of the 1300, Triumph’s first FWD product. Five years later, Canley replaced it with two models: the entry-level Toledo, with a shorter version of the Michelotti body, simplified trim, and the 1.3-litre engine with a RWD layout and the 1500. The latter had a 1,493cc engine driving the front wheels, a longer boot, and a rather attractive grille with quad headlamps. A live axle replaced the 1300’s independent rear suspension. The cost was £1,113 6s 5d, which gained you a steering column adjustable for height and length, a cigar lighter, reversing lights, two-speed wipers, and a driver’s seat with a choice of 81 different positions. There was also a new dashboard with fresh air vents in a cabin with “all the spacious advantages of limousine ownership”.

Bill Boddy of Motor Sport wrote, “the two experienced drivers of different sexes who drove the Triumph 1500 before I took over certainly did, praising its good ride, safe handling and general refinement in a compact car”. Similarly, Autocar thought, “For the family man who can afford it, the car will appeal as much for its comfort as for the prestige it brings”. The 1500 did seem to convey a genuine sense of quiet middle-class prosperity in contrast with the brashness of a Ford Cortina 1600XL Mk. III. It also significantly differed from BLMC’s other front-wheel-drive offerings – larger than the Wolseley 1300, more compact than the Morris 1800 ‘Landcrab’, and more opulent than the Austin Maxi.

However, 1972 saw the launch of the Dolomite as the belated successor to the Vitesse, which meant that the 1500 was isolated as the sole FWD car in the line-up. In late 1973 the RWD 1500TC replaced it; by 1976, the entire range finally received the same body and Dolomite name. Within a few years of production ending in 1980, the 1.5-litre version was fast becoming forgotten, which is why it is so good to see Kevin’s 1971 example. FVO 714 J goes by the non-de-Triumph of ‘Henry’, and his owner explains:

He was scrapped in 1991 and then donated to the Lincolnshire Transport Museum, staying there for nearly 30 years until I bought him. At that time, his condition was very poor - many missing parts, a non-runner etc. - and parts for this car are quite difficult to acquire. However, he is now up and running and used daily. In terms of driving, I prefer the FWD 1500 to the Dolomite as the steering is lighter and it’s more “checkable”, I also love the fact that the car should have been scrapped over 30 years ago, but now it’s a useful and rare survivor!

Henry is now a regular on film and television in period dramas, but he is unlikely to allow fame to go to his head. After all, “the 1 ½ litre limousine” was renowned for its good manners.

With Thanks To: Kevin Hirst.