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. because they are assembled from saloon-car bits and pieces and not specially built up from race-bred components. The tank has a central quick-action filler cap, rather difficult to fill from a can. In terms of desirability, the Mk3 (1967-70) is seen as the model to have, although the added refinement of the MkIV and the 1500 may make them a better bet for everyday use.

But o/d raises the 3.89-to-1 top gear to 3.12 to 1, which provides for effortless 70-m.p.h. Triumph Spitfire Mk3: The very best reason to buy a Spitfire is because the thing is a ball to drive: All this was a Good Deal back in 1962 when the Triumph Spitfire was introduced, and it is still that today-with improve- ments. stalk, a r.h. stalk controlling the turn-indicators. 3, are 13.65, 8.41, 5.41 and 3.89 to 1, with a 3.12-to1 top gear and a 4.34-to-1 3rd gear when o/d is in use.The Triumph Spitfire in its latest form is a fascinating little car, selling for £961 17s. Triumph Spitfire: on the road The Spitfire’s four-cylinder engine will do around 100,000 miles between rebuilds, if well maintained Always raise the top before your test drive – it will help you to hear noises from the drivetrain (especially the differential) and to assess the fit of the hood. British Leyland build sports cars primarily for the American market and it is not difficult to see how such cars must appeal in a country of flabbily-suspended monster automobiles. There is a lidded ash-tray on the matt-black screen sill, this finish being used also for the facia. Pre-1970 models could be a bit wicked and it’s only with the advent of MkIV that the Spitfire‘s rear was properly tamed (although many earlier cars were converted and modified over the years) and to be fair, the set up was widely praised by the press for its new-founded security. This isn’t altogether true, for while the ride remains comfortable, bad surfaces set up some judder and shake. Ease of maintenance and restoration, prices, clean looks, economy, overdrive option On the other hand, when a British Leyland car has praise bestowed on it by Motor Sport, there is some danger that, having had a frank but fair discussion with Lord Stokes about our recent anti-BLMC editorials, we may be accused of swinging the opposite way.All I can say to this is that I genuinely liked the little red Triumph Spitfire Mk. That said, anybody used to a ‘modern‘ is in for a surprise and, even if they find the tail twitchiness containable, they’ll certainly note the over firm ride.In their day, Spitfires were considered good news. The 1300 unit is best for uprating, as the larger 1500 is rather weak and hates revs, and you can see over 100bhp for reliable road use. Yet the Spitfire is a fully-openable sports job, with a hood which does not drum or unduly cut down vision when it is erect, yet the interior is smart, with a good imitation of real leather upholstery, and moulded pile carpeting on the floors with a rubber heel-mat for the driver.For the coupé-minded a hard-top is available, and naturally, although in contrast to the original sports-car conception, the Spitfire has an effective heater and the test car had a Smiths Radiomobile radio.There are also wind-up Triplex toughened-glass side-windows controlled by well-placed, taut winders, whereas once upon a time sports cars made do with celluloid weather breaks, or no weather protection of any kind. Tags - GT6 Spitfire A year later overdrive, wire wheels and a hardtop became available. car matter to any great extent. The clutch is smooth but its pedal offset to the right which, however, leaves space between it and the transmission tunnel for the left foot. The Triumph Spitfire in its latest form is a fascinating little car, selling for £961 17s. Classics World’s Jack Grover test drives and reviews the 1979 Triumph Spitfire 1500… Speaking for myself, I have always preferred the MG Midget over the Triumph Spitfire. Tyre choice important Pursuing this theme, I note that J. W. says Spridgets can still run rings round the Spitfire but for road use I regard the Triumph as more of a motor car, as it has larger dimensions, but fits very nicely between these really small BLMC sports models and the obviously more potent and more purposeful MG-B and Triumph TR6.The Spitfire is essentially a two-seater, although there is a useful space behind the two bucket seats for bags and shopping (or a toy dog), and the boot with its self-propping lockable lid will take a very generous assortment of luggage in spite of accommodating the covered spare wheel, thus putting most 1920’s sports cars to shame in this respect.