User:Graham.Fountain/Triumph TR7 Sprint



The Triumph TR7 Sprint 16-valve engine version of the Triumph TR7 sports car was produced by the Triumph Motor Company (part of British Leyland) in extremely limited numbers - "the general consensus is that somewhere between fifty and sixty were produced." - apparently all between February and October 1977. However, records are incomplete, and at least 1 car was built before the first recorded build date. The main difference from the 1977-8 5-speed model of the TR7 was the use of the 127 bhp, single overhead cam, 16-valve, 2-litre version of the Triumph slant-four engine then being used in the Triumph Dolomite Sprint - which had won a British Design Council award in 1974 - instead of the TR7's 105 bhp, 8-valve, 2-litre version. A highly tuned version of this 16-valve engine, "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.

It has generally been assumed that this small production run was part of a marketing plan for a 16-valve model of the TR7 that was, for some reason, prematurely cancelled: a 16-valve TR7 model had been anticipated at the start of TR7 production in 1974, the TR7 Sprint model was apparently ready for production, the cars that were made were suitable for sale, and it was "never a catalogued model (why remains a mystery)". ; However, there appears to be no evidence for this putative plan in 1977, or its cancelation in 1977-8, beyond the existance of these cars and their small number. Also, the 16-valve Sprint engine could not meet US emission laws - where the TR7 and later TR8 were aimed - for 1975, and the work needed had been abandoned in 1976 with the cancelation of the ill-fated Triumph SD2. British Leyland Vice-President of Sales & Marketing, Mike Dale is quoted as saying of the loss of the Sprint engine for the US market, "It died and wiped out a model option for us." Morever, what little production there was of TR7 Sprints essentially ceased in early July 1977 - only three more cars were made in August and October 1977, all for specific motorshows - well before any of the suggested reasons for its cancellation.

Whereas, while the FIA rules under which the 16-valve TR7 rally car had been homologated in October 1975 allowed approval without the production of any 16-valve TR7 "homologation specials",   this option was removed and, effective from the end of 1977, approval for those modifications already allowed under it withdrawn. A number of rally teams are knonw to have been affected by this rule change and as a result of it either removed multivalve heads, etc., or produced additional cars to re-homologated them for the 1978 season. These, and a number of similar evolutions, were approved under these new rules on 40 or 50 modified cars, which were required to be "meant for the normal sale" (though they were not required to be catalogued or sold). This production of about 50 (properly documented) 5-speed TR7s fitted with the 16-valve head followed imediatly after the homologation of the 5-speed TR7 for Group 3 in January 1977. A series of 6 photographs held in the British Motor Industry Heritage Trust (BMIHT) Film and Picture Library, titled "TR7 Sprint Homologation", and dated 1 November 1977. The 16-valve head was given a second approval for use on the Group 4 TR7 in February 1978, under these new rules, in time for its use in the Mintex Rally of that year.

Technical specification
Engine:  Triumph Slant Four 1,998cc 16 valve

Capacity:  1998 cc

Valves:  16

Compression ratio:  9.5:1

Fuel system:  Twin 1¾" choke SU HS6 carburettors

Maximum Power:  127 bhp @ 5200 rpm (estimated)

Maximum Torque:  122 lb ft @ 4500 rpm (estimated)

Performance Data
0–60 mph:  8.5 seconds (estimated)

Max speed:  120 mph (estimated)

The improvements in the 0–60 time and top speed over the TR7's 9.6 seconds and 111 mph are not huge. However, the figures for the 16 valve version of the TR7 are almost identical to those for the US specification carburettor version of the 3.5 litre 135 bhp Rover V8 powered Triumph TR8, which are 120 mph and 8.4 seconds. Also, one of the then Triumph engine development engineers is quoted as saying "The real test was the 30–50, 50–70 [mph] times and here the Sprint was significantly superior to the 2V [2 valves per cylinder] engine and even challenged the TR8's abilities. Certainly, if we were going 'off site' the preferred vehicle to 'borrow' was a Sprint TR7 over all others and that includes the TR8."

Also, despite being specified at 127 bhp, Spen King related "how he went away on holiday and came back to find an engine running on the bed giving 150 bhp at the first build." This would be very close to the 153 PS DIN (±5%) that was given by the Rover V8 engine in the UK Specification TR8. Hence, it is possible that had Triumph produced the TR7 Sprint and TR8 to UK specification, as was apparently planned at one time, there would have been significant debate of their relative merits, some of it probably rather partisan in nature.

Production details


The exact number of TR7 Sprints produced is uncertain, but appears to be at most 61 cars. "One [unattributed] source states that there were three batches of Sprints [commissioning numbers], ACH 1 to ACH 25, ACH 501 to ACH 536 and ACH 700 on its own, a total of 62 vehicles." BMIHT archivists have, in the past, given that there are production records in their archive for 59 of these cars: ACH/4 to ACH/25, ACH/00501 to ACH/0536, and ACH/00700. However, a requested search of the BMIHT records discovered that there are, in fact, no records for ACH/00536, and additional records for ACH/00535 may have been mistaken for them. Also, at least one additional car, ACH/1, is identified by the DVLA as WAC 274S, and that ACH/2 and 3 existed has been inferred from this. This suggests that there were between 59 and 61 cars, depending on whether or not ACH/2 and 3 did in fact exist.

While the 'A' in the ACH prefix to the commissioning numbers indicated that the factory TR7 Sprints were built at Speke, a Triumph engine development engineer is quoted as saying "Some if not all of these cars were definitely converted at Canley from 8-valve to 16-valve". The reason given for this is that "the Speke unions wanted added bonuses for dealing with 'non-standard' cars." However, there were at least some built on the production line at Speke: another Triumph employee, responsible for engineering liaison between Speke and Canley, is quoted as saying that "At the changeover in July 1977 (to the new common underframe) we built a batch of thirty TR7 Sprints."

From the build dates given in the records at the BMIHT, it appears that all the cars were produced between February and October 1977, and most of these were built in two main batches fairly closely related to the two main groups of chassis numbers; one in February-March, and one in June-July. However, at least ACH/1, and possibly ACH/2 and 3, may have been produced more or less any time up to February 1977. Also, several cars, from both groups of commissioning numbers, were built between these two main groups of production, and 3 cars were produced after the second.

The cars in the first of these main batches, from ACH/4 (possibly ACH/1) to ACH/24, were built in February and March 1977. However, ACH/25 was built separate from this batch, in May 1977. It seems, where details of their original specification are known, that the cars in the first batch were 1977 year model cars, with the very large filler cap and interior light in the headlining, etc. It is suggested that most of these cars were LHD and sold abroad: Of the cars where details are known, 11 were LHD and 3 were UK specification.

The first two cars of the second group of chassis numbers were also built starting in May 1977, were both white, and registered in Coventry as VVC 696S and VVC 697S in August 1977. These were, according to an owner written article in the TR Driver's Club Magazine from 1991, used for reliability testing. While there are no reliable details for BL's use of these actual cars, according to one source the procedure used with the TR7 and TR8 was to run a test car on the Belgian pavé track at MIRA for 1000 miles, "effectively providing wear harder than a vehicle might experience in a lifetime of normal use". The same source also states that "A related assessment exercise for the TR7 was the '90 day corrosion test', for which a prototype was built without the usual zinc primer or anti-corrosion treatments and the body painted white, the best colour to show up any rust streaks." A Triumph engineer is quoted as saying, "this prototype was run around a variety of road surfaces under wet conditions and then the damp areas were checked. The vehicle was then fitted with a series of nozzles which sprayed salt solution into these same areas".

The 30 cars of the second batch were built, apparently on the production line, at the end of June and beginning of July 1977. These 30 cars all went to the BL press garage at the Canley site, Coventry. They were sequentially registered (in three batches) SJW 521S to SJW 550S (see Figure 4) in Birmingham, starting on 9 November 1977; however, the build data shows that they were dispatched from Speke in mid July 1977. The forms applying for their registrations show they were also being transferred from the Sales and Marketing Department to the Power-Train Division (which has been linked with the disposal of cars once they were no-longer needed).

ACH/00503 appears to have been built out of numerical sequence, in early July 1977, just before the last of second batch of cars, ACH/00533. It was painted a non-standard metalic green colour.

Only 3 cars more were produced after early July 1977, 2 (ACH/00534 and 535) for the London Motorfair and 1 (ACH/00700) for the Scottish Motor Show, both in November 1977 (it is not known if any were actually displayed).

The cars of the second batch of chasses and ACH/00700 appear, with one exception, to have all been 1978 year model cars, with the smaller filler cap and interior lights in the doors. However, ACH/00534 is currently [in 2017] a 77 year model and claimed to be unrestored. All known cars in this batch were/are RHD.

Distinguishing features
"There are a [comparatively] large number of privately built Sprint conversions about... Buyers should beware of this if they are asked a premium price for an alleged 'genuine' TR7 Sprint": all the essential parts to turn a TR7 into a functional copy of a TR7 Sprint, though not an identical one, can either be sourced from a Dolomite Sprint or remain available from suppliers; several companies sell conversion kits online; and several sources provide information and advice on this TR7 Sprint conversion. One of which states, "this upgrade brings you into the same power band as an original TR8, but for a fraction of the cost, effort and time." There are also a number of websites dedicated to the Sprint and Sprint conversions, and at least one forum.

It seems that there is no disagreement that "[a]ll [factory TR7 Sprint] cars were fixed-head coupes", that the period over which they were built spans the changeover between the 1977 and 1978 year models, and both right and left hand drive cars were produced. Those TR7 Sprints that are known were fitted with the 5-speed gearbox mated to the heavy duty rear axle with a 3.9:1 final drive ratio that was standard on the 5-speed TR7s. The pre-production cars had the alloy wheels that were optional for later TR7s and standard on Solihull built fixed-heads.

Engine and interior


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 CG 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.

Exterior


It appears that the exterior of the pre-production TR7 Sprints was, and presumably the production cars would have been, indistinguishable from the TR7 of the day, apart from the decals and side stripes. However, it is reported that a number of different decal sets were being tried out on the prototype cars.

There are a number of published photographs of TR7 Sprints bearing decals simply comprising the word "SPRINT" on the front panel and boot lid below the 'TR7' decal of Speke built TR7s, and described as "The logo that appeared on the boot lid of most of the few TR7 Sprints that escaped from the factory." These used the same font as the TR7 decal applied to Speke built TR7s and in the side stripes used later on the TR7 Premium edition. However, it is also the case that the photographs shown in the homologation papers for the TR8, and held in the Film and Picture Library of the British Motor Museum, show a car bearing these "Sprint" decals along with a "V8" decal on the boot in the same font. Also David Harcastle's book on the Rover V8 engine shows a development car with a small version of this decal on the front panel below the TR7 decal. There is a description of a car "with the word 'Sprint' written large on the right of the boot lid, the TR7 decal being on the left", though it is not clear if this was a 16-valve or V8 engined car. These decals were at one time available (in three sizes) from Moss Europe (previously TriumphTune), though they were not catalogue items or identified to a BL part number or numbers. One size is still available as reproduction, supplier part No. RB7206BLACK/SILVER/GOLD.

There is also a published photograph of what appears to be a US Spec., 1977 year model car carrying side stripes with the word "Sprint" on the rear wings, the caption to which states "The sides of the TR7 Sprint were supposed to have received this striping treatment, designed by John Ashford, had the car gone into production." These side stripes were, at one time, listed by Moss Europe under BL part numbers YKC2082-2087. They are also shown in a series of 6 "TR7 Sprint Homologation" photographs in the BMIHT Film and Picture Library, taken on 1 November 1977. The car in these photographs from the BMIHT does not carry the "SPRINT" decals, described above, on either boot lid or front panel. The TR7 Sprint shown in figures 1 and 8 is, in this respect, identical with these photographs, except for the colours. The stripes themselves were later reworked for the TR7 Premium edition after the TR7 Sprint was still born.

Publications
The BL TR7 Repair Operations Manual, AKM3079A, covers both the 4 and 2 valve (per cylinder) engines; however, an erratum stuck to the title page states "At the time of going to press the 4 valve engine referred to in this manual has not been fitted to the Triumph TR7".

An owner's handbook, AKM 3967, was also produced for TR7 Sprint in 1977, but is apparently for the 1977 year model: it shows the interior light in the headlining not the doors. Also some of the information is incorrect for the TR7 Sprint, i.e. pictures show the 8 valve engine and the TR7's AC Delco distributor. However, it also lists only the 5 speed (LT77) gearbox, unlike the similar handbook for the TR7, RTC 9210, which lists the 4 speed, and the 5 speed as an option.

The FIA's 1976 rules for homologation, which applied to the re-homologation of the 16-valve head for the group 4 TR7 rally car, approved in February 1978, state that in "checking of a model of car against its recognition form" the scrutineers may refer to "the maintenance booklet published for the use of the make's distributors". These two documents may have been intended to fulfil such a requirement, since the handbook is not intended for the distributor and the ROM is not well described as a booklet.

Motorsports
The TR7s used by BL in Group 4 rallying, from their advent in the Welsh rally of 1976 to the Circuit of Ireland in 1978, also used (tuned) 16-valve 2 litre Sprint engines, which by 1977 was rated at "rated at 225 bhp at 8000 rpm". The rally cars were apparently planned from the start to centre "around two 16-valve, 5-speed TR7s, to be driven by regular Leyland driver Brian Culcheth and former dealer Open Team driver Tony Pond." Results were initially disappointing however: Graham Robson describes the two TR7s that turned up at the start of the Welsh rally as “lamentably under-developed, and they had had to be fitted with Dolomite Sprint-type gearboxes and overdrives.” However, he goes on, “The miracle was that the cars had come so far in the time available, and were even competitive." ”These 16-valve TR7 rally cars proved competitive on asphalt, winning a number of events including the Belgian Boucles de Spa rally in 1977. They were replaced by the Rover V8 3.5 litre engined TR7V8.

Four of the later BL works rally cars carried the registrations of cars from the press garage, SJW 533S, SJW 540S, SJW 546S, and SJW 548S. SJW 533S was initially campaigned as a 4 cylinder 16 valve car, and later as a V8 3.5 Litre TR7V8 specification. The other three were only ever campaigned as TR8s. However, it is not clear whether or not the four rally cars bearing these registrations actually were, in any real sense, the TR7 Sprints from the press garage, or whether only the registrations were used. There is a story at one TR7 related website, and already current in the 1980s, that John Davenport, "needed white cars without sunrooves [sic] and these were the nearest four." However, Bill Price wrote "As I think is known, four of the [TR7] Sprint press release car registration numbers were 'inherited' by BL Motorsport and used to identify four TR7 V8 'works' rally cars." Also, according to the press garage data (Figure 4), SJW 533S was russet, SJW 540S was java green, SJW 546S was brooklands green, and SJW 548S was carmine; though none had sun-roofs. While there are suggestions that the cars sent to the press garage were re-trimmed and even possibly re-sprayed, there are no suggestions that their paint colours were changed, and the competitions department could, presumably, have managed that themselves, were it significant. Equally anecdotally, a more complete reproduction of the 1991 owner written article from the TR Driver's Club magazine states "Although the SJW TR7V8 rally cars began life as TR7 Sprints, the rally cars were scratch built using bodies taken off the line and prepared by Safety Devices. So only the registration numbers from the sprints were used."

Homologation
The 8-valve production TR7 was homologated for Group 3 (series-production grand touring cars) on reaching production of 1000 cars in February 1975, and the 16-valve TR7 was homologated for Group 4 (special grand touring cars) in October of the same year, as a set of modifications to it (ammendment 1/1v), including the 16-valve engine and Sprint close-ratio overdrive gearbox. However, a 16-valve engine version of the TR7 was "never a catalogued model", and "no production TR7 was ever sold to the public with a 16-valve cylinder head or an overdrive gearbox".

At the time, the FIA rules (Appendix J) contained a list of "Optional equipment which may be recognized with a minimum production of 100 units per year to equip 100 cars" in Article 260 (clause bb), including alternative cylinder heads with different numbers of cams and valves, and gearboxes with overdrives, etc. Recognition of these modifications required 100 of a "bolt-on option kit", which had to be "available freely at the manufacturer's or his dealers' for any one wishing to purchase it" - as would have been the case with the 16-valve head and its drive (pistons, carbs, and manifolds could be changed freely for Group 4). It did not require that any cars actually be modified or any production of 16-valve TR7s as a "homologation special" in 1975. The 5-speed gearbox was also homologated, and the heavy duty axle re-homologated, for Group 3 on production of 1000 5-speed TR7s (mostly US spec.) in January 1977.

At the end of 1975 (having warned of impending changes in 1974) the FIA deleted this "100-off" rule in its entirety for 1976, though they allowed that "modifications according to the prescriptions of Art 260 of former Appendix J can be used until 31.12.77 for rallies." It is noted that as a result of this rule change several other rally cars, including the Toyota Celica and Lancia Stratos, stopped using their alternative multivalve heads for the 1978 season. . The Vauxhall Chevette HS continued to use an alternative (Lotus) head to that used on the homologating production cars into 1978. This was noted (along with a number of other issues) during scrutineering at Rally Portugal in April of that year and the cars refused entry. They were then withdrawn from competition until the GM head used in production had been fitted to the rally car.

Without the 100-off rule, the only remaining article in the new rules in 1977-8 under which the FIA could recognize and approve such modifications (Art 261 clause dd) required the production of at least some "Identical cars equipped with this option". These cars also had to be "meant for the normal sale", i.e. "distribution of cars to individual purchasers through the normal commercial channels of the manufacturer". The FIA's rules did not specify that these car must be sold or even catalogued. It is also noted that Ford produced an additional 50 Ford Escort RS1800 (X0) cars in 1977 and were able to continue to use it (as the Group 4 Escort RS) in 1978. Vauxhall re-homologated other aspects of the Chevette, as the HSR, in 1981 - variously said to have been 40 or 50 cars. Also, the Porsche 924 Carrera GTS evolution was homologated in 1982 on 50 cars. A requirement for 50 is also noted in connection with Lancia's consideration of continuing with the 24-valve engine rather than, as they did, going back to the 12-valve version at the end of 1977. However, it is also stated that the production requirement for approval of this evolution would have been 10 percent of that for the initial homologation; only 40 in 1977, as the FIA had reduced the initial requirement to 400 in 1976.

It is also noted that it may not have been necessary to have the full 40 or 50 cars required for approval physically present at an inspection in 1977: John Davenport is quoted as saying - in regard to the homologation of the TR8, also approved in 1978 - "In those days there was no rigorous FIA inspection system. Provided that one provided a production sheet signed by an important manager, then nobody worried..." Also, the requirement by the FIA that all 50 Porsche 924 GTS's be inspected together in 1982 appears to have been considered especially notable.

A second approval for the use of the 16-valve Sprint head on the Group 4 TR7 was granted under the FIA's new rules in February 1978, BL having produced 50 to 60 16-valve TR7s, documented as suitable for normal sale, in the preceding 12 months. This approval was in time for its use in the Mintex rally of that year. . The role of the TR7 Sprints for at least some aspect of homologation is shown by the series of 6 photographs of one of the cars sent to the press garage (later registered as SJW 530S) in the BMIHT Film and Picture Library as "TR7 Sprint Homologation" and taken 1 November 1977. Bill Price has suggested these might relate to the homologation of a 16-valve TR7 (group 3) production car. However, that would have needed 1000 cars, which clearly, even by November 1977, was not going to happen within the necessary 12 months from the start of TR7 Sprint production (to February 1978); or even June 1978, 12 months after the pictured car was built.

Cancellation
It has generally been assumed that there was a plan to market it - and the 30 cars that went to the Press Garage were for a press launch -, but this plan was prematurely cancelled after only a few had been made. However, no actual evidence of a plan appears to be given, beyond the widespread assumption that there must have been a plan because some cars that were clearly suitable for sale to the public were produced. Neither is there actual evidence given for the cancellation of this plan, beyond there only being an unusually small number of these cars and it never being catalogued despite their obvious suitability for sale. Moreover, none of these cars were used in any press capacity, with the exception on one, SJW 522, which was used as a stand-in for exterior shots of a TR7 (allegedly damaged during press use) in February 1979.

The usual reason given for this cancellation relate to the poor state of British Leyland in the mid-late 1970s and especially it's very poor industrial relations at Speke. A major aspect of this was a 17-week strike at the Speke plant - from 1 November 1977 to 27 February 1978. This strike is blamed, in part, on reactions to the "replacement of the aristocratic Lord Stokes with South African businessman Michael Edwardes" as managing director, also on 1 November 1977, and, in part, on supposed plans to close the Speke plant. This closure was indeed announced, during the strike, on 15 February 1978; and despite the strike becoming official, being settled, and the return of the workforce, the closure went ahead in May 1978, and production of the TR7 was moved to Canley, Coventry. It is at some unspecified point in this sequence that the cancellation of the TR7 Sprint is supposed to have occurred.

Another reason given for the cancellation is that "the Marketing department killed it because the 0-60 acceleration times were identical to the 2V engine with little increase in top speed", though this lack of significant difference is disputed. It is, however, also the case that, unlike the TR7 and TR8, the Sprint's 16 valve engine was not suitable for the vehicle emissions control equipment needed for the US market, which was the main target market for the TR7 and TR8. Indeed, this market was so much the most important, that the TR8 also did not reach catalogued status outside of North America before it's cancelation in 1980-81. There had been considerable delvelopment work on the Spint engine, including fuel injection, to make it compatible with the US requirements for the ill-fated Triumph SD2, but this had been abandoned early in 1976, in part, to free up resources for an open-top version of the TR7. None of the TR7 Sprints were fitted with fuel injection when they were built in 1977, and no fuel injection system was homologated for the TR7 rally car. British Leyland Vice-President of Sales & Marketing, Mike Dale is quoted as saying of the loss of the Sprint engine for the US market, "It died and wiped out a model option for us."

However, the events alleged to have caused the cancellation of a plan (even the change of MD and the start of the strike) occur well after the main production ceased in early July 1977 (only 3 more TR7 Sprints were produced after that). They are also probably too late to be responsible for the change of status indicated by the start of the transfer of the 30 cars that were sent to the press garage out of the keeping of Sales and Marketing, on 9 November 1977. Also, no reason is given for the existence of the TR7 Sprint as a separate, identified model, if Sales and Marketing had not wanted it.

Whereas, following the removal of the 100-off rule and the FIA's withdrawing appoval of those modifications approved under it, BL did receive a second approval of the 16-valve head for use on the Group 4 TR7 rally car in February 1978. At that time the FIA's rules explicitly called for production of cars "equipped with the option" that had to be for meant "normal sale", but did not have to be sold or become a catalogued model: all of which applies to the TR7 Sprint. It is also clear that several other re-homologations and homologations of evolutions under the new rules were gained on about 50 cars. Recorded production of the TR7 Sprints began almost immediately after the homologation of the 5-speed TR7 for group 3 (in January 1977) - which left the 16-valve head as the only remaining modification affected by the FIA's rule change - and largely ended in early July 1977, soon after production had reached 50 (documented) cars. The FIA rules also required documentation that could be used by scrutineers to identify specific evolutions, which existed in the 16-valve TR7 ROM and TR7 Sprint handbook. Also, the 30 cars sent to the press garage started to be transferred out of the keeping of Sales and Marketing to the Power-Train Division within days of the TR7 Sprint Homologation pictures being taken.

Sometime later, mostly in 1979, the cars were either "sold off to private buyers", or went into BL's management car plan and were leased to BL employees.