- Triumph GT6
name = Triumph GT6
production = 1966–1973
body_styles = 2-door
engine = 1998 cc
transmission = Four-speed
length = "Mk 1" Auto mm|3717
"Mk 2/Plus" Auto mm|3734
"Mk 3" Auto mm|3785
wheelbase = Auto mm|2128
width = "Mk 1/2/Plus" Auto mm|1450
"Mk 3" Auto mm|1486
height = Auto mm|1193
Triumph Spitfire, Triumph Herald, Triumph VitesseThe GT6 was a 6-cylinder sports coupé built by Standard-Triumphand based on their popular Triumph Spitfireconvertible. Production ran from 1966 to 1973.
In early 1963
Giovanni Michelottiwas commissioned by Standard-Triumph to design a GT version of their recently introduced Spitfire 4 (also designed by Michelotti). [The "4" in "Spitfire 4" denotes 4-cylinder engine just as the "6" in "GT6" denotes a 6 cylinder engine.] An unmodified Spitfire 4 was transported to Michelotti's design studios in Italy and late in 1963 the prototype Spitfire GT4 was returned to England for evaluation. The styling of the vehicle was a success but unfortunately the extra weight of the GT bodyshell resulted in extremely poor performance, with the Auto cc-cu in|1147|0 Spitfire power unit, and plans for producing the Spitfire GT4 were shelved.
However, Michelotti's fastback design for the Spitfire GT4 prototype was (for the 1964 season) adopted by the Triumph racing-programme as it was deemed to provide an aerodynamic benefit over the standard Spitfire body-shape. Fiberglass copies of the Spitfire GT4's fastback were grafted on to the race-modified Spitfires destined for competition. The Spitfire racing-programme was successful and, in 1965, resulted in a 1st in category at the prestigious Le Mans 24 Hour (beating their main rivals, the MG Midgets). The competitive success of the Spitfire racing-programme, as well as the continued commercial success of the production vehicle led Triumph to reevaluate its shelved plans for a GT version of the Spitfire. To overcome the lack of performance inherent in the heavier body-style the Spitfire's 4 cylinder engine was replaced with the more powerful 2 litre 6 cylinder engine from the
Triumph Vitesse(which shared a similar chassis with both the Spitfire and Triumph Herald). The car was further developed and refined and eventually launched as the Triumph GT6 (dropping the "Spitfire" prefix) to identify its GT styling and its 6 cylinder engine.
Contemporary Triumph marketing advertised the GT6 as being developed from the "race winning Le Mans Spitfires" to capitalise on their aesthetic similarities, whereas the Le Mans Spitfires and the GT6 were actually two entirely separate development programmes (the GT programme predating the racing programme). However, the marketing spin was so successful that many people erroneously believed the Le Mans Spitfires to actually be GT6s.
The New GT6
The new car was introduced in 1966, and called the Triumph GT6. The new body was a sleek fastback design with an opening rear hatch (This gave the GT6 the nickname "Poor man's E-Type"). It was really a 2-seater, but a small extra rear seat could be ordered if required and was large enough for small children. The family resemblance to the Spitfire Mk.2 was strong, but hardly any major body panels were shared; the longer 6-cylinder engine necessitated a new bonnet with a
power bulgeand the doors were provided with opening quarter light windows. The 6-cylinder engine was tuned to develop Auto bhp|95|0 and necessitated certain changes to the Spitfire mechanics; the radiator was new and mounted further forward in the car and the gearbox was the stronger unit from the Vitesse, with optional overdrive. Front springs were uprated to cope with the extra weight from the new engine. The interior of the GT6 was well equipped; a wooden dashboard housed a full complement of instruments, and carpets and heater were standard.
The new car had some very strong selling points. The new engine provided a convert|106|mi/h|km/h|abbr=on top speed, and 0-60 mph in 11.7 seconds, a little better than the MGB GT. Moreover, the unit was comparatively smooth and tractable, in marked contrast to the MG's rather harsh 4-cylinder motor. Fuel economy was very reasonable for the period, and the interior well up to the competition. The only major criticism was of its rear suspension; the GT6 inherited the swing-axle system from the Spitfire, which in turn was copied from the Herald small saloon. In the saloon it was tolerated, in the little Spitfire it was not liked, and in the powerful GT6 it was heavily criticised. Triumph had done nothing to improve the system for the GT6, and the tendency to break away if the driver lifted off the power mid-corner was not helped at all by the increased weight at the front of the car. The handling was most bitterly criticised in the USA, an important export market for Triumph, where they were traditionally very strong. Similar criticism was being levelled at the Vitesse saloon, which shared both the GT6's engine and its handling problems.
Triumph realised that they needed to find an answer to the problem, if only to keep their reputation in the
USA. Their response came with the 1969 model year, with the introduction of the GT6 MK2, known in the States as the GT6+. The swing-axle suspension was significantly re-engineered using rotoflexcouplings, taming the handling and turning the Triumph into an MGB-beater. The Vitesse was also modified, but the Spitfire had to wait until 1970 for any improvements to be made.
There were other changes for the MK2: the front bumper was raised (in common with the Spitfire Mk.3) to conform to new crash regulations, necessitating a revised front end, and side vents were added to the front wings and rear pillars. Under the bonnet, the engine was uprated to develop 104 bhp with a new cylinder head, camshaft, and manifolds. The interior was also updated with a new dashboard and better ventilation, a 2-speed heater fan and a black headlining. Overdrive remained a popular option.
The final major facelift for the GT6 came in 1970, to make the MK3. This time the whole bodyshell was revised to match the changes made to the Spitfire Mk.IV; these included a cut-off rear end, recessed door handles and a smoother front end. Only detail changes were made to the mechanics, but in 1973 - close to the end of the car's life - the rear suspension was changed again, this time for the cheaper (but still effective) 'swing-spring' layout. A brake servo was also added in 1973, and seats were changed from vinyl to cloth. There was still a fairly comprehensive options list, but the attractive 'knock-on' wire wheels were no longer available. Performance for the MK3 was basically similar to the MK2, top speed of convert|117|mi/h|km/h|abbr=on and a 0-60 time of 10.1 seconds; this was now comfortably ahead of the MGB GT, which topped out at about convert|105|mi/h|km/h|abbr=on and reached 60 mph in approximately 13 seconds. Unfortunately, the last U.S. models performed comparatively poorly, as compression ratios were lowered to accommodate lower
octane unleaded gasoline.
The GT6 proved to be a thoroughly pleasant, well-behaved sports car, certainly after the launch of the MK2. However it never sold in the numbers hoped for by Triumph, and was comprehensively beaten in the marketplace by the arguably inferior MGB. This seems a puzzle; the smaller-engined Spitfire sold better than the MG Midget, but this success eluded the GT6. Triumph always refused to release an official convertible version of the GT6 (although a number of owners successfully created one), and this may be partly responsible; the only likely explanation for this is their reluctance to offer any competition for their TR6 roadster, a strong seller in the USA. Whatever the reason, the GT6 was quietly dropped from the Triumph range at the end of 1973, with a few cars being sold the year after.
Today the cars have a strong following on the classic car circuit in the UK and USA. Mechanics are exceptionally strong, and share many common parts with other Triumphs of the period. Survival rate is comparatively high and there is excellent support from owners clubs.
* Dredge, R. 2003. "GT6: the poor man's E-type...". Practical Classics. July 2003, p. 124-129
* [http://www.nasshq.org/ Headquarters of the North American Spitfire & GT6 Squadron]
* [http://www.teglerizer.com/InternationalGT6database/ International Triumph GT6 Registry Database]
* [http://www.teglerizer.com/home.html Paul Tegler's Spifire & GT6 Megasite]
* [http://www.gt6.info GT6 Technical Data and Information]
* [http://www.triumphspitfire.com/ Spitfire & GT6 Magazine]
* [http://www.clubtriumph.org.uk Club Triumph (UK)]
* [http://www.tssc.org.uk Triumph Sports Six Club (UK)]
* [http://www.vtr.org Vintage Triumph Register (North America)]
* [http://www3.telus.net/bc_triumph_registry British Columbia Triumph Registry (Canada)]
* [http://www.classiccarhub.co.uk/information.html GT6 technical information and Triumph colour codes]
* [http://www.classic-car-magazine.co.uk/image_gallery/triumph_gt6.html GT6 MK1 MK2 & MK3 Technical Information]
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