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Triumph GT6
By admin | August 5, 2008
The Triumph GT6 was based on the Spitfire 4 and first hit the road in 1966. More than just a hard-top Spitfire, the GT6 had well thought out design in the integration of the top to the body. By today’s standards it would be a bit thin and noisy, but for the cars at the time, it fit right in. The rest of the Spitfire chassis was unchanged except for the larger 2-liter, 6 cyl engine from the Triumph 2000 Sedan. The unequal-arm front, and swing-axle rear, suspension layouts are intact except for such details as spring rates.
The newer engine, featured straightforward pushrod overhead valve unit is one of the quietest and smoothest sixes to be found anywhere and idles at an even 500 rpm with just a trace of clicking from its mechanical tappets e-sides refinement. Torque is what really drives the power of this engine. It's one of those engines that doesn't seem to care what gear is engaged behind it. At the other end of the scale, it revs freely to 6000 RPM, the top of the orange sector on the tachometer face, and is said to be safe for a sustained 5500.
The torque was strong enough to not have to change gears constantly, always leaving each gear with the feeling it had a little more in it. When shifting, the gear flow was smooth and the 8.5 inch diaphram-spring clutch catches smoothly. Triumph motor cars added an optional Lay Laycock-de Normanville overdrive which is controlled by a stalk on the right side of the steering column. Engagement takes place about 1.5 sec after the lever is moved and is quite abrupt. At the time it was only $175 to get it as an add on. Try that with any add-ons now.
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 Triumph GT 6 Classic 1967 Triumph GT6 Parts Car Great Deal  US $2,500.00
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 Triumph GT6 1973 Triumph GT6 Mach3 US $1,426.05
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 Triumph Spitfire SPIT6 Triumph Spitfire Spit6 conversion with OVERDRIVE US $6,000.00
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The reviews on the overdrive were mixed. The power change was good, but it was a bit abrupt getting to overdrive, as it tended to jolt a bit when engaged. Engagement took about 1.5 sec after the lever is moved and is quite abrupt. There is no inhibitor switch to prevent a downshift to direct drive in the overrun but it is easier on the gears if the driver keeps his foot down at least a little when making a change.
Overdrive was not totally necessary to get the best out of the Triumph GT-6. The normal axle ratio is 3.27:1, giving 20.1 mph/1000 rpm, quite acceptable gearing for overall use. In the overdrive-equipped car, a 3.89:1 final drive ratio is fitted and this, combined with the 0.802:1 ratio of the overdrive gear, results in a 3.12:1 overall ratio or 21.3 mph /1000 rpm. The gearbox ratios were not altered with overdrive, they just become tighter. In fact the Triumph GT-6 could be started up in 2nd gear, if one needed to do so.
Using the same split differential as the Triumph Spitfire, the Triumph GT-6 used conventional swing axles with a little apprehension but we found that the GT6 could not be faulted on its handling. The wheels (U.S. version) were fitted with beautiful 155-13 Dunlop radial ply tires, and sporty wheels.
With a front-end distribution of 56%, the weight was slightly shift away from the swing axle, which seemed to have been a good idea at the time.
Average driving was made easier by this weight shift ratio, and it was felt in the steering of the Triumph GT-6. A bit of oversteer could be felt on sharp pulls of the steering wheel and the tail could be brought out by either tweaking the throttle, or by just turning the wheel sharply. That being said, many average drivers, or weekend British sports car enthusiasts were easily able to handle the vehicle.
The noise level of this classic Triumph sports car was decent for the day, but would hardly pass muster now.
The famous icon of Triumph- the wooden dashboard was the centerpiece of the Triumph GT-6. for the GT-6 the dashboard was polished polished walnut, the vinyl upholstery is tastefully patterned and the floor areas are covered with carpeting. the seats were leather covered and fit nicely for the driver, even though they were not adjustable. One nice edition was a center arm rest, not a common interior component in those days.
The layout of the instruments isn't as good as it might be. The speedometer and tachometer are placed on the flat panel with little regard for ease of reading and would benefit from a little angling toward and toward each other. The switches basically matched the triumph spitfire.
All in all the Triumph GT-6 was a welcome edition to the Triumph sports car line. It was not a huge seller in the U.S., but did show respectable numbers. By 1973 Triumph gave up on the Triumph GT-6, and focused on its line on the Triumph Spitfire, and Triumph TR-6.
Car History:
GT6 Mark 1
July 1966- September 1968
GT6 Mark 2
July 1968- December 1970
GT6 Mark 3
1971-1973
Topics: All Triumph Categories, Triumph GT6 |
January 28th, 2009 at 11:43 pm
One must remember that while the MkI GT6 had the original swing axle design shared with the Spitfire of the same vintage, the MkII (aka GT6+) had the much better wishbone-and-rubber-donut rear suspension. However, due to the high cost of the wishbone suspension, the MkIII GT6 reverted to a swing axle; this time used the improved “swing spring” design that was also fitted to the Spitfires of the day, and which reduced the original swing axle design’s tendency for rear wheel “jacking” under heavy cornering.