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.
The 1966 facelift of the Labrador brought in several improvements to keep it competitive in the ever growing truck market. One of the main changes was the updated Six engine with displacement increased from 210ci to 220ci. Paired with the updated engine was a 4-speed manual transmission that increased fuel economy to 10 MPG! Beyond these mechanical changes, the redesign of the front and rear ends completely brought the third generation Labrador up to date since its introduction in 1960.
In 1966 Dominion introduced its first midsize car, the Atlantic. While this still meant a wheelbase of nearly 3.0m it was a smaller and cheaper alternative to the Laurier that proved popular with many families looking to have a well equipped car on a budget.
V8 Sedan
Powered by an updated version of the Confederation V8 increased to 339ci of displacement making 236 hp and 306 lb-ft paired to a three speed manual or optional three speed automatic, the V8 model was fairly well equipped. Also optional was front bucket seats for increased comfort.
Included with the Atlantic range was a performance trim level to compete in the new muscle car markets. For its introduction year the Stag was powered by a high output 350ci version of the Confederation V8 producing 284 hp and 355 lb-ft, enough to send the car to 100 km/h in 8.8s. Standard was a four on the floor transmission, bucket seats, magnesium wheels on sport tires, and front disc brakes. The Stag stood out with its matching roof and side stripes in a contrasting colour and the several bright colours to choose from not available on other models of the Atlantic.
For the last year of the third generation Victory, not much was changed since the 1964 facelift. A few adjustments in the option choices as well as some updated colours. The only substantial change was the new 220ci variant of the Jetstream I6 engine paired to a three-speed automatic, foreshadowing what buyers could expect for the next generation of the Victory. The Jetstream 220ci produced a healthy 129 hp and 182 lb-ft, and while the automatic was not stellar for either performance or fuel economy, it was smooth and brought the Victory into a new era of compact cars where increased comfort was available, as an option.
The second generation of the intermediate Atlantic, introduced in 1970, was refreshed for 1972 to better suit buyer tastes, even with the knowledge that it would need another update in a year with the upcoming 5 MPH bumper regulations. Dominion made an attempt to give differentiate the second generation Atlantic from the humdrum models that were filling the segment by giving it a bit of a sporty flair and this was no different for the 1972 update. The big changes from the first generation was to pair the monocoque design with a new sem trailing arm rear suspension, ditching the old and uncomfortable solid axle that was still popular even in the Dominion lineup. The changes for 1972 were a four speed transmission as the entry level choice rather than the old three speed, and front bucket seats as a standard feature. Updated as well as the Clipper I6 used under the hood, with the 235ci being the “standard” engine of the lineup.
The Stag performance line was still alive and well, and the top of the line model was powered by the Chinook 400-6 V8, a 400ci engine with 6-pack carburetors producing 292 hp. Paired with a new 5 speed manual transmission, the Chinook Stag reached 62 mph in a blistering 7.0s. Also available was disc brakes all around, 15" polished alloy wheels, a t-top roof, front lip, colour matched sport decals, and an 8-track player.
In 1972 Dominion completely overhauled the Elgin for what would turn out to be its last generation. Powered by an updated version of the Chinook 444 V8, it was Dominion’s first foray into fuel injection. The expensive and complicated system was well suited for a technological showcase on a luxury car, especially since Dominion didn’t have the prestigious image of pure luxury marques. This 444ci engine was tuned for smoothness with an output of 297 hp and 409 lb-ft. Other technological advancements in the construction were the monocoque body with semi trailing arm suspension, alloy wheels, and four wheel disc brakes,
Creature comforts included a standard four seat layout with front bucket seats (rear bench standard in the sedan, optional in the coupe, while front benches were optional for both), a newfangled 8-track player, and the most up to date safety features.
Dominion put in the effort for style with the Elgin, giving buyers a wide assortment of choices to option out their car to their liking. The exterior was available with or without a vinyl roof, available in complementary or contrasting colours to the wide assortment of metallic paints, as well as a few different wheel designs. For the interior, only the most comfortable of velours or leathers were available in a wide assortment of colours and patterns to suit any taste, also in complementary or contrasting colours to the paint.
With all that put into it, the Elgin still struggled to sell compared to established luxury marques but it was far from a failure. Dominion’s acquisition of Mont Royal and rebranding into Royal Canadian Motors a few years later is what truly gave them the luxury prestige they were missing.
