Based on the Herald saloon, the Triumph Spitfire was an attempt to take on the Austin-Healey Sprite and MG Midget.

 

Launched in 1962 and built until 1981, the Spitfire enjoyed a production run almost as long as the venerable MGB – and there are as many owners clubs and specialists out there to cater for the small Triumph as there are for MG’s finest. Not only is it a cheap and easy classic to own, but prices are growing ever stronger as the market wakes up to just what a little bargain they’ve been. With almost 140,000 built, finding a good example really shouldn’t prove difficult – and with five distinct variants available across a broad range of values, there’s a Triumph Spitfire for everyone. The Spitfire even spawned its own derivative, the Vitesse-engined GT6 coupe, inspired by the Spitfire coupes raced at Le Mans.

 

It’s no secret that the Spitfire was inspired by the success of the Sprite and the quickest route to production was to borrow the chassis of the Triumph Herald and clothe it in a new sports body. The design work was entrusted to Triumph favourite Giovanni Michelotti, the Spitfire employing a hybrid construction with the body being welded in sections but retaining a separate chassis. This allowed a much more rigid structure than the Herald, while also allowing the car to sit closer to the ground thanks to the deletion of the Herald’s side members, with strengthened sill members making up for the lost rigidity. The powerplant was the 948cc 63 bhp engine.

 

The Spitfire was an immediate success at launch in 1962 but just two years later, the MkIII Sprite was offering similarly improved specification, encouraging Triumph to unveil the MkII Spitfire, identified by its horizontal grille and now boasting 67 bhp.

 

The two cars were on a level footing by 1968 when the MkIII Spitfire appeared, with its raised bumpers to suit US legislation, plus the 75 bhp, 1296cc engine which enabled it to crack the 100 mph barrier for the first time.

 

The increased power was by then starting to highlight the shortcomings of the Spitfire’s basic Herald-derived swing-axle rear suspension. A slightly unusual design employing a single transverse leaf spring at the rear, it allowed dramatic camber changes under load and could be a handful when driven hard.

 

The Sprite and Spitfire of course found themselves part of the same company when British Leyland was formed in 1968 and in 1970 the MkIV Spitfire appeared, with the Michelotti restyle adding sufficient weight to blunt performance. One plus point was the revision of the rear spring, with only the lower leaf fixed to the differential and the rest allowed to pivot slightly to reduce the camber change. The introduction of the 1500 engine in 1974 helped restore performance and although it offered just 71 bhp, the extra torque made the car more relaxing to drive and restored the 100 mph top speed. Production ended in 1980.