Triumph GT6

Fast Facts

• Best model: Mk3
• Worst model: Mk1
• Budget buy: Mk2
• OK for unleaded?: No
• Will it fit in the garage? (mm): L3937 x W1470mm
• Spares situation: Excellent
• DIY ease?: Couldn’t be easier
• Club support: Superb
• Appreciating asset?: Very gradually
• Good buy or good-bye?: Good buy

Interior is snug for two.

MK3 features Stag-like tail; best buy

Lusty 2000 saloon engine gives GT6 TR6-like pace

Lusty 2000 saloon engine gives GT6 TR6-like pace

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Not for nothing was Triumph’s GT6 dubbed the beginner’s E-type. And in many ways, this ‘super Spitfire’ enjoys advantages over the Jag

The Triumph GT6 was a pioneer, yet few realise just what a mould-breaking car this was. This wasn’t the fi rst car that could claim to be compact, sporty, powerful and fast, but until the GT6 came along there wasn’t anything that could also claim to be properly practical. And, that’s exactly what the baby Triumph was, thanks to its then novel E-type hatchback confi guration.

In the years since its arrival, many have compared the GT6 to the seminal Jaguar, on account of its smooth straight-six, ample performance and lithe coupé silhouette. But, unlike the Jaguar, for which prices have gone stratospheric, the Triumph has remained utterly attainable, with no sign of prices rising sharply any time soon. But, despite value having remained largely static for several years, the standard of GT6s out there has steadily risen over the past decade, thanks to brilliant club and specialist support. As a result, you can get into one of the very best GT6s available for the same sort of money as a basket-case E-type will cost you. Yet, you’ll be able to enjoy most – if not all – of the same thrills.

History

The foundations were laid for the GT6 when the Triumph Herald was launched in 1959; its separate-chassis modular construction meant that developing further models was simplicityitself. First came the two-seater open-topped Spitfi re in 1962, followed by the six-cylinder Herald – the Vitesse – in 1963. Triumph’s next move was to create a fastback Spitfi re that was not dissimilar to the Le Mans racers, but the extra weight of the body meant that car’s four-cylinder engines didn’t endow the closed car with enough power for the road. A Vitesse engine was initially fi tted instead, but at 1596cc that didn’t have much more urge than the pleasantly perky 1296cc Spitfi re unit, although it was a lot smoother. No, the real answer lay in the fi tment of the proper Triumph straight six engine from the 2000.

Displacing 1998cc, and giving 95bhp instead of the 70bhp of its predecessor, the upgraded Vitesse’s 2-litre straight-six and four-speed manual gearbox with optional overdrive gave the GT6 the turn of speed it really needed. Externally, the front and rear ends were pure Spitfi re Mk1 & 2, using the same lighting and bumper arrangements; 15,818 Mk1s were made, and a hairy beast it was too, thanks to a largely untouched rear suspension layout…

Two years later the Mk2 arrived, with a higher performance TR5 cylinder head, to give a nonetoo- shabby 104bhp. The biggest change on Mk2 models was the adoption of Rotofl ex rear suspension, in place of the swing-axle layout of Mk1s, to tame that wagging tail.

Styling changes included the higher bumper of the Mk3 Spitfi re, to appease US safety regs (which improved the looks of the car no end) along with louvres in the top of the bonnet and the front wings. Rostyle wheel trims replaced the disc wheels of the Mk1 and louvres were incorporated into the C-pillar behind the rear side windows. Interior ventilation was also greatly improved and a heated rear window was fi tted as standard. American versions of the Mk2 were badged GT6 Plus. A further revised Mk2 was launched in October 1969, to stave off the in-house BL rival, better known as MGB GT. Featuring upgraded interior trim, there was also a beefed up structure to meet the new American crash test regulations. 12,066 Mk2s (of both types) rolled off the line.

The Mk3 debuted in October 1970, featuring styling cues shared with the Spitfi re Mk4, introduced at the same time. A sleeker bodyshell was the biggest change with a de-seamed bonnet and revised rear end styling. February 1973 saw a revised Mk3 with swing-spring rear suspension, new instrumentation and cloth seats. But a lack of publicity meant sales continued to slide, leading to the GT6’s demise in November 1973, after 13,042 Mk3s had been produced.

Driving

With its hatchbacked fastback lines, and that long masculine-styled bonnet, the GT6 could certainly be likened, if not mistaken, for a Jag – but what about driving one? Well yes, in a diluted way.

There’s that same straight six smoothness, that urgent power and restfulness – there’s just not so much of it. All GT6s were fi tted with a 2-litre straight-six, although the long-stroke 2.5-litre unit from the TR5/6 can be slotted in easily enough and many now feature it. Whichever unit is installed, there’s ample torque for seriously relaxed cruising; with a 3.27:1 back axle and overdrive switched in, a GT6 can cross continents without breaking into a sweat. You might break into a sweat though, as the GT6’s cabin is fairly cramped and that six-pot engine throws out a lot of heat.

Anybody used to a Spitfi re will be instantly at home in a GT6 and will appreciate its better quality of trim and comfort, if not the impaired visibility, especially when looking over your shoulder. As the car is essentially a fast-backed Spitfi re, it’s more Midget than MGB-sized, and so a lot more cramped in the cockpit. This is also why the GT6 is a two-seater only.

Comparisons with the MGB GT are inevitable. Fierce in-house rivals they may have been, but in fact the GT6 is an entirely different animal to the MGB GT and appeals to a different type of enthusiast. Devoid of the raffi sh charm of an MG, the Triumph is the smaller, smoother, sweeter and considerably swifter coupe that, in its day, posted an extremely impressive pace (0-60 time of 9.5 -12 seconds, depending on model), and was a true 110mph GT that could keep up with a TR, especially around the corners. The 1966 Autocar report noted, ‘The GT6 is much quieter and faster than the Spitfi re, yet much more refi ned and somehow ‘tamer’ than the TR4A.’

Even back then, the handling needed respect, as that Herald-derived chassis caused the rear wheels to tuck in and cause severe lift-off oversteer if you didn’t watch it. ‘From awful to acceptable’, is how Car put it when pitching the GT6 against the MGB GT, liking the way the abrupt change from understeer to oversteer could be controlled. But that was back in 1971…

That said, there are numerous modifi cations you can carry out to make the rear tyres keep in line, and a GT6 can be transformed into a good, tactile and grippy handler, although the ride will suffer. And, if the GT6 does have a downside, then it’s the rather knobbly ride.

A shame – because this Triumph is at its best as a tourer, where that lazy, lusty engine twinned with tall gearing (especially with overdrive) keep the GT6 well in tune with today’s roads, and fairly frugal with it; 30mpg is well on the cards.

Quite a bit smaller than the MGB GT, the Triumph is a lot more refined and luxurious, although, unlike the B, there’s no rear perch for kids to enjoy the drive. You do get a similar, albeit smaller, just as useful hatch facility, however.

In many ways, the GT6 will cope better as a daily driver than a Spitfi re, thanks to its better performance and refi nement. That straight six, when topped with an overdrive transmission, can make it surprisingly economical if driven considerately. The Triumph’s excellent turning circle makes it a breeze to zip in and out of the back streets and, like the rest of the controls, the steering isn’t too heavy, so long as you don’t go over-wide on the tyre sizes.

With its rear hatch, there’s fair boot space for the usual supermarket shop. Many later cars came with a factory fi t heated rear window – all it needs is an aftermarket rear wash wipe to fi nish it off for the winter. A fabric sunroof tops it off inmore ways than one, as it aids the only-average ventilation system and is useful all the year round.

Those compact dimensions mean the GT6 is easy to place on the road and it’s agile too, as it doesn’t weigh very much – but it is nose heavy, as that engine features a cast-iron head and block. Because you sit right between the axles, the ride, although not good, is better than a TR, while the brakes – with a servo fi tted as standard late in its life – are strong enough too.

Prices

Any GT6 with an MoT is worth at least £1500 – even a restoration project is worth no less than half that. There’s little difference in values between the different versions, although the Mk3 is slightly more desirable. The best show-winning cars will fetch £9000, while a really superb example is worth closer to £7000. A decent car that needs no work, but won’t win any prizes either, costs around £3000. Unbelievably, the quirky MK1s seem most in demand but without doubt the Mk3 is the best all rounder – and there are more of them left.

Improvements

Like the Spitfi re, there’s a fair amount that can be done to make it better. For starters, if the original canister type of oil fi lter is still fi tted, it’s worth investing around £40 on a spin-on conversion. That will allow you to fi t a modern type of fi lter with a non-return valve on it, meaning the engine’s bearings won’t be starved of vital lubricant when you start it up, eliminating that start-up rattle which leads to excessive wear.

Strange but true, but no GT6 had overdrive fitted as standard and it remained a factory option. Few Mk1 owners ticked the options box but it became increasingly popular as the years rolled on and most Mk3s owners specifi ed it.

A lot of cars, irrespective of their age and model, have it nowadays because it’s easy enough to retro-fi t. Also overdrive is worthwhile because it give a six-speed gearbox although ‘o/d’ cars had a slightly lower axle ratio to counteract the added weight. Unusually, when new, a GT6 with overdrive was little more relaxing to drive than one without. The diff’s ratio was lowered to 3.27:1 from the previous 3.89:1, to improve acceleration rather than aid high-speed cruising so if you opt for the higher ‘non o/d’ ratio it will cruise better.

The engine is quite tuneable and there’s plenty of kit around. Better breathing is where the main gains are made but a popular mod is, of course, to take the engine out to 2.5-litres, ala TR6. There is a stretch to 2.7-litres if required. Potentially there’s around 180bhp for road use.

The suspension is easily uprated to make a GT6 handle well but don’t go above 175/185 tyres because there’s little to be gained.

Three Of A Kind

Datsun 240Z

The fi rst in a long line of driverfocused six-pot coupés, the 240Z is appreciated now more than ever, which is why values have climbed sharply in recent years. That's seen an increasing number of cars restored properly, so you won't have to look quite so hard to fi nd a good one – but you still need check very carefully for rot. Expect to pay at least £5000 for something that isn't a liability.

Ford Capri

It arrived in the same year as the 240Z, it's been a cult classic for years and, like the Datsun, values have been steadily climbing in recent years. Early six-cylinder cars are hugely sought after and they don't have hatchback practicality; that arrived with the MkII of 1974. Best of the lot though is the MkIII from 1978, especially in 2.8i form for £2000+. Again, watch for rot.

MGC GT

The MGB is easier to fi nd and, if you're prepared to settle for a rubber-bumpered edition, you won't need to pay much – but an interesting alternative is the six-cylinder MGC, offered for just two seasons. Quirky, smooth and practical, the C isn't so great dynamically, but a few cheap and simple mods will easily transform the driving experience. Pay £6500+ for something good.