Picture Of

Triumph Spitfire MK IV Cars

The main aim of the next part of the work is to remove various bits and pieces so that I can pull the engine and gearbox. When I first bought the car the first thing I did was change all the water hoses and clips so I removed these first carefully so that I could reuse them once the restoration was complete. As the hoses had only been on for about 6 months these came of nice and easily. With the hoses removed the next job was to take out the radiator which was a real pain, the bolts came out of the radiator without any problems and enabled me to remove the radiator for safe keeping and checking later. The pain was that the support brackets which support the radiator to the chassis would not come off the chassis and they are right in the way so every time you do work in that area you were guaranteed to catch yourself on one of them. I soaked the bolts is loads of penetrating oil and eventually with a little help from a big hammer they gave in and came off.

To make the engine lighter and easier to lift the next job was to take off the engine ancillaries such as the alternator, starter motor, carbs and manifolds. These all came off without any problems and were stored carefully in labelled boxes to be cleaned up and checked at a later date.


With the radiator and engine ancillaries removed there is so much more room so any remaining wires were labelled and any other bits and pieces which could get in the way during the lift (such as the horns) were also removed at this point.

Related : Triumph Spitfire Cars ~ Spitfire Mark IV Part 1
Related : Triumph Spitfire Cars ~ Spitfire Mark IV Part 2

Picture Of

Triumph Spitfire MK IV Car

The bonnet had to be removed for repair of both the bonnet and the front of the chassis. To remove the bonnet the main lights have to be removed, so the wires and loom were labeled (I used inkjet avery labels as the stick to themselves well when wrapped around cables and once written on don't smudge).

Once the lights and cowls are removed the only thing to do is to unbolt the four bolts in the bonnet boxes which are under the over-riders. Although the bonnet is quite large, it was light enough for the wife and I to lift clear and move out of the way.

With the bonnet safely stored out of harms way there is plenty of room to get access to everything. The front quarter panels on the Triumph Spitfire were made of steel, but these have a tendency to rot from the inside out, and a lot of owners have replaced these panels with fiberglass equivalents, as had been done on mine.

There are only four bolts securing each quarter panel to the chassis and these came free without any problems except that on the passenger side the front cross member was like lace and the quarter panel was holding the cross member together.

Next to be removed was the front bumper which attaches with just two bolts at the top of the bonnet boxes. the bumper is not in too good a condition so either a good second hand will be found or I will look at getting mine re chromed.

The last job for january was to remove the wiring loom, This is a slow and tedious job, but if you are going to reuse the loom as I plan to, everything must be well labeled and removed carefully.

In next months article I will write about removing all the ancillary components to facilitate the removal of the engine and gearbox.

Picture Of

Triumph Spitfire MK IV Car

Let's start the renovation. In this series of articles did not try to teach you how to do things or recommend methods, I will document my experiences and how I wanted to do the things they were right or wrong I am sure that you get something from them.

Before the start I have a lot of digital photos of reference, so that when it comes time to get all pieces that I have some idea where they then have to go all back together again. I also wrote a spreadsheet. I use the overview of all components that are removed from the vehicle to hold. In this way the components are known, the number of reported storage box and the field position is recorded and the necessary work has also been observed, so that at the end of the restoration of all components should be complete and ready to assemble the machine again.

I also read many books in the context of the two, I can recommend as they happen in step by step details and photos of the restoration of a Triumph Spitfire.

I raised the Spitfire in the garage ready to go, the first step to avoid the battery was, sparks or the short circuit while working on the car.

The Spitfire was designed with a separate chassis and an engine hood, front-hinged piece that gives unparalleled access to the area of the engine compartment.

Picture Of

Triumph Spitfire Cars MK IV

After the drive shaft was repaired and the interior back together, it was time for a test drive. What felt a difference the whole Triumph Spitfire cars is much smoother at all speeds and was able to cruise at 65 mph without any problems.

A job that has traditionally required you to have all the classics I heard, to change the water hoses. It does not cost much to do and can really help with all the reliability on a hot summer day. I bought the pipe from the Moss kit for about £ 25 with carriers. Not only the movement of the pipes to improve the reliability, but it gives you the chance to wash the cooling system. After removal of the tubes I have a hose that ran clear through the radiator, heater matrix and the engine block to the water. An engine flush could be used at this point to further purification of the engine, but as a complete restoration in the works, this is not considered necessary.

I put on new pipes and tightened the clamps. (TIP: If the pipes are too narrow a measure to try them under the "hot water at the edges soft work)

The system was filled then mixed with water and antifreeze / summer coolant in perspective. I ran the engine until hot, and check for leaks and air pockets before switching off the engine and check the level. I ran the Triumph Spitfire cars for a few days and check the level again and further strengthen their ties.

During the summer I had about 2000 miles without problems, I enjoyed driving both the date of restoration on and on making the rear.

I had a week and a half of vacation for Christmas and I decided it was time to make a beginning, but as always my best plans do not come out. My wife is a "modern car" died on Christmas Eve and was towed into the garage for repair. but as it was Christmas Eve, there was no option can not be repaired so that the Triumph Spitfire cars was in operation again (see below Picture Triumph Spitfire cars between Christmas and New Year) called before the new year delay in the recovery plans even more. On the positive side, I can say that I drove the Triumph Spitfire cars for two years.

Picture Of

Classic Triumph Spitfire Cars

Over the next few weeks the cars was very reliable and great fun to drive as long as the speed was kept below 55. All the mechanical components were working fine, all the gears could be selected without any crunching, the engine was running smooth (as can be expected from this type of engine) and no oil was being burnt or dropped ( yes there was oil in the sump).

Triumph Spitfire Cars what then that a new plan was formulated, instead of starting on the restoration straight away I would use the car over the summer and start the project when the weather started to turn for the worse.

I decided to do a few jobs to ensure smooth running over the summer, the first of which was the troublesome prop-shaft. I jacked up the Triumph Spitfire Cars, put it on axle stands (safety first) to check for play in the prop but couldn't feel any movement. I decided it was best to change the universal joints anyway, just to be on the safe side, as a disintegrating prop-shaft can be very dangerous.

I had changed the universal joints on my MGBGT a couple of years ago so I was sure of the procedure, the only difference being that on the MGBGT the prop-shaft is removed completely from below, where as on the spitfire the connections to the axle are removed from below and the gearbox end is disconnected from inside the Triumph Spitfire Cars.This does mean having to remove part of the interior trim and the transmission cover. Once the prop-shaft was out it was clear that the universal joints were long past their best, in fact in one of the universal joints most of the needle bearings were missing.

Picture Of

Triumph Spitfire MK IV Car

The Car was bought from Sports Car Supplies near Newcastle in the North of England, with 12 months MOT and Tax. The intention was always to restore the Triumph Spitfire car, as having an MGBGT in fairly good order which only requires servicing and maintenance, a project Triumph Spitfire MK IV car would give me the chance to explore new avenues of the hobby. The fact the at project car was tax exempt and came with 12 months MOT was a bonus, as I could run the Spitfire car for a while to check the condition of main mechanical components, i.e. Engine, Gearbox, Back axle, Suspension and Steering.

When you buy a Triumph Spitfire MK IV car you should always take it for a test drive, unfortunately it was February and we still had snow on the ground, and as the Triumph Spitfire cars was destined for restoration I felt that it was not too important, anyway it came with 12 months mot, so at least it was road worthy.

The day came to collect the Triumph Spitfire cars, fortunately the snow had gone, although it was still bitterly cold but at least the heater worked well (in fact I was unable to turn it off). We managed the 30 or so miles home without any problems deciding to keep off the motorway and go cross country. One thing that became apparent on the way home was that driving at anything over 55 miles per hour was out of the question, as anything above was accompanied by severe vibrations in the Triumph Spitfire MK IV car (most likely the universal joints on the prop-shaft).

Picture Of Triumph Spitfire Classic Cars

The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers.


Detail improvements continued to be made throughout the life of the Mark IV, and included 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 dashboard 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, though wire wheels ceased to be available.


The 1980 model was the last and the heaviest of the entire run weighing in at 1,875 lb (850.5 kg). Base prices for the 1980 model year were $5,995 in the US and £3631 in the UK. The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed.

Picture Of Triumph Spitfire Classic Cars

In 1973 in the United States & Canada and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500 though in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased which made it much more drivable in traffic. The reason for the engine problems was due to continued use of three main bearings for the crank shaft.


While the rest of the world saw 1500s with the compression ratio reduced to 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 and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 100 bhp (75 kW) with a fast 0-60 time of 14.3 seconds.


The notable exception to this was the 1976 model year, where the compression was raised to 9:1. This model produced over 100 mph (160 km/h).

Picture Of Triumph Spitfire Classic Cars

An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen.

By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit.


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

Picture Of Triumph Spitfire Classic Cars

The Mark IV brought the most comprehensive changes to the Spitfire. It featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced by a wooden one in 1973. The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalize production with the TR6 2.5 litre engines, which somewhat decreased its "revvy" nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer than the Mark III. The gearbox gained synchromesh on its bottom gear.

On 8 February 1968, Standard-Triumph General Manager George Turnbull personally drove the 100,000th Triumph Spitfire off the end of the Canley production line. More than 75% of the total production had been exported outside the UK including 45% to the USA and 25% to mainland European markets.


Starting in 1969, however, US-bound models had to be changed to comply with new safety/emission regulations. It basically ended an era and you may hear models after 1969 be referred to as "federal" Spitfires. The changes included a slight decrease in horsepower (68 bhp) due to emissions control, the instrument panel was moved in front of the driver, and new seats were introduced which had integrated headrests to help against whiplash.

Picture Of Triumph Spitfire Classic Cars

The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as 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 was improved again with a wood-veneer instrument surround. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mark III range, the instrument cluster was still centre-mounted (as in the Mark I and Mark II) so as to reduce parts bin counts (and thereby production costs) for right-hand and left-hand drive versions.


The 1147 cc engine was replaced with a bored-out 1296 cc unit, as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) and made the Mark III a comparatively quick car by the standards of the day. Popular options continued to include wire wheels, a hard top and a Laycock de Normanville overdrive, and far more relaxed and economical cruising at high speeds. The Mark III was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 12.5 seconds.The Mark III actually continued production into 1971, well after the Mark IV was introduced.

Picture Of Triumph Spitfire Classic Cars

Picture Of Triumph Spitfire MKI Classic Cars

Picture Of Triumph Spitfire Classic Cars

The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanics were basically stock Herald components: The engine was a 4-cylinder of 1147 cc, mildly tuned for the Spitfire with twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

Picture Of Triumph Spitfire Classic Cars

The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

Picture Of Triumph Spitfire MKIII Classic Cars

Picture Of Triumph Spitfire Mark III Classic Cars

Models Five separate Spitfire models were sold during the production run

Picture Of Triumph Spitfire Cars

The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market which had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car. Triumph's idea was to use the mechanics from their small saloon, the Triumph Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis; it was Triumph's intention therefore to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.


The Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens at that time), as well as a single-piece front end which tilted forwards to offer unrivalled access to the mechanics. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization that funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Picture Of triumph spitfire MKIII Cars

Triumph had not failed to notice the success of the Austin Healey Sprite, and wanted a small sports car of their own to capture a share of this market. The result was the Triumph Spitfire introduced in 1962. It was an eye-catching two-seater sports car based on a modified Triumph Herald chassis with most of its mechanical components also coming from the Herald. The renowned Italian designer Michelotti had been instrumental in styling the Spitfires sleek bodywork.

Picture Of 1972 triumph spitfireCars

The first Spitfire to go on sale was powered by the 1147cc Herald engine which had received twin SU carburettors, improved camshaft and had a higher 9:1 compression ratio than that of the Herald saloon. It was badged as the Spitfire 4 with the Spitfire name being taken from the famous WW2 fighter plane, and the ”4” referring to the number of cylinders. This model is now often referred to as the Mk 1. Available options on this (and many of the later models) included an overdrive gearbox, steel hardtop and centre lock wire wheels.

Picture of Triumph Spitfire MkIII

The Triumph Spitfire was a small British two-seat sports car, introduced in October 1962. This beautiful little sports car was styled by the Italian stylist Michelotti. Initially based on the Triumph Herald mechanicals the Spitfire competed successfully in rallies in Europe and was raced in North America.

The Triumph Spitfire was rivalled by the MG Midget but most observers feel that the Spitfire was a more sophisticated car with its fully independent suspension, wind up windows and optional removable steel hardtop.

Servicing was made easy by the Spitfire's tilt forward bonnet which included the wheel arches giving full access to the engine and front suspension, similar to the E-Type Jaguar bonnet.

Picture 1972 Triumph Spitfire