Performance is no better than fairly brisk mind: 0-60 is 13-17 seconds depending upon model and only the 1500 is a true ton-up kid. Certainly the Triumph was the more civilised and refined alternative, especially with overdrive fitted on the MkIV with its raised gearing this allows 70mph cruising at a soothing 3400rpm and as with MGBs, is very hard to live without. Perhaps it was the car‘s rather effeminate looks, but the Midget was always seen as the more macho choice. The car’s best ever year was almost at te end of its life, in 1978, even at an inflatioary £2700, although UK sales peaked six years earlier. Out of the whole strain of Spits, the 1500 wa the best seller, accounting for almost 96,000 sles. In fact, the Spitfire always outsold the MG Midget, except in 1969 when production was hurt by an industral strike. Mechanical changes saw (at long last) a heavily revised swing-wing rear suspension to counter those oversteer tendencies, while the car‘s gearing was raised for more relaxed touring, along with a quieter exhaust design.Īt around the time the GT6 was phased-out, the Spitfire soldiered on with a nicer GT6-style dash, uprated overdrive unit and just in time for Christmas ‘74, a new longer-stroke 1493cc engine, first seen in the Triumph 1500TC saloon a year earlier.įollowing almost 20 years of production the Spitfire was killed off in the summer of 1980, after almost 320,000 sales, both here and in the US, where it was immensely popular. But you certainly paid for it, with the car ticketed at £985, £60 dearer than a Midget, and a hefty £110 (two week‘s typical wages) over the Mk3. The interior was modified, with safety switchgear and re-sited speedo and rev counter. The once ugly exposed wing seams were nicely smoothed over and the wheel arches flared. The biggest change to the Spitfire occurred in 1970, when a major re-skin saw a Stag-style rear end cleverly moulded on to identify the MkIV. Style changes included raising the front bumper to appease US crash laws and relocating the exhaust back pipe – both which improved looks no end. Costing £751 (overdrive £58 extra, heater £13!) this had the larger 1296cc engine (first seen in the Triumph 1300 TC) instead of the old 1147cc unit, as well as better brakes, negative earth polarity (making it easier to fit modern electrical accessories) and an improved hood assembly. Universally regarded as the best of them all, the Mk3 arrived in ‘67. This surfaced in 1965 with a plusher interior and slightly more power.
Originals are now exceedingly rare, but most experts reckon you should concentrate on the superior Mk2 anyway if you want an early car. A year later overdrive, wire wheels and a hardtop became available. The Spitfire was launched at the 1962 Earls Court Motor Show badged as ‘Spitfire 4’ and costing £730, a hundred less than the also launched Vitesse 1600. The car was a clever Michelotti re-skin on a cut-down Herald backbone chassis, using a development of the twin-carb Herald S engine with go-faster cylinder head, camshaft and manifolds.
TRIUMPH SPITFIRE CLOTHING HOW TO
However here‘s how to avoid that nightmare buy! HistoryĬodenamed ‘Project Bomb’Spitfire was conceived just after the Herald first rolled off the production line around 1960, although the green light wasn‘t given to the design until Leyland (of BL fame, of course) took the ailing company over and the then MD, Stanley Markland, saw a mock up hiding under wraps and demanded it be made! And, doesn‘t the Spitfire still look in good shape?įor too long the Spitfire was simply seen as Herald in sexier clothes… but what‘s so wrong in that, especially if it results in simple and cheap ownership? And you have to admit that the dainty styling has aged remarkably well, looking a bit like a Ferrari California don‘t you think? Well, petrol head shock jock Chris Evans certainly thinks so – he’s owned both in his varied motoring life!Ĭanley, not California, dreamin‘ may not sound quite so appealing, but for those on a less than Ferrari budget, the Triumph makes a sensible starter classic for less than £2000 and is a DIY-ers delight. While all the fanfare is being directed at two other famous nifty 50s – the Lotus Elan and, of course, the MGB – it’s easy to overlook the fact that Triumph‘s rival to the Sprite and Midget has also reached the half century mark.