User:Kumboloi/sandbox/Triumph Spitfire

Triumph Spitfire
Triumph Spitfire 1500 (European market)
Overview
Manufacturer	Standard Motor Company Triumph Motor Company (Leyland Motors)
Production	1962–1980
Assembly	Canley, Coventry, England Mechelen, Belgium Durban, South Africa, Cape Town South Africa Australia
Designer	Giovanni Michelotti
Body and chassis
Class	Sports car
Body style	2-seat drophead coupé
Layout	FR layout
Related	Triumph Herald, Triumph Vitesse, Triumph GT6
Dimensions
Wheelbase	83 in (2,108 mm)
Length	145 in (3,683 mm)
Width	57 in (1,448 mm)
Height	48 in (1,219 mm) hood up.
Kerb weight	1,568 to 1,759 lb (711 to 798 kg) (unladen U.K.spec)

The Triumph Spitfire is a British sports car manufactured between 1962 and 1980. Styled for Standard-Triumph in 1957 by Italian designer Giovanni Michelotti, the Spitfire was introduced at the London Motor Show in 1962. It was manufactured at Standard-Triumph's Canley works, with approximately 315,000 produced over five production iterations in 18 years.

The car was named after the Supermarine Spitfire fighter plane of World War II.

History

In 195?, Austin Healey launched the Austin Healey Sprite.

The Spitfire was conceived of by Standard-Triumph to compete in the small sports car market against the Austin-Healey Sprite. The Sprite used the drive train of the Austin A30/A35 in a new lightweight body, while the Spitfire used mechanicals from the Herald saloon. Where the Austin A30 used unitary construction, the Herald used a separate backbone chassis — which Triumph was able to downsize, saving the cost of developing a completely new chassis-body unit.

Board approved expenditure of £4,408 to commission construction of a running prototype "Bomb" at meeting of 19 September 1960.

Title??? Harry Webster proposed that the new sportscar be based on the Herald, then led the engineering development team. http://www.gt6mk2.com/history.html https://www.hemmings.com/stories/article/1979-triumph-spitfire-1500 https://torontotriumph.com/suite/pictures/links_links/63-file.pdf

Work on "Bomb prototype started in September 1960. https://lococlassics.nl/wp-content/uploads/2019/09/Spitfire.pdf http://www.triumphspitfire.nl/spithistory.html

Michelotti, who had designed the Herald, styled the bodywork, which featured wind-down windows (in contrast to the Sprite and Midget, which used side curtains) and a cowl composed of the bonnet and wings that opened forward for engine access. The Spitfire's introduction was delayed by its company's financial troubles in the early 1960's and was subsequently announced shortly after Standard Triumph was taken over by Leyland Motors. While taking stock of their new acquisition, Leyland officials found Michelotti's prototype under a dust sheet in a factory corner, and quickly approved it for production.

Stanley Markland. "That's good. We'll make that." https://www.hemmings.com/stories/article/1962-64-triumph-spitfire-mk1

Features

Body and chassis

While the Spitfire's steel backbone chassis was based on that of the Triumph Herald saloon, the wheelbase was reduced from the 91.5 in (2,324 mm) of the Herald to 83 in (2,108 mm) for the Spitfire. The chassis outriggers on the Herald were deleted. This meant that the rear suspension's trailing arms that used to be bolted to the outriggers had to be attached to reinforced anchor points added to the Spitfire's steel body structure.

The design used body-on-frame construction. A manually deployable convertible hood, substantially improved on later models, provided weather protection and a bespoke hard-top was available as a factory option.

Running gear

The Spitfire shared the Herald's running gear.

The Herald's rack and pinion steering and coil-and-wishbone front suspension carried over, having derived from systems used by the former Alford & Alder company that had been acquired by Standard-Triumph in 1959.

Rear suspension was by a single transverse-leaf swing axle, an arrangement, that unless ameliorated by any of several options, can allow rear tyres to undergo large camber changes during fast cornering, leading to oversteer – a dynamically unstable condition in which a vehicle can lose control and spin. A common upgrade by owners to reduce this tendency was the addition of a camber compensator, a single flat spring originally developed by North America Triumph Competition Manager Kas Kastner.

Spitmag19 - camber compensator.

Powertrain

Standard SC engine

four-cylinder with a pushrod OHV cylinder head and two valves per cylinder. In most markets the engine was fitted with two single choke SU carburettors.

Spitfire 4 (1962–64)

Triumph Spitfire 4
Overview
Production	1962–1964 45,753 made
Powertrain
Engine	1,147 cc (70.0 cu in) OHV Standard SC engine I4
Transmission	4-speed manual with optional overdrive on top and third from 1963 onwards
Dimensions
Kerb weight	1,568 lb (711 kg) (unladen U.K.-spec)

The production design changed little from the prototype: the full-width rear bumper was replaced by two part-bumpers curving around each corner, with overriders. Mechanicals derived from the Herald saloon/sedan, with the notable addition of front disc brakes. Bodywork was bolted to the much-modified Herald chassis, the outer rails and the rear outriggers having been removed; with structural outer sills to stiffen the overall design.

Rear view

As an inexpensive small sports car, the Spitfire's trim was spartan by today's standards, consisting of rubber mats and a large plastic steering wheel. It was nonetheless considered fairly comfortable at the time, having wind-down windows, exterior door locks, and relatively full instrumentation. These early cars were badged as "Spitfire 4s", different from the later Spitfire IV. The "Spitfire 4" name indicated the possibility of the appearance of a six-cylinder version. After the Spitfire 4 Mk 2 was released, the original model began to be called the Mk 1. ref???

The engine in the debut model had a bore × stroke of 69.3 mm × 76 mm (2.73 in × 2.99 in) and displaced 1,147 cc (70.0 cu in). In UK specification the inline four produced 63 bhp (47 kW) at 5,750 rpm, and 67 lb⋅ft (91 N⋅m) of torque at 3,500 rpm. This gave a top speed of 92 mph (148 km/h), and a 0 to 60 mph (97 km/h) time of 16.4 seconds. Average fuel consumption was 31 mpg.

For 1964 an overdrive became optional to the four-speed manual gearbox. Wire wheels and a hard top were also available.

Spitfire & GT6 Magazine 41 - changes.

Spitfire 4 Mk 2 (1965–67)

Triumph Spitfire Mk 2
Overview
Production	1965–1967 37,409 made
Powertrain
Engine	1,147 cc (70.0 cu in) Standard SC I4
Transmission	4-speed manual with optional overdrive on top and third
Dimensions
Kerb weight	1,568 lb (711 kg)(unladen U.K.spec)

In March 1965 the Spitfire 4 Mk 2 launched with a retuned engine, featuring a revised camshaft profile, water-heated intake manifold, and tubular exhaust manifold, increasing power to 67 bhp (50 kW) at 6,000 rpm. The coil-spring design clutch of the original car was replaced with a Borg & Beck diaphragm spring clutch; North American models retained the coil-spring housing and were also equipped with ACDelco distributors. Exterior trim featured a new grille and badges, and the interior featured revised seats, covering most exposed surfaces with rubber cloth. Carpeting replaced the original moulded rubber floor mats.

Its base price was £550; the Austin-Healey Sprite's was £505 and the MG Midget's £515. Top speed was claimed to be 96 mph (154 km/h) and its 0–60 mph time of 14.8 seconds was considered "lively". The factory claimed that at highway speeds (70 mph (110 km/h)) the car achieved 38.1 miles per imperial gallon (7.41 L/100 km; 31.7 mpg_‑US).

Spitfire Mk 3 (1967–70)

Triumph Spitfire Mk 3
Overview
Production	1967–1970 65,320 made
Powertrain
Engine	1,296 cc (79.1 cu in) Standard SC I4
Transmission	4-speed manual with optional overdrive on top and third
Dimensions
Kerb weight	1,568 lb (711 kg)(unladen U.K.spec)

Spitmag18 - Spitfire III

The Mk 3, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and the front coil springs were slightly raised. Slightly revised bonnet pressings were carried over. Rear overriders were deleted and bumper mounted reversing lights became standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate). The interior received a wood-veneer instrument surround and a smaller, 15-inch, wire spoked steering wheel. A folding hood replaced the earlier, more complicated design. For most of the Mk 3 range, the instrument cluster remained centre-mounted (as in the two previous versions), easily accommodating right-hand and left-hand drive versions.

The 1,147 cc engine was replaced with a bored-out 1,296 cc unit (the bore increasing from 69.3 mm (2.73 in) to 73.7 mm (2.90 in), stroke retained at 76 mm (3.0 in)), as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. A new quieter exhaust gave a sweet distinct note and reduced cabin noise. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) at 6,000 rpm, and 75 lb⋅ft (102 N⋅m) of torque at 4,000 rpm, and made the Mk 3 a comparatively quick car by the standards of the day. Options included wire wheels, factory hard top and a Laycock de Normanville overdrive. The Mk 3 was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 13.4 seconds, and reaching a top speed of 95 mph (153 km/h). Average fuel consumption was 33mpg. The Mk 3 continued production into 1971, well after introduction of the Spitfire IV.

Interior

On 8 February 1968, Standard-Triumph general manager George Turnbull drove the 100,000th Triumph Spitfire off the Canley production line. More than 75% of this number had been exported outside the UK, including 45% to the US and 25% to mainland European markets.

The 1968 model featured dual system (aka tandem) brakes with a brake failure warning device. The engine used a revised camshaft and a distributor with idle speed ignition timing retarded to address emissions. The twin SU carburettors now included overrun valves in the throttle discs and anti-tampering features on carburettor fuel-air mixture nuts.

Starting in 1969, US-bound models were "federalised" to comply with safety and emissions regulations. A reduced compression ratio of 8.5:1 resulted in a slight decrease in power (68 bhp) and 73 ft-lbs of torque. However, the 0–60 time of 14 seconds was still faster than the Mk 2. The instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Cosmetically, the wood dash was replaced with a matte black finished assembly intended to imitate an aircraft cockpit.

The Mk. III's final production year (1970) included an integrated rear reverse and license plate lamp, side lamps at the front and rear and new badging. The separate "Triumph" letters on the front of the bonnet were removed and "Triumph" and "Spitfire" rectangular badges were used in the front, rear sides and rear. A limited number of U.S. market 1970s were adorned with an RAF style "Spitfire" badge (U.K. models had a plain badge without the RAF roundel) that rested in the right corner (car opposing point of view) of the bonnet. Additional exterior changes introduced included a zip up rear window, black radiator grille and a black (vs body coloured) windscreen surround. Full wheel covers of two styles were used including the 1969 introduced model with "SPITFIRE" circumscribing the hub and a unique derivative without the branding. Interior changes included a steering column mounted ignition switch, a key-in-ignition warning buzzer, driver's side under-dash courtesy lamp and a new black spoked steering wheel. Under the bonnet, some markets had the twin SU carburettors replaced with a single Zenith-Stromberg carburettor.

Spitfire IV (1970–74)

Triumph Spitfire IV
Triumph Spitfire IV
Overview
Production	1970–1974 70,021 made
Powertrain
Engine	1,296 cc (79.1 cu in) Standard SC I4
Transmission	4-speed manual with optional overdrive on top and third
Dimensions
Kerb weight	1,717 lb (779 kg)(unladen UK spec)

Spitmag22 - Spitfire IV The Spitfire IV featured a redesigned rear, similar to the Triumph Stag and Triumph 2000 models, both also designed by Michelotti. The front end was revised with a new bonnet pressing, eliminating the weld lines on top of the wings, door handles were recessed, the convertible hood received squared-off corners. The interior was revised to include a full-width fascia, with instruments ahead of the driver rather than over the centre console, initially finished in black plastic and then from 1973 finished in wood.

Square tail, making the previous models round tails. https://britishmotorcarsinbristol.com/competitions

The engine was now rated at 63 horsepower for the UK market, with a 9:1 compression ratio and twin SU HS2 carburettors. (The less powerful North American version continued to use a single Zenith Stromberg carburettor and an 8.5:1 compression ratio) due to the German DIN system; the output was the same for the early Spitfire IV. Performance was slower than the Mk 3 due to its weight increase and taller 3.89:1 final drive as opposed to the earlier 4.11:1.

The Spitfire IV engine displaced 1,296 cc (79.1 cu in) throughout the production run, and in 1973 received larger big-end bearings to rationalise production with the TR6 2.5-litre engines. The engine was also detuned to meet new emissions regulations. With the overall weight also increasing to 1,717 lb (779 kg) performance dropped, with 0 to 60 mph (0 to 97 km/h) now in 15.8 seconds and top speed reduced to 90 mph (140 km/h). Fuel economy was 32 mpg_‑imp (8.8 L/100 km; 26.6 mpg_‑US).

A revised hardtop also became available, with rear quarter-lights and a flatter rear screen.

In 1970, Triumph modified the rear suspension,. decambering it by incorporating what they called a "swing spring". One leaf was eliminated from the stack and only the bottom leaf was attached rigidly to the differential. The remaining leaves were mounted to pivot freely — thereby eliminating the worst characteristics of the original swing-axle design.

The swing spring had the effect of simultaneously lowering the rear roll stiffness and roll height. http://www.fairpoint.net/~herald948/database/cc/index.htm

Importantly, the heavily criticised rear suspension was decambered, incorporating what Triumph called a "swing spring". One leaf of the suspension "stack" was eliminated and only the bottom leaf was attached rigidly to the differential. The remaining leaves were mounted to pivot freely — eliminating the worst characteristics of the original swing-axle. This was a different approach than that taken with the Triumph GT6 Mk II (GT6+) and Triumph Vitesse Mark 2, both of which received new lower wishbones and Rotoflex half-shaft couplings. The result on all these cars was improved handling.

The Spitfire IV went on sale in the UK at the end of 1970 with a base price of £735.

Spitfire 1500 (1974–80)

Triumph Spitfire 1500
Overview
Production	1974–1980 95,829 made
Powertrain
Engine	1,493 cc (91.1 cu in) Standard SC I4
Transmission	4-speed manual with optional overdrive on top and third
Dimensions
Kerb weight	1,750 lb (790 kg)(unladen U.K.-spec)

In 1973 in the United States and Canada, and 1975 in the rest of the world, the 1500 engine was used on the MK IV body to make the Spitfire 1500. Although in this final incarnation the engine was rather rough and more prone to failure than the earlier units, torque was greatly increased by increasing the cylinder stroke to 87.5 mm (3.44 in), which made it much more drivable in traffic.

A 1976 Spitfire 1500 photographed in London the following year

While the rest of the world saw 1500s with a compression ratio of 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel. With the addition of a catalytic converter and exhaust gas recirculating system, the engine only delivered 53 bhp (40 kW) (DIN) with a slower 0–60 mph time of 16.3 seconds. The notable exception to this was the 1976 model year, where the compression ratio was raised to 9.1:1. This improvement was short-lived, however, as the ratio was again reduced to 7.5:1 for the remaining years of production.

Rear view of a 1978 Spitfire 1500

In the UK the 9:1 compression ratio, less restrictive emissions control equipment, and the Type HS2 SU carburettors now being replaced with larger Type HS4 models, led to the most powerful variant to date. The 1500 Spitfire now produced 71 hp (DIN) at 5,500 rpm, and produced 82 lb⋅ft (111 N⋅m) of torque at 3,000 rpm. Top speed was now at the 100 mph (160 km/h) mark, and 0 to 60 mph (97 km/h) was reached in 13.2 seconds. Fuel economy was reduced to 29mpg.

Further improvements to the suspension followed with the 1500 included longer swing axles and a lowered spring mounting point for more negative camber and a wider rear track. The wider, lower stance gave an impressive skid pad result of 0.87g average. The gearbox gained synchromesh on its bottom gear.

The final Triumph Spitfire to roll off the assembly line is this yellow 1980 hardtop example, pictured here at the British Motor Museum

The American market Spitfire 1500 is identified by large plastic over-riders and wing mounted reflectors on the front and back wings/fenders. US specification models up to 1978 featured chrome bumpers, and on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders, using chassis extensions to support the bumpers.

Detail improvements continued to be made throughout the 1500's production run, including reclining seats with "chequered brushed nylon centre panels" and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old fascia-mounted knobs and switches. Also added for the model's final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones. Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, but wire wheels ceased to be available.

The 1980 model was the last and the heaviest Spitfire, weighing 1,875 lb (850.5 kg). Base prices for the 1980 model year were $7,365 in the US and £3,631 in the UK.

Assembled at Canley in August 1980 shortly before the factory closed, the last Spitfire was an Inca Yellow UK-model including the factory hardtop and overdrive options. Never sold to the public, it remains on display at the British Motor Museum.

Technical summary

Model	Spitfire 4	Spitfire 4 Mk 2	Spitfire Mk 3	Spitfire IV	Spitfire 1500
Production dates	October 1962 – December 1964	December 1964 – January 1967	January 1967– December 1970	November 1970 – December 1974	December 1974 – August 1980
Units produced	45,753	37,409	65,320	70,021	95,829
Layout	Front-engine, rear-wheel-drive layout
Engine	Standard SC inline four cylinder
Valvetrain	Single cam-in-block driving two overhead valves per cylinder via pushrods and rocker arms
Bore x stroke	69.3 mm × 76 mm (2.73 in × 2.99 in)		73.7 mm × 76 mm (2.90 in × 2.99 in)		73.7 mm × 87.5 mm (2.90 in × 3.44 in)
Displacement	1,147 cc (70.0 cu in)		1,296 cc (79.1 cu in)		1,493 cc (91.1 cu in)
Induction	Two SU HS2 carburettors				Two SU HS4 carburettors
Maximum power	63 hp (47 kW) at 5750	67 hp (50 kW) at 6000	75 hp (56 kW) at 6000	61 hp (45 kW) at 5500	71 hp (53 kW) at 5500
Maximum torque	67 lb⋅ft (91 N⋅m) @ 3500 rpm	67 lb⋅ft (91 N⋅m) @ 3750 rpm	75 lb⋅ft (102 N⋅m) @ 4000 rpm	68 lb⋅ft (92 N⋅m) @ 2900 rpm	82 lb⋅ft (111 N⋅m) @ 3000 rpm
Cooling	Water cooled
Transmission	4-speed manual, optional overdrive
Clutch	Borg and Beck single dry plate
Chassis/body	Steel backbone chassis with steel body
Front suspension	Upper and lower wishbones, coilover dampers, antiroll bar
Rear suspension	Swing axles, trailing arms, transverse leaf spring, telescopic dampers			Swing axles, trailing arms, transverse leaf "swing" spring, telescopic dampers
Brakes F/R	Disc/drum
Steering	Alford & Alder rack and pinion
Tyres	5.20-13			145SR13	155SR13
Track F/R	1,245 / 1,220 mm (49.0 / 48.0 in)			1,245 / 1,270 mm (49.0 / 50.0 in)
Wheelbase	83 in (2,108 mm)
Length Width Height	3,685 mm (145.1 in) 1,450 mm (57.1 in) 1,205 mm (47.4 in)		3,730 mm (146.9 in) 1,450 mm (57.1 in) 1,205 mm (47.4 in)	3,785 mm (149.0 in) 1,490 mm (58.7 in) 1,205 mm (47.4 in)
Weight	1,570 lb (710 kg)	1,567 lb (711 kg)	1,567 lb (711 kg)	1,618 lb (734 kg)	1,797 lb (815 kg)
Top speed	92 mph (148 km/h)	100 mph (161 km/h)		97 mph (156 km/h)	100 mph (161 km/h)
Acceleration 0 – 60 mph (97 km/h)	17.3 seconds	13.6 seconds	seconds	seconds	11.2 seconds

Motorsports

Spitmag27 Le Mans Spitfire and Macau Spitfire.

The Macau Spitfire

The Macau Spitfire was a special lightweight model built by the factory specifically to race in the 1965 Macau Grand Prix. The car had an all-aluminum tub, a single seat with a cover over the passenger's area, a head-fairing behind the driver and a Le Mans nose. The original engine was a Le Mans 70X displacing 1,147 cc (70.0 cu in) and producing 109 hp (81.3 kW). Power went to the rear through a GT6 transmission. The car finished third in the Grand Prix, after which it was shipped back to Coventry. In 1966 the car was sent to California, where Kastner substituted a 200 hp (149.1 kW) 2 L inline six and a TR4 transmission, added a larger radiator and fuel tank and modified the hood with a scoop to clear the longer engine. After racing the car briefly it was sold.

(Spitfire & GT6 magazine Volume 2, Issue 3 - date? Spitmag7 - Macau Spitfire)

Spitmag11 - The Racing Spitfires Spitmag13 - Le Mans and Mugello Spitfires

Other

Popular in street and rally racing, Spitfires won numerous SCCA National Sports Car Championships in F and G Production classes; placed second overall and won its class at the 1964 Tour de France rally, and won the 1964 Geneva Rally. In 1965, a Spitfire won its class in the Alpine Rally.

References

Notes

Bibliography

• Robson, Graham (1982). Triumph Spitfire and GT6. Osprey Publishing. ISBN 0-85045-452-2.
• Blunsden, John (October 1962). "Triumph Spitfire 4". Illustrerad Motor Sport (in Swedish). No. 10. Lerum, Sweden.
• Thomason, John (2006). Triumph Spitfire and GT6: a guide to originality. Ramsbury: Crowood. ISBN 9781861268617. OCLC 67375471.
• Krause, G. William (8 September 2017). The Illustrated History of Triumph Sports and Racing Cars. CarTech. ISBN 978-1613253397.
• Knowles, David (15 July 2016). Triumph TR6: The Complete Story. Crowood Press. ISBN 978-1785001376.

External links

• Triumph Spitfire Mk3 Overdrive (1967) Exterior and Interior in Full HD 3D

Spitfire Category:Rear-wheel-drive vehicles Category:Roadsters Category:British Leyland vehicles Category:Convertibles Category:1970s cars Category:1980s cars Category:Cars introduced in 1962 Category:24 Hours of Le Mans race cars Category:Automobiles with backbone chassis Category:Cars discontinued in 1980