In 1957, Dominion introduced the second generation Labrador half-ton trucks. They were available with a couple of I6 engines and a new 261ci (4.3L) V8; a larger variant of the Dominion V8 introduced in 1951. The goal of the second generation Labrador was to take on the American trucks full force.
One of the new features to do that was the 4x4 system with manual locker, adapted from the Summit (formerly MPT). Paired with some chunky tires it turned the Labrador into a go-anywhere truck. The 4x4 model was very much a work-oriented one, so it had a basic interior, no radio, a three on the tree transmission, and the V8 for that extra grunt.
The third generation Victory hit the market in 1961 as the demand for large cars was steadily increasing. Also increasing at the time was the pressure of small and inexpensive European imports. That’s where the Victory 140 came in.
As the bare-bones base model of the Victory range, the 140 was powered by the same Dominion Four-Two that powered the original model in 1946, though updated for this new generation. An I4 base model allowed for a cruising economy over 20 MPG and a base price skirting into European import territory.
The design was forward thinking for the time, if rather unconvetional, but would become more mainstream with the facelift. A ‘unique’ aspect of it was that the 1961 Victory was the first Dominion to have its filler cap hidden behind a spring loaded licence plate holder.
In 1990, RCM introduced the Megabit as its latest sport compact. It was meant as a replacement to the Cyber-Style that was discontinued in 1988 and saw moderate success. The ELS model was at the bottom of the range and proved popular with young drivers looking for an affordable sport coupe.
Powering the Megabit was a new 2.0L I4, with the version in the ELS producing 125 hp and 125 lb-ft of torque. While the segment was mostly changing to front wheel drive, RCM went with a rear wheel drive layout paired to a 5-speed manual transmission. The 100 km/h sprint took 8.8 seconds while the top speed was estimated as just over 200 km/h.
In its last year of production, RCM sent off the Megabit with a ‘Final Edition’ available with a larger version of the I4, now 2.1L, available as naturally aspirated or turbocharged. This new naturally aspirated variant produced 139 hp and 154 lb-ft of torque. This was enough to hit 100 km/h in 8 seconds flat and a top speed limited to 210 km/h Other than the larger and more powerful engines, mechanical changes were limited to suspension tuning.
For the interior, the only changes from the regular 1994 MY facelift were seat and trim accents matching the exterior colour. For exterior changes, the Final Edition included a few exclusive colours, new alloys, as well as a vented hood and restyled bumpers.
With its low price, high production numbers, and sporty aspirations, the Megabit became popular with young enthusiast and garnered huge aftermarket support for performance and visual upgrades. By the late 90s it was rare to visit a tuner meet and not see at least a couple of customised Megabits.
As the drifting scene gradually grew outside Japan, the Megabit’s RWD layout kept it popular for a new generation of gearheads looking for cheap thrills.
Having already unveiled the police spec Atlantic, here’s some of the civilian models.
The 1966 Atlantic was available with a 308ci V8 producing 220 hp and 291 lb-ft of torque or a 275ci I6 producing 150 hp and 228 lb-ft of torque. V8 models were available with a four speed manual or three speed automatic while the I6 models were only available with a three speed manual. Available as a sedan, coupe, wagon, and convertible (V8 only), the Atlantic had various configurations to please buyers of the time. As such, the Atlantic was one of the many ubiquitous large midsized cars seen on North American roads well into the 1970s.
In 1964, Dominion thoroughly revised the Victory model range in response to increasing competition. The biggest change was including the 273ci Dominion Sixty V8 as a top range option. Paired with a four on the floor transmission, it was an early pony car and signs of things to come by the end of the decade. With 196 hp and 253 lb-ft of torque, the Victory V8 was no slouch while keeping a low purchase price.
The second generation Alouette was introduced in 1966 and facelifted in 1968, which was also the year the Sport 444 model was introduced, featuring a 444 ci (7.3L) version of the Chinook V8 with 6-pack carb. This engine was then used by Mosport for their Helix supercar, but they found the performance to be lacking a little. With Mosport’s tuning, the Chinook 444’s power output was increased to 384 hp and 471 lb-ft of torque.
Impressed by this level of performance from the company that was already offering performance upgrades to Dominions, management decided to commission Mosport for some of these tuned engines for use in a special model. This was the 1969 Alouette Super 444.
The visual differences between the Super 444 and Sport 444 were the shaker hood, different rear badging, and a rear wing. The interior was also improved with high equipment levels. The Super 444 got a 0-100 km/h time of 7.1 seconds through a 4-speed manual transmission with autolocker. This was also the first Dominion available from the factory with steel-belted radial tires.
Unfortunately for enthusiasts, Mosport was a small company that could only modify so many engines, so the Alouette Super 444 remained a rarity. As such, genuine examples sell for a very high price.
Replacing the original Dominion Van introduced in 1947, the Highliner was a move into a broader market with the introduction of a passenger model. Both cargo and passenger models were powered by the trusty Dominion Six with a then-revolutionary longitudinal FWD layout, which Dominion justified as helping give the van a low and flat loading area. The odd layout proved effective for ride comfort as well, with more predictable handling with various loading weight.
When facelifting the Highliner for 1956, Dominion management paid attention to the usage of the van. What they noticed was that both cargo and passenger models gained popularity for aftermarket camper conversions, especially since the FWD layout allowed the body to easily be stretched. Dominion struck a deal with one of the larger conversion companies to produce pop-top camper kits to be installed by Dominion. This was the beginning of the Terra Nova line of campers.
In 1969, Dominion introduced the Prairie as a small, affordable, and versatile utility vehicle. With its removable fibreglass roof, removable doors, and fold down windshield, the Prairie gained success with adventure seekers. Wanting to try something different, Dominion turned to the same camper company providing the kits for the Highliner and developed a Terra Nova model of the Prairie. Mechanically identical to other Prairies, the Terra Nova made use of the same Dominion Six and Dominion Sixty V8 while paired to a manual or automatic transmission.
The exterior changes included unique interior and exterior colours, painted wheels to match the roof, unique badging, and a retractable radio antenna. The normally optional roof rack, towing mirrors, and front light bar are all standard equipment. Inside, the Terra Nova had an improved stereo system and much more comfortable seating that could fold flat into a bed. Lockable storage compartments were also provided on either side of the cargo area.
The optional interior equipment is varying levels of camping kit to fit in multiple storage areas. These include a colour matching cooler, water jug, thermos, coleman stove, cooking kit, and sleeping bags. Also available are branded camping chairs, tent, and jackets.
The idea behind the Prairie Terra Nova was to provide regular offroad vehicle buyers with the means to easily use that vehicle for camping trips. It gained relative success and Terra Nova camping kits are available to this day as dealer options on some RCM vehicles.
The second generation Regal premium car was a major improvement compared to the malaise model it replaced. Powered by the new all-aluminium Alu6 3.3 inline 6 engine, the Regal offered smooth power delivery with 202 hp and 204 lb-ft of torque.
The LXI trim level was the top of the range for the Regal, offering quality premium equipment for five occupants. One of the advanced features offered was the 4-speed automatic transmission, offering smoother shifting than the typical 3-speed of the era. The Touring wagon was available with a 50/50 split all-wheel-drive system for better handling in all weather conditions. The improvements to performance were also well appreciated by buyers.
1987 RCM Regal TSI
The TSI was the performance version of the Regal, with visual and mechanical upgrades. The 3.3L I6 was outfitted with a turbocharger, boosting power to 308 hp and torque to 327 lb-ft. With the 5-speed manual transmission and viscous LSD, the TSI could hit 100 km/h in 6.1 seconds and keep going to a top speed of 240 km/h.
Being a relatively rare model, a professionally restored Regal TSI recently went for $600,000 at auction.
Looks nice, and in TSI guise, a great sports sedan for its time with that much power under its hood. I remember being the winning bidder on the TSI not so long ago…
1994 was a big year for RCM’s truck offerings. The Labrador pickup and SUV range was entirely modernised, and so were the engine choices. The styling was a big step away from the boxiness of the last couple of decades, displaying some muscular curves that would signify a new direction in truck design. The Labrador was now built on a semi-monocoque chassis, for lighter and stiffer construction. The treated steel panels and galvanized chassis ensured that it could live a long life as a trusty truck without becoming a rusty truck. The interior offered a driver’s airbag and plusher seats, while the cassette stereo and bench seat were well expected from such a truck.
Mechanically, the Labrador V8 4x4 was powered by a new small block 4.6L SOHC V8, with four valves per cylinder and aluminium heads. This new engine produced 227 hp and 266 lb-ft of torque, offering very flat power distribution. Paired with a 4-speed automation and 4x4 drive with manual locker, the 1994 Labrador was as capable on all terrain as it was easy to drive. Fuel economy averaged 13 MPG, quite average for trucks of the time.
This model of the Labrador became a best seller in the 1990s, finding its way everywhere from remote farms to urban construction sites and suburban driveways.
The second generation Elgin was introduced in 1956 and it stayed true to the trends of the time, with a subtle shift toward the jet age designs that would characterise the late 50s styling. While the bodywork was dratically different from the previous car, the engine was not, with the same V8 that Dominion had been using in passenger cars for several years albeit with a few tweaks to keep it current. The Elgin was also available as a coupe and sedan.
1956 was the year the popular Highliner vans were facelifted to keep up with stylistic trends. Mechanically they were unchanged and so remained as rugged and reliable haulers for various commercial purposes. The Highliner was also available as a passenger van and new for 1956 was also the Terra Nova camper model (previously posted here: Royal Canadian Motors (RCM) - #20 by thecarlover ).
In 1955 Dominion finally introduced a new Victory to replace the aging model. The base engine was the same Four-Two as before, but of course with some tweaks to keep it up to date with the times. While compact cars were not common from North American manufacturers, Dominion saw enough sales of the Victory to keep it around. The base price was much lower than a standard sized car, and it could offer good equipment levels for a great price. The range topping Deluxe model features a radio and two-tone paint, as well as colour coded wheels with chrome hub caps.
1956 offered a few suspension tweaks over the 1955 model following some complaints of a rough ride.
This latest batch of cars made in the most recent version of UE4 (at the time this post was written) certainly vindicates your decision to re-imagine your company for the rebooted Generations II challenge. All of them look like mid-50s cars should. Not only that, but it makes me drool with anticipation for everything you have planned for RCM and its model range in the future.
The new generation of Dominion’s full size car brought in a name change with the radical change in design. The tall and rounded bodywork of the fifties made way for a wide and sleek design to welcome the sixties
210
At the bottom of the range sat the Laurier 210 with its 210ci inline-6 engine putting out 138 hp and 182 lb-ft. As expected for a base model, it had a three on the tree transmission and a standard far interior with bench seats. This made for a popular car for families who couldn’t afford a high end car but wanted something other than a compact.
At the top of the Laurier range sat the Starliner. Powered by the new 273ci Sixty V8 making a healthy 184 hp and 248 lb-ft, the Starliner was a comfortable near-luxury family car. The name was from the two pane “star roof” covering the full length of the cabin. The premium leather interior featured front bucket seats, a smooth 3-speed automatic transmission, and of course an airy cabin with the wraparound windows and glass roof panels. Due to its price nearing the luxury Elgin model, not as many of the Starliners were sold.
The fourth generation of the Raven was also introduced in 1960, initially as a convertible only. While meant to be more of a premium cruiser it did have some popularity as a sporty car, especially when equipped with a manual transmission. The 273ci Dominion Sixty V8 was used here as well producing the same 184 hp and 248 lb-ft as in the Laurier. When paired with the new four-speed transmission the Raven could reach highway speeds in less than 10s. The other technological advancement was the rear semi trailing arm suspension that drastically improved handling and ride comfort. The unconventional and very concept-like styling was divisive enough that within two years the Raven got a heavy redesign to increase its appeal.
