The history of the motor car is peppered with odd cul-de-sacs (such as the Sunbeam-Mabberley), missed opportunities (a ‘proper’ E-type replacement) and ‘might-have-beens.’ Of these, it is the final category which holds most interest to classic car enthusiasts. As a few instances — if Rover had been braver, they might have got around to building a turbine-engined sports car, or MG may have produced a mid-engined sports car decades before BMW entered the picture. Instead, these projects withered on the vine.

Today, we may accept the Triumph Spitfire — and it’s big brother; the GT6 — as an established classic but, back in the early ‘60s, the Spitfire was very nearly a motoring ‘might-have-been.’

The Bomb

Turin-based stylist, Giovanni Michelotti, was an inveterate scribbler of car designs, often sketching out new ideas onto napkins or menu cards at restaurants; his brain always bubbling over with fresh ideas.

One of his brain-waves was a small sports car based on the then popular Triumph Herald which, of course, Michelotti had penned. Michelotti’s sports car design appealed instantly to Alick Dick, at that time the man at the helm of Triumph, and work began on a prototype during the final months of 1960 — the work headed up by Triumph’s then chief engineer, Harry Webster. It was Webster who would provide a name for the new car — the ‘Bomb.’

However, the early ‘60s was a tumultuous time for Standard-Triumph, the final result being that, in April 1961, Leyland Motors would take over financial control of the company. At the time of this take-over, the prototype Bomb, partially forgotten, had been shoved into a corner of the factory. Leyland ‘discovered’ the small, Michelotti-designed sports car, blew off the dust and cobwebs and realised that the car was a perfect rival for the MG Midget and, as well, an inexpensive complement to Triumph’s existing TR sports car.

Under new management, the project proceeded apace and the Bomb — now renamed the Spitfire 4 — went into full production in 1962; instantly becoming a hit with sports car buyers despite it’s rather less than powerful 1147cc Herald engine.

Le Mans and the GT6

With the Spitfire established, Michelotti continued to play around with the basic Spitfire concept — and one of these ideas began to gain some traction with Triumph; a hard-topped, GT model. The idea was taken up by Harry Webster and, in 1963, the Spitfire GT became a reality.

Looking rather like a scaled down E-type coupe, like the Jaguar the Spitfire GT featured a long, low nose, a sweeping fastback body and a rear tailgate.

Still powered by the ubiquitous Herald-based four-banger, the new GT was tentatively scheduled to enter production in 1964. However, before that happened, Triumph decided to enter a team of three Spitfire GTs for the 1964 running of the Le Mans 24 hour race — the results were promising enough for a return visit in 1965, this time with four cars.

Following that first appearance at Le Mans, Triumph were forced to re-examine the Spitfire GT’s overall concept. Word was already spreading that MG were planning a fastback GT version of their popular MGB for release in 1965. Determined to match their rivals at Abingdon, Triumph ditched the Spitfire four-cylinder engine and replaced it with the Triumph Vitesse/2000 SC 2-litre six-cylinder unit. The 1998cc engine featured raised compression, twin Zenith carburettors and was mated to an all-synchromesh four-speed gearbox which had been thoroughly tested in the Le Mans Spitfire GT. In order to accommodate this engine, a tasteful power bulge was added to the new car’s bonnet. Chasing MG, Triumph also planned for a more bespoke cockpit which included full carpeting — an option not available at that time on the standard Spitfire.

Taming the GT6

Now renamed the GT6, the new Triumph debuted in October 1966. Like it’s smaller brother, the Spitfire, the GT6 was an instant hit. However, it wasn’t all milk and roses. Using a basically unmodified Spitfire chassis for the GT6 damned the much faster car with the Spitfire’s wayward swing axles. In effect, at speed this meant that if a GT6 driver lifted off the throttle, or was foolhardy enough to brake whilst cornering, the GT6 would exhibit vicious understeer. Despite this, almost 16,000 new owners took on the beast — obviously deft opposite-lock drivers!

To give them credit, Triumph listened to the GT6’s critics and, with the MkII version, they re-engineered the car’s rear suspension. By altering the rear wheel geometry, Triumph reduced total wheel camber changes by adapting double wishbones and incorporating the transverse leaf spring as an upper locating arm. A rubber doughnut was then employed to counter drive-shaft length variance. This thoroughgoing — a relatively inexpensive — modification to the car’s swing axle also reduced the GT6’s rear roll centre and instantly gifted the car with safer, more predictable handling.

The MkII also received new cylinder heads and revised inlet and exhaust manifolds — increasing power by ten per cent. Outwardly little changed, although — in line with the then current Spitfire — the car’s front bumper was now raised.

With these changes, the GT6 became a serious rival to the MGBGT — the Triumph was not only cheaper than the MG, it was also quicker, lighter and more economical.

Oddly enough, despite being much improved over the original GT6, sales of the MkII dipped downwards and, by 1970, the car was beginning to look out-dated. As a result, the MkIII GT6 received a major restyle — which included recessed door handles and a flush-fitting petrol cap. Continuing with a smoother look, the MkIII also featured a revised roofline, altered rear-quarter windows and air outlet grilles. The most noticeable difference being a new, sharply cut-off tail.

Sales lifted with the release of the MkIII but, alas, burgeoning US emission regulations began were now beginning to affect sales in that vital market. By 1973, it was plain that the GT6’s aging engine was not up to meeting Federal emission requirements and, in late 1973, the GT6 was finally put to rest.

Family Triumphs

I know it’s a bit of an old cliche, but it’s often said that parents play a dominant part in influencing their children’s lives often resulting in long term effects. For example if your mother has owned numerous Triumph Heralds and Toledo’s throughout your formative years and Dad has driven everything from an earl Jaguar SS Super Swallow Sports to Triumph 2000 salons then it’s not going to take rocket science to figure out what other cars Roger Wilson has squirreled away apart from this magnificently restored 1973 Triumph GT6 MkIII.

Apart from a little rally co-driving back in the early ‘70s and a succession of BMW 3 Series sedans as daily drivers, Roger has carefully collected a few fine examples himself over the years including an original very low mileage TR6, Triumph 2.5PI Saloon, Triumph Stag, Dolomite Sprint and a Triumph Mk1 2000 Saloon, all of which he owns today.

The ‘Resto’

Roger purchased this GT6 MkIII about six years ago. The car was in reasonably tidy condition, and although mechanically tired, Roger drove it on a regular basis because it was such an enjoyable car to drive. Eventually the time came to tweak up the mechanicals and the weary 2litre six-cylinder motor was removed for some long overdue TLC. Then one thing lead to another then another and before Roger could say ‘restoration’, the stripped down GT6 body was on a rotisserie looking rather sad, as did his bank balance – (doesn’t this story sound terribly familiar).

Unfortunately for Roger things got a whole lot worse before getting better as thirty odd years of wear and tear, not to mention it’s fair share of wet weather driving had lead to every restorers curse — rust. The rust was far more extensive than Roger could ever have imagined, and now he was basically at the point of no return decided to persevere with the project. Complete new body panels were ordered from Triumph specialists Heritage in the UK and included both sills, front and rear valances, both rear quarter panels, complete floor section, tail light panel, partial roof panels and complete new bonnet section. Once all the new panels were in place the GT6 was now looking like it literally had a brand new body. The fully reconditioned engine courtesy of Hydes Automotive guru’s Paul and Brent Hyde along with the four speed manual transmission was installed along with the completely refurbished front and rear suspension components and brakes. Master classic car painter Kirk Benge applied the flawless ‘Red Hot’ Holden Commodore paint scheme, as Roger was adamant the he wanted the car to really stand out, and believe me, it does.

To finish it all off, Papatoetoe Auto Upholsterers completely re-trimmed the stunning black interior including headlining and carpets.

Overall, the five years of hard work and enormous expense, (although Roger stopped counting some time ago,) has undoubtedly paid off, although I not sure of Roger will be putting his hand up for any further restorations any time soon. With just a couple of minor cosmetic items remaining to complete this is one fine restoration indeed.

The only problem, or should I say advantage for Roger is choosing which classic car to take to work each morning — now that’s a problem I could quite easily live with.

Specs

1973 Triumph GT6 MkIII

• Engine: In-line six
• Capacity: 1998cc
• Bore/Stroke: 74.7mm x 76mm
• Valves: ohv
• Comp Ratio: 9.25:1
• Fuel System: Twin SU carburettors
• Max Power: 77.5kW (104bhp) @ 5,300rpm
• Max Torque: 117lb/ft @ 3,000rpm
• Transmission: Four-speed manual (optional overdrive)
• Axle Ratio: 3.27:1 (3.89:1 with o/d)
• Suspension: Front: Independent by coil springs, s wishbones and anti-roll bar, Rear: Independent by transverse leaf spring, swing axle and radius arms
• Brakes: Disc/drum
• Steering: Rack and pinion

Dimensions:

• Overall Length: 3784.6mm
• Width: 1447.8mm
• Height: 1193.8mm
• Wheelbase: 2108.2mm
• Kerb weight: 921kg

Performance:

• Max Speed: 180kph (112mph)
• 0-60mph: 10.1secs
• Standing 1/4: 17.4secs
• Economy: 27.6mpg

The Spitfire GT at Le Mans

For the 1964 Le Mans 24 Hour Race, Triumph entered three cars — ADU 1B for Mike Rothschild and Bob Tullius), ADU 2B (David Hobbs/Rob Slotemaker) and ADU 3B (Jean-Louis-Marnat/Jean Francois Piot).

ADU 1B and ADU 3B didn’t last the duration of the race, but the Hobbs/Slotemaker Spitfire finished 21st overall, covering 3658km at an average speed of 152km/hr.

For 1965, ADU 1B, 2B and 3B returned along with a fourth car, ADU 4B. Hobbs and Slotemaker piloted 2B. The remainder of the team included Bill Bradley and Peter Bolton (ADU 2B), Claude Dubois/Jean Francois Piot (ADU 3B) and Jean-Jacques Thuner/Simo Lampinen (ADU 4B).

Hobbs and Slotemaker were unable to repeat their 1964 success following an accident during the seventh hour. By that time, ADU 3B had already succumbed to engine failure, but the remaining two GTs took out 13th and 14th place, with the Thuner/Lampinen car taking top honours.

Triumph GT6 Time Line

October 1966

• GT6 MkI introduced with 71kW six-cylinder engine

• Production: 15,818

October 1968

• MkII released with revised rear suspension, more powerful engine (77.7kW). Raised bumpers, revised cockpit and Rostyle wheels.
• Production: 12,066

October 1970

• MkIII released; revised rear-end styling with ‘cut-off’ tail
• Production: 13,042

December 1973

• GT6 production ceased
• Total Production: 40,926

Words Ashley Webb | Photos Dan Wakelin