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1972 Triumph GT6

Giovanni Michelotti was commissioned by Standard-Triumph in early 1963 to design a GT version of the recently introduced Spitfire 4. Michelotti's design studio in Italy received an unmodified Spitfire 4, and late in 1963, the prototype Spitfire GT4 was returned to England for inspection and evaluation. The styling was very appealing, but the Spitfire engine and extra weight of the GT bodyshell resulted in extremely poor performance. Plans for producing the Spitfire GT4 were shelved until a suitable powerplant could be sourced. Thankfully, the 2-liter 6-cylinder engine from the Triumph Vitesse proved adequate, and with further development and refinement, the Triumph GT6 was introduced. The 'GT' was in recognition of its styling, and the '6' was for the six-cylinder engine.

The LeMans Spitfires and the GT6 were separate development programs, however, period Triumph marketing advertisements claimed the GT6 was a development from the 'race-winning Le Mans Spitfires.' Nevertheless, the marketing spin proved very successful as many people erroneously believed the Le Mans Spitfires to actually be GT6s.

The Triumph GT6 arrived in October 1966 and remained in production until 1973. Its chassis and running gear were essentially from the Triumph Herald that had proven more than adequate to cope with the six-cylinder power. The GT6 used the Herald/Spitfire's softly sprung rear swing axle that was later replaced by lower wishbones on the GT6 MK II (GT6+ in the U.S.), introduced for the 1969 model year. Additional changes introduced for the Mk II was a raised front bumper in compliance with safety regulations, a revised front end, and side vents added to the front wings and rear pillars. The Vitesse MkII unit received a new cylinder head, camshaft, and manifolds resulting in an increase in horsepower to 104 bhp. The Zero-to-sixty mph time dropped to 10 seconds, and the top speed increased slightly to 107 mph. The interior received a two-speed heater fan, black headlining, a new dashboard, and better ventilation.

The 1970 model year brought about the GT6 MkIII, the final major update for the series. The changes made up to this point o the Spitfire Mk IV were now implemented on the bodyshell of the GT6. The changes included a cut-off rear end, a smoother front end, and recessed door handles. Near the end of production, the rear suspension was again modified, this time with a 'swing-spring' layout found on the Spitfire Mk IV. A brake servo was added in 1973, and the seats were changed from vinyl to cloth. Knock-on wire wheels no longer appeared among the list of options.

The engine of the MK II was used for the MK III with similar horsepower output, however, the top speed increased to 112 mph due to better aerodynamics. Acceleration was quicker, and fuel economy improved. In the U.S., due to a shift to SAE net figures, horsepower ratings declined, dropping to 79 bhp for 1972 and 1973. Overdrive could now be selected at the gearshift lever rather than its prior location on the dashboard.

In the U.S., the 1972 Triumph GT6 MkIII Fastback Coupe had a base price of approximately $3,375.

by Dan Vaughan

The 1963 Triumph decided to enhance its range of vehicles by introducing the GT6.

The GT6 MK3 was introduced in November of 1970. Keeping in line with the Spitfire MkIV, the bonnet was flattened out, and the tail was also 'chopped off'. No longer protruding, the petrol cap and door handles were adjusted, and the rear roofline of the GT6 was altered. To meet U.S. emission regulations in 1972, the Triumph US specification vehicles updated their carburetor, ignition, piston, distributor, and camshaft design. This reduced the vehicle's power to 95 bhp.

The following year the GT6 received a facelift that included the addition of new fabric upholstery and new style instruments. The European vehicles received servo-assisted brakes and 'sundym' glass.

The power output was reduced even lower to 79 bhp as the US specification car's emission control was further controlled. This forced the GT6 MK3 to not be as competitive as previously due to the extra cost of the vehicle. The advanced rear suspension was converted back to the old swing axle type to keep the car competitive with its closest rival, the MGBGT.

Unfortunately, the safety legislation enforced by the US market meant a considerable increase in weight, and sales declined steadily. The exhaust emissions badly affected the power of the six-cylinder engine.

The last two GT6s left the factory on November 30, 1973.

by Jessican Donaldson

The Triumph GT6 was produced from 1966 through 1973. The GT6 followed on the heels of the Spitfire sports car. The body was a fastback with a rear-opening hatch. The vehicle came from the company as a two-seater, but if requested, additional seating could be placed into the rear, with space accommodating a small child. Under the long hood was a straight six-cylinder that produced just under 100 horsepower. A four-speed manual was standard; overdrive was offered as optional equipment. The top speed was around 106 mph, with zero-to-sixty taking about 11.7 seconds. The fuel economy was respectable. The vehicle's largest downfall was its poor handling in corners. Drivers reported the car had a tendency to break away, much like other models in the Triumph line-up. The extra weight of the vehicle made the Triumph GT6 even worse, and magazines and the press criticized the car rather heavily.

The interior was rather elegant, with a wood dash and complete instrumentation. Heaters and carpets were a luxury at the time, and Triumph offered them as standard equipment.

In 1968 Triumph introduced the GT6 MK2, also known as the GT6+. The spring suspension was replaced with a swing-axle unit with rotoflex couplings resulting in a revised reputation for Triumph. Triumph had finally found a reasonable solution to their Achilles' heel.

As government regulations and safety concerns continued to mount, Triumph conformed to these requirements by raising the bumper. The front end required a little modification due to the bumper changes. Side vents were added to the front wings and rear pillars.

Triumph modified the engine with a new cylinder head, manifolds, and camshafts which boosted horsepower to 104. The top speed was now about 117 mph, with zero-to-sixty taking about 10 seconds. This was faster than its competitor, the MGB GT, which had a 105 mph top speed and 13-second zero-to-sixty mph run. On the interior, a two-speed heater fan was now standard. The dash also received modifications.

The Triumph GT6 MK3 was the final upgrade for the GT6 series; it was introduced in 1970 and lasted until 1973. Triumph revised the body, which brought it inline with the design of the Spitfire. Just before the vehicle was discontinued, the suspension was again revised this time with a swing-spring setup. 1973 brought about other changes, such as cloth seats replacing the previous vinyl. Servo brakes were also added.

The Triumph GT6 was a great sports car, but it never achieved the sales success the company had hoped. The handling was a problem during its early life, but these were quickly rectified. Some have speculated that a convertible option would have helped boost sales.

by Dan Vaughan