page_title: Triumph TR7 Sprint
section_title: Engine and interior
hierarchical_section_title: Triumph TR7 Sprint / Distinguishing features / Engine and interior
caption_attribution_description: English: TR7 Sprint interior
context_page_description: The Triumph TR7 Sprint version of the Triumph TR7 sports car was produced by the Triumph Motor Company in 1977 in very limited numbers: probably no more than 61 in total. It used the 127 bhp, 16-valve, 2-litre version of the Triumph slant-four engine from the Triumph Dolomite Sprint, a highly tuned version of which, "rated at 225 bhp at 8000 rpm" by 1977, was used in the Group 4 TR7 cars of the BL works rally team, from 1976 until 1978. This was instead of the TR7 base model's 105 bhp, 8-valve, 2-litre version of the same basic slant-4 engine. The 16-valve version was originally specified in the Dolomite Sprint at 135 bhp, and carefully assembled, standard engines had been known to give a sustained 150 bhp on the factory test bed.
  The reasons why so few TR7 Sprints were produced has been a matter of some debate, since it was never a catalogued model. It is widely assumed that the TR7 Sprints were built with the intention of it being produced for sale, but cancelled after only a few had been made.
context_section_description: The factory produced TR7 Sprints have chassis numbers that are prefixed with letters ACH; whereas, UK/Australian/European specification TR7s of the time were prefixed ACG: Figure 5 shows a chassis or commissioning plate from a TR7 Sprint car, mounted on the left-hand door, below the door lock. The TR7 Sprint engines are also prefixed with CH, rather than GC on the TR7's and VA on Dolomite Sprint engines; however, the TR7 Sprint engine numbers can, at least in some cases, be very hard to read (see Figure 6).
  There are a number of auxiliary engine parts specific to the TR7 Sprint, and not used on the Dolomite Sprint engine: the cast steel exhaust manifold (RKC2788), the front pipe of the exhaust system (which has been remanufactured, RB7385), and a water transfer plate at the back of the cylinder head (also remanufactured, RB7240).
  A number of parts in the throttle linkage are also unique to the TR7 Sprint, most obviously the link plate between the two carburettors (just visible in Figure 2, and partially obscuring the inlet manifold in Figure 3), which was not fitted to the Dolomite Sprint; and the throttle lever/link rod (visible just over the air box in Figure 3), which looks the same as the TR7 part, but is longer to allow for the carbs being further apart.
  The front disks were specific to the TR7 Sprint, although the callipers and dust shields, etc., were as those used on the TR8; so TR8 disks fit.
  There are also at least two different Engine information panels (UKC 8605 and TKC 5228), on the underside of the bonnet, some of which only indicate TR7, but provide slightly different information to that on the equivalent TR7 part (UKC 6246).
  There are online photographs of some of these parts.()
  At least some of the cars were fitted with the large semi-circular pad on the steering wheel from the US specification TR7 (RKC82) (see Figure 7).
  There is one unsupported claim that "Having a higher-revving engine, the Sprint received a recalibrated rev counter". However, this is incorrect: both engines had a rev limit of 6500 rpm indicated on the rev counter, though both owners' manuals give the "Maximum recommended engine speed (intermittent)" as 6,000 rpm. Hence, the TR7 and TR7 Sprint shared a common rev counter.
caption: Figure 7: TR7 Sprint Interior
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