Triumph GT6

Contrary to belief, the GT6 was developed before the Le-Mans cars used the fastback body style and not the other way around - in fact they used the prototype fastbacks and even some gearbox components and other items were 'homologated'. A Spitfire "GT" had been developed by Michelotti, but the resultant hardtop added a fair amount of weight and consequently, the car didn't perform. The Car was driven back from Turin and kept at Triumph's factory as an experimental project. However, it was driven by Triumph staff and was felt to be an enjoyable, if underpowered little car.

Le-Mans Spitfire, showing GT6-style body

The Spitfire project became 'official' in 1964 and it was decided that the 2-litre block, which had been developed for the MK2 Vitesse, would be the ideal powerplant. The in-line six was shoehorned into the engine bay, by way of a redesigned cooling system.

The car actually debuted a few months before the Mk2 Vitesse and was widely regarded as an instant hit. The car was beautifully finished from the inside out. It was fully carpeted (Spitfires at the time had ruber mats and plastic gearbox tunnel covers) with a walnut veneer facia board and swiveling quarter lights at the front - the fixed quarter-lights used during development had tended to be sucked out at speed - It also had hinged quarter-lights at the rear. The elegant Italian design with its hatchback and two seats only, was a classy small Grand Touring car, even the rocker box was chrome plated.

The car was well received and though it never achieved the production figures of the Spitfire it sold steadily. The inevitable bug bear of the independent rear suspension raised its head again, though mainly in the technical press. The general public did not seem to concerned and in the States, where the car was very well received, there were no complaints. The rear suspension had in fact been modified for the GT6 and the company was seriously trying to find engineering time to concentrate on the problem.

This they eventually managed, and when, in 1968, the GT6 Mk2 took over,it was fitted with an advanced lower- wishbone rear suspension layout; double-jointed shafts located by a spring at the top. The effect on the handling of the GT6 was revolutionary - no more cause for complaint! The MK2 also acquired a new cylinder head, borrowed from the TR5, (giving potential for the engine to become a 2498cc, an advantage never utilized), but resulting in an increase of bhp from 95 to 104.

Despite the formation of British Leyland, no attempt was made to rationalize the range of sports cars for sale under the new umbrella - the Spitfire, the MGB, the TR6, Stag, MG Midget, the GT6 and Austin-Healey Sprite - all continued to share the market. The real cloud on the horizon was in fact, the increase of legislation, in the United States, on safety and exhaust emission. Taking these facts into account, the intended full re-styling of the GT6 was modified (as with the Spitfire). Internal face-lifting of the seats, steering wheel and badging took place prior to the official launch of the GT6 Mk3 in 1970. In line with the Spitfire MkIV, the tail was 'chopped-off' and the bonnet flattened out. The rear roof line of the GT6 was altered and petrol cap and door handles ceased to protrude creating a more svelte look.