Definitely Not a Bomb Not Marketed As Spitfires, Triumph Also Outriggers Were Removed
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Featured Model 1963 Spitfire 4 (MKI) head and two valves per cylinder fed by twin SU carburettors. The rack and pin- ion steering and coil-and-wishbone front suspension and the single transverse-leaf swing axle at the back came from the Her- ald, although the latter ended up being the TRIUMPH SPITFIRE – most controversial part of the car and its Achilles Heel. As with the Herald and Vi- tesse models, the rear wheels would tuck in and cause violent over steer if pushed too hard. The Spitfire was given a com- pletely welded body, attached to the frame by just twelve bolts rather than separate- models. The new Spitfire was very similar 50TH ANNIVERSARY YEAR ly bolting the body panels to the frame.3 to the Mark I but featured a more highly Mark III, Mark IV and 1500 (sometimes The Herald chassis was shortened by 8.5” tuned engine, including a revised cam- informally called the Mark V). Although (216mm) and the outer rails and the rear shaft, a water-cooled intake manifold, and Definitely Not A Bomb not marketed as Spitfires, Triumph also outriggers were removed. Structural outer tubular exhaust manifold, which increased developed a fast-back coupé variant which sills were used to stiffen the body tub. The power to 67 bhp (50 kW) at 6000 rpm. The and platform. Triumph went to appeared from 1966 to 1973 as the GT6 in windshield and frame came from the TR4. coil-spring clutch was replaced with a Borg BY - TERENCE MCKILLEN great lengths to ensure the Mark I, Mark II and Mark III models. The Spitfire was marketed as an inexpen- and Beck diaphragm spring clutch. The ex- Spitfire was a better car The Michelotti prototype styling car- sive small sports car with a very basic level terior trim was modified with a new grille The Triumph Spitfire was first introduced than the rival Sprite/ ried over to the initial production car with of trim which just about extended to in- and badges. The interior trim was improved at the Earls Court Motor Show, London, Midget.1 There was clude rubber mats. The early cars with redesigned seats and by covering most in October, 1962. It provided Triumph more legroom, wind were referred to as the “Spitfire of the exposed surfaces with rubber cloth. with a small two-seat sports car to com- down windows rath- 4” (for the 4-cylinder engine, lat- The original moulded rubber floor cover- plement the larger TR4 roadster and was er than side screens, er also known as the Mark I), not ings were replaced with moulded carpets. designed to compete directly against the a wider cockpit, to be confused with the later Spit- Top speed was claimed to be 96 mph existing and already successful Austin storage space be- fire Mark IV. In UK specification (154 km/h) and its 0-60 mph time was Healey Sprite and MG Midget. There is hind the seats, space the in-line four produced 63 bhp 15.5 seconds. The factory claimed that at no question that the Spitfire was an out- for an overdrive unit, an (47 kW) at 5750 rpm, and 67 highway speeds (70 mph (110 km/h)) the standing success when measured against opening boot (trunk), sleek ft·lb (91 N·m) of torque at 3500 car achieved 38.1 miles per imperial gal- its sales achievement over its rivals and body styling and ease of main- rpm. This gave a top speed of 92 lon (7.41 L/100 km; 31.7 mpgUS). from its record breaking eighteen year tenance due to the large forward Early 1960s Mk I Spitfire mph (148 km/h), and it would In early 1967, the Mark III was intro- production run. hinging bonnet (hood), which included Triumph found itself once again in finan- achieve 0 to 60 mph (97 km/h) duced providing the first major facelift for The ten day long 1962 show occurred the wheel arches, giving full access to the cial difficulties, and unable to put the new very little change, although the full-width in 17.3 seconds. Average fuel consumption the Spitfire. The front bumper was raised in over one of the the most eventful peri- engine and front suspension, similar in car into production. It was not until after rear bumper was dropped in favour of two was 31 mpg. For 1964 an overdrive option response to new U.S. crash impact regula- ods in modern history - the Cuban Mis- concept to that of the E-Type Jaguar. the merger with Leyland was completed part-bumpers curving round each corner, was added to the 4-speed manual gearbox tions. The front end looked somewhat dif- sile Crisis - when the world came to the At the beginning of the 1960s, Standard- that funding became available and the car with over riders. Although the mechani- to give more relaxed cruising. Wire wheels ferent despite much of the bonnet pressing brink of nuclear war. The fate of millions finally launched. Prior to cals were basically stock Herald, con- and a hard top were also available.4 being carried over. The rear lost the over hinged upon the ability of two men, U.S. adopting the “Spitfire” sideration was initially given to building In early 1965, the Spitfire Mark II was riders from the bumper, but gained revers- President John F. Kennedy and Soviet name, the development the body panels in fibre glass rather than launched to maintain Triumph’s edge over ing lights as standard and the interior re- Premier Nikita Khrushchev, to reach a project was referred inter- pressed steel. The engine was the 1,147 cc its BMC rivals following the introduction ceived a wood-veneer instrument panel. compromise. Fortunately they did, and nally at Triumph as “the 4-cylinder with a pushrod OHV cylinder in 1964 of the improved Sprite and Midget For most of the Mark III range, the instru- on a lighter vein, in the same month, “Dr. Bomb.”2 During its 18- ment cluster remained centre-mounted (as No”, the first James Bond film, premiered year production run, the Model name Engine Year Number built in the Mark I and Mark II) so as to facilitate in UK cinemas and The Beatles released Spitfire underwent several Triumph Spitfire 4 (Mark 1) 1147 cc inline 4 Oct 1962 – Dec 1964 45,753 both right-hand and left-hand drive ver- their single “Love Me Do”. updates in engine and me- Triumph Spitfire 4 Mark 2 1147 cc inline 4 Dec 1964 – Jan 1967 37,409 sions. Other changes included larger front Italian designer Giovanni Michelotti chanical components and a brake callipers, a larger 15-inch steering Triumph Spitfire Mark 3 1296 cc inline 4 Jan 1967– Dec 1970 65,320 who had already designed the successful couple of major changes to wheel, as used on the TR4, a wood-veneer Triumph Spitfire Mark 4 1296 cc inline 4 Nov 1970 – Dec 1974 70,021 Triumph Herald saloon, was commis- body styling. Five models instrument panel, better seats, and a change sioned in the late 1950s to produce a small were developed as the Spit- Triumph Spitfire 1500 1493 cc inline 4 Dec 1974 – Aug 1980 95,829 over from positive to negative grounding 1974 Mk IV Spitfire - the forward hinging hood included the wheel arches giving roadster based on the Herald power plant fire 4 (or Mark I), Mark II, for the electrical circuitry. full access to the engine and front suspension Table from Wikipedia (http://en.wikipedia.org/wiki/Triumph_Spitfire) BCD 14 www.BritishCarDay.com September 16, 2012 • British Car Day Programme British Car Day Programme • September 16, 2012 www.BritishCarDay.com BCD 15 Join a club The 1147 cc engine was replaced was reduced to 29 mpg.8 Toronto with a bored-out 1296 cc unit (the The North American mar- bore increasing from 69.3 mm ket Spitfire 1500 is eas- (2.73 in) to 73.7 mm (2.90 in), ily identified by the big Triumph Club & stroke retained at 76 mm (3.0 in)), plastic over-riders and as fitted on contemporary Triumph Her- wing mounted reflec- British Car Day ald 13/60 and Triumph 1300 saloons. In tors. The US specifi- SU twin-carburettor form, the engine put cation models up to BY GLEN DONALDSON out a claimed 75 bhp (56 kW), and 75 1978 still had chrome ft·lb (102 N·m) of torque at 4000 rpm, and bumpers, but on the The Toronto Triumph Club was Also added for the model’s final years were a wood dash made the Mark III a notably more agile 1979 and 1980 mod- A UK Registered 1973 Mk IV Spitfire and reclining seats founded in October 1982 when car. Popular options continued to include els these were replaced by Bill & Nancy Gray (Of Gray wire wheels, a hard top and a Laycock than the earlier models (75 bhp), it black rubber bumpers with built-in over-riders. Chassis extensions were also Tool fame) gathered a small overdrive. The Mark III achieved 60 mph was not detuned, but rather the num- fitted under the boot to support the bumpers. The Spitfire proved very popular and very enthusiastic group, (97 km/h) in 14.5 seconds, and reaching a bers reflected a change in the method in North America with total sales of more than 45,000 cars, making the Spitfire for a meeting in T.O. They had top speed of 95 mph (153 km/h). Average of measuring power output, which an important member of the Triumph export range.9 done this by spreading the word fuel consumption was improved slightly for the Mk IV was recorded accord- Detail improvements continued to be made throughout the life of the 1500, and leaving notes on car wind- at 33mpg.5 By 1969, export models had ing to the DIN system.6 and included reclining seats with chequered brushed nylon centre panels and shields, sticking flyers up in re- to be changed to comply with new U.S.