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Spitfire Covers on A4 Bristol 0117 923 2523 Manchester 0161 480 6402 PRODUCTION DATA 03 Production Data, Details & General Information Vehicle Identification Numbers (VIN) 1954: Alick Dick takes over as Managing Director from Sir John Black. He builds up Standard VIN numbers replaced commission numbers in October 1979, commencing at VIN000001 with an 8 digit prefix. Triumph by purchasing smaller concerns to enable him to produce complete cars with little outside help. The Herald is first new car, followed by the Spitfire project. Autumn 1960: Cash crisis forces TFADW1AT = manual, RHD TFADW2AT = manual, LHD, Europe the Spitfire development plan to be shelved. August 1961: Leyland Motors purchase Standard TFADW5AT = manual, overdrive, RHD TFADW6AT = manual, overdrive, LHD, Europe Triumph, Stanley Markland becomes MD. He discovers Spitfire prototype under a dust cover by accident and demands it be put into production. A Brief History of the Triumph Spitfire Development Spitfire 4 - October 1962 to December 1964 1951 Standard Eight introduced incorporating newly developed 803cc ‘SC’ (small car) engine. FC1 to FC44656 October 1962 Earls Court Motor Show. Spitfire ‘4’ announced, competing against the BMC Sprites 1957 and Midgets. The car is an instant success, and outsells the ‘Spridgets’ in every year of production Triumph Herald (code name Zobo) begins to develop under the guidance of Alick Dick, Harry bar one (due to a strike in 1969). Webster (chief designer) and Martin Tustin (General Manager). Original design concept The number ‘4’ denotes the number of cylinders. The Vitesse has already gone on sale in the USA incorporated a monocoque body shell. Eventually the realities of financial constraint led them to as the Sports 6 and so the Spitfire 4 follows suit to fit in with the prevailing marketing strategy - use a chassis and separate body shell. This chassis was to be the ‘jig’ foundation for a whole range an important selling point since 50% of Triumph Spitfires are to be exported to the USA! of vehicles. Body designed by Giovanni Michelotti. Went on sale April 1959. Spitfire 4 MkII - December 1964 to January 1967 1960-1962 Saw the development of ‘Bomb’ a new sports car utilising the SC engine unit (1147cc) and Herald FC50001 to FC88904 chassis. ‘Bomb’ became known as the Spitfire 4, with the body again designed by Michelotti. The car utilised much of the Herald running gear including engine, gearbox, suspension - the prototype even Spitfire MkIII - January 1967 to December 1970 incorporated the same instrument gear and, the car almost went into production without a rev counter! High compression engine (9·0:1), twin SU carburettors and a high lift cam provided 63 bhp. Rear FD1 to FD15306, FD20000 to FD51967, FD75000 to FD92803 (Oct 1969 on). In 1967 Leyland suspension consisted of a transverse mounted fixed leaf spring, radius arms & telescopic shock Motors take over Rover-Alvis. In 1968 they take control of BMC/Jaguar. The British Leyland Motor absorbers. Disc brakes fitted at the front. The steering gave the car a smaller turning circle than a London Corporation is formed making stable mates of Triumph and MG. Taxi. Overdrive was optional. The Spitfire 4 was launched at the Earls Court Motor Show in 1962. Spitfire MkIV - November 1970 to December 1974 Spitfire chassis Cut & shut Herald chassis but without the out riggers to support centre of car. The sills supplied strength and were (and still are) vital to the structure and safety of the vehicle. UK USA Early production 1971 model year FH3 FK1 Early production of the body shell at the Forward Radiator Works, Bordesley Green, Birmingham 1972 model year FH25001 FK25001 used low quality tooling, which was uprated once the Spitfire 4 became a success. Hardtop FK25001 introduced as an option in late 1963. 1973 model year FH50001 FM1* 1974 model year FH60001 FM10001* 1963 to FH64995 to FM2800* Spitfire GT project begins to develop using fastback hardtop and 1598cc Vitesse engine. The *denotes USA 1500cc models Vitesse engine was developed from the 1959 Vanguard 6 unit; this was essentially a ‘small car’ four cylinder unit with two extra cylinders tacked on. Spitfire 1500 - December 1974 to August 1980 December 1964 Spitfire 4 MkII introduced. Engine power increased during production of MkII to 67 bhp. Trim revised. UK USA October 1966 GT6 (formerly the Spitfire GT), revealed with fixed fastback body shell and 1998cc engine. 1975 model year FH75001 FM28001 1976 model year FH80001 FM40001 January 1967 1977 model year FH100020 FM60006 Spitfire MkIII introduced with long stroke 1296cc engine of 75 bhp. The ‘4’ tag became redundant. 1978 model year FH105734 FM70001 First of the Spitfire range to incorporate negative earth electrical systems. Trim revised, external 1979 model year FH130001 FM95001 changes consisted of raised bumpers to conform with new regulations. Reverse lights installed. 1980 model year FH133501 FM110001 Fold down hood replaced detachable type. The export market nose dives during the late 1970’s and coupled with British Leyland’s appalling July 1968 financial, management and labour problems, the company is unable to invest in a replacement GT6 MkII begins production introducing revised and much improved rear suspension. October sports car for the Spitfire. The Triumph name is eventually lost in the early 1980’s after being used 1970. GT6 MkIII released which incorporated radically restyled front and rear end by Michelotti to as a ‘badge’ for the new Acclaim - a CKD car imported from new partners Honda. fit in with the current Triumph range. Engine Development and the Triumph Spitfire Spitfire MkIV Spitfire MkIV November 1970 to December 1972 (USA) and to December 1974 (all markets). The Introduced in 1951 as an 803cc unit for the Standard 8 the ‘SC’ (Small Car) engine was later Michelotti restyled front and rear ends matched the lines of the new GT6 MkIII. New angular hardtop developed for use in the Triumph Herald and Spitfire 4. It underwent various stages of development designed at Coventry. Rear suspension uprated by replacing the solidly fixed rear spring with a pivoted from 1147cc & 1296cc before the introduction of the environmentally friendly 1500cc version, first unit. The ‘swing spring’ stopped much of the interesting cornering problems of the earlier models. All in the USA, and later elsewhere. synchromesh gearbox fitted, and final drive ratio changed from 4.11:1 to 3.89:1 (3.37 in overdrive). Power Unable to bore the engine out any more from the 1296cc version, Triumph engineers increased output restricted by USA environmental regulations to 63 bhp. Interior modified and became similar in the capacity by altering the crankshaft to produce a longer stroking engine. Cylinder block depth appearance to the GT6 MkIII. Dashboard modified so instruments were in front of driver rather than in remained the same as did the con rods. There were no changes to the head and only minor detail centre of the dash panel, as found on all previous models. changes to the block. The ‘PE150’, a slanting four cylinder engine developed by Triumph, was tested alongside a July 1973 partially developed 1500cc ‘SC’ engine at MIRA in 1966. Results were outstanding but squeezing USA models received 1500cc engine, due to lost sales caused by bhp reduction. In the same year all the ‘Slant-4’ engine into the Spitfire shell proved too costly to allow production. The unit went on models had rear suspension track increased by 2”. ‘D’ type overdrive replaced in August by ‘J’ type. to be used in the Saab 99 and the TR7. GT6 Chassis Number Prefix and Suffix Codes MkIII ceases production in December 1973. Spitfire 1500 Prefix FH All markets, save USA & Sweden Suffix C USA (California legislation) Spitfire 1500 introduced January 1973 (USA) and December 1974 (everywhere else). Bigger 71 FK USA (1300cc models) U USA (Federal legislation) bhp, 1493cc engine. New single rail gearbox from Marina with the same specified ratios as the FM USA (1500cc models) L Left Hand Drive MkIV. (The Marina gearbox was itself a development from the Vitesse/GT6 unit, but with a new FL Sweden only O Overdrive single-rail selector mechanism.) Final drive 3.63:1. Minor styling changes. I977 1977 saw new seats, trim and TR7 style switch gear. 04 PARTS INDEX www.moss-europe.co.uk London 020 8867 2020 Bradford 01274 539 999 These pages list only the major items in each Camshaft . .Page 16 Engine, external components . .Page 14 Hood Frame & Fittings . .Page 96 area, such as body work, electrical and brake Camshaft Lubricant . .Accessories Engine, internal components . .Page 16 Hood Stowage Cover . .Page 98 components. In many cases minor fittings, Captive Nuts . .Page 103 Engine units (1500) . .Page 14 Hood Tools . .Page 98 clamps and linkages etc., are not shown. Car Covers . .Accessories Engine, short (1300 & 1500) . .Page 14 Horns . .Pages 64 & 65 & Accessories Carburettor, HS2 . .Page 40 Exhaust Manifold . .Page 45 Horn Push . .Pages 54 & 55 A Carburettor, HS4 . .Page 42 Exhaust System, 1300 . .Page 46 Horn Relay . .Pages 64 & 65 Carburettor Components, HS2 . .Page 40 Exhaust System, 1500 . .Page 47 Hoses, brakes . .Page 52 Accelerator Pedal . .Page 44 Carburettor Components, HS4 . .Page 42 Hoses, engine breathing . .Page 156 Aerial . .Accessories Carburettor Body, re-bushing . .Page 37 F Hoses, water cooling . .Page 20 Air Deflector Boards (Radiator) . .Page 20 Carburettor Heat shield (1500) . .Page 45 Hub Assembly, front . .Page 58 Air Filters . .Page 45 Carburettor Technical Tips . .Page 37 Fan, Non-viscous . .Page 21 Hub Assembly, rear . .Page 60 Air Hose (Air Cleaner) . .Page 45 Carpets (Cockpit) . .Page 84 Fan, Viscous coupling . .Page 21 Hub Bearing & Seal Kit, front . .Page 58 Alternator . .Page 63 Centre Console (Arm Rest) . .Page 84 Fascia & Fittings . .Page 78 Hub Bearing & Seal Kit, front . .Page 60 Alternator Mountings . .Page 63 Chassis & Chassis Fittings .
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