Triumph GT6: A Classic Bargain

The Triumph GT6: A Coveted Classic with Enduring Charm

For a company that built such a wide range of cars in such volumes, Triumph always possessed an individual streak. In many ways, of course, its products mirrored those of MG, its great British rival. Where Abingdon had the Midget, MGB, and BGT, Canley put forth the Spitfire, TR4, and GT6. But while both firms made the very best use of in-house components that were shared with more humble machinery, Triumph – to a fault, you could say – always went about it in a slightly different way. Each incarnation has its strengths, but the little Triumph remained a good-looking ‘mini GT’ throughout its eight-year production run.

From Spitfire to Six-Cylinder Grand Tourer

The story of the GT6 begins with the Triumph Herald saloon, launched in 1959. Its separate chassis was somewhat old-fashioned even then, and its swing-axle rear end was not ideally suited to the sports cars that would follow. Nevertheless, engineer Harry Webster was convinced that a two-seater based on this platform could be an effective rival to the Austin-Healey Sprite and the forthcoming Midget. He commissioned Giovanni Michelotti to create a prototype, codenamed ‘Bomb’.

Sadly, the project was put on hold as Triumph faced financial difficulties, only to be rescued by Leyland in 1961. The ‘Bomb’ was swiftly transformed into the Spitfire, launched in 1962. Webster, with his fertile mind, was already looking ahead, hoping to enhance the Spitfire's appeal by developing a coupé variant. In August 1963, he presented this idea to the board. Webster then returned to Michelotti, asking him to design a coupé that shared as many panels as possible with the Spitfire. The result was a stylish, beautifully proportioned car that, thanks to its hatchback rear, was surprisingly practical.

Engine Evolution and Le Mans Pedigree

The initial intention was to simply use the Spitfire's four-cylinder engine to create the ‘Spitfire GT’. However, the 1147cc unit lacked the power to cope with the coupé’s extra weight. The obvious solution was to install the Vitesse’s 1596cc straight-six. While this began to differentiate the new model from the Spitfire, it still didn't deliver the required performance. Instead, the 1998cc engine, originally developed for the Standard Vanguard Six and recently used in the Triumph 2000, was fitted, and this proved to be the winning formula. Triumph’s history with six-cylinder engines dated back to the 1931 Scorpion, and its efforts to move upmarket. Thirty years later, despite its origins tracing back to the 803cc ‘four’ designed for the 1953 Standard Eight, the adoption of this engine would give the GT6 much of its undoubted character.

The public first glimpsed the coupé’s potential in 1964 with the appearance of a squadron of hardtop Spitfires at Le Mans. Contrary to popular belief – likely fuelled by Triumph’s own period advertising: ‘Bred at Le Mans to put you safely ahead!’ – the racers’ shape was derived from the nascent road car, not the other way around. In fact, their roofs were constructed using a mould taken from Michelotti’s GT6 prototype.

Further similarities emerged. In 1964, those competition Spitfires employed the 3.98:1 final drive ratio that the non-overdrive GT6 would later adopt, along with the same all-synchromesh gearbox. Only one of the three cars finished that year (ADU 2B, in 21st position); two out of four completed the race in 1965, but Triumph cancelled plans to run a Spitfire with a heavily modified GT6 engine at the following year’s 24 Hours.

The GT6 Mk1: A Sophisticated Mini-GT

The new coupé made its debut at the 1966 Earls Court Motor Show. For manufacturing practicality, the floorpans, bulkhead, and doors were identical to those of the Spitfire. However, the luggage area’s layout necessitated a redesigned fuel tank, relocated to the nearside rear wing. Triumph succeeded in giving the model a more sophisticated mini-Grand Tourer image, a departure from the Spitfire’s more spartan sports car brief. The interior was positively luxurious, featuring a full-width walnut dashboard, carpeting throughout, and more comfortable seats. The instruments were arranged ahead of the driver, rather than grouped in the centre of the fascia.

The six-cylinder engine produced 95bhp – precisely the same as the MGB GT, arguably the GT6’s most direct competitor, launched the previous year. As a small, affordable, six-cylinder two-seater coupé, the Triumph occupied a niche almost entirely of its own, offering those who couldn't afford a Jaguar E-type a tantalising glimpse into that rarefied world. As one road-tester aptly put it: ‘A businessman’s express for the less-affluent businessman.’

The GT6 Mk2: Refinements and Improved Performance

Visual changes for the Mk2 were subtle, including a higher front bumper and a revised grille. The bars below the overriders on Mike Titchen’s car allowed it to be towed. Beneath the bonnet, the six-cylinder engine received a redesigned cylinder head and the TR250’s inlet manifold, resulting in a 9bhp increase in power. Inside, ventilation was improved to prevent occupants from being overheated by engine heat, and an option for a rather impractical rear ‘seat’ was introduced.

The motoring press gave the new car a warm reception. Despite Triumph’s efforts to distinguish it from its four-cylinder sibling, inevitable comparisons to the Spitfire were made, with *Autocar* somewhat dismissively stating that the GT6 was ‘essentially a Spitfire sports car’. While its good looks, performance, and value for money were widely recognised, there were occasional warnings regarding the Herald-derived swing-axle rear end. This was hardly news to the Coventry engineers, as it had been present on the saloon, Spitfire, and Vitesse. The issue was addressed in the 1968 Mk2. To mitigate the lift-off oversteer of the earlier car, the updated version featured a lower-wishbone setup with Rotoflex couplings between the half-shafts and the hubs. The wishbones themselves were reversed, with the double pivot outboard and the single mounting point inboard.

‘The new GT6 Mk2,’ proclaimed the advertising copywriters. ‘More sting in the engine, more cling in the tail’. It was certainly considered a much-improved model, but at least in the vital American market, sales began to decline after peaking in 1968. Sadly, the Triumph didn’t quite live up to its own press as ‘The car that sells itself’.

The GT6 Mk3: The Final Evolution

Canley provided the model with one last hurrah in the form of the Mk3. It was facelifted in a similar vein to the Spitfire MkIV and launched alongside it at the 1970 Turin Salon. A design proposal had been circulating for a completely new nose with pop-up headlamps, but in the end, the most significant changes were at the rear. Stag-style tail-lights gave the car a distinctly different look. Inside, flush rocker switches replaced the earlier toggles, and the overdrive switch was moved from the steering column to the gearknob.

Unfortunately, this was not enough to save the model. Production ceased in 1973 after a final round of revisions, which included the removal of the Rotoflex rear end – by then, the GT6 was the only model using it – in favour of the Spitfire MkIV’s ‘swing-spring’ layout. The combined effect of BL’s cost-cutting measures and US emissions regulations meant that the six-cylinder engine was gradually strangled over its final couple of years – Federal-spec cars were down to 79bhp by 1972. However, Triumph countered by fitting more and more standard equipment to its little coupé, including Sundym glass and a brake servo. For the most part, the GT6 was spared the ignominious fate that befell many of its BL stablemates. Its styling, for instance, remained largely intact as production wound down.

Driving the GT6: A Real-World Experience

The entire point of the GT6 was to bring the glamorous world of six-cylinder GTs within reach of the average person, offering an ‘edge’ that its mainstream rivals struggled to match. The styling certainly contributed. Compact for its era – and tiny by modern standards – it ticked all the right boxes: a long, curvaceous bonnet, a fastback rear, and perfect proportions. Combined with that sonorous engine, it truly made you feel as though you were in something worth at least five times as much. The low driving position is suitably rakish, offering a great view of the front wings and the central ‘power bulge’ – necessary to accommodate the longer engine. The offset pedals are typical of many Triumph cars, however.

The featured Mk1 and Mk2 models both have the standard powerplant, which is smooth, remarkably subdued within the cabin, and possesses plenty of torque, responding instantly and eagerly to throttle inputs. The gearbox feels pleasingly mechanical, and the steering is nicely weighted. A wet, tree-lined road isn’t the ideal place to explore the subtle handling differences between the two, but Neil Fletcher, the owner of the Mk1, explains that he has participated in track days and covered countless road miles without incident. As with many cars that have a similarly spirited reputation, much seems to depend on the driver’s approach. At everyday speeds, at least, the first incarnation turns in well and doesn’t feel prone to swapping ends. ‘Our’ Mk3 presents a slightly different proposition. In period, the GT6 was ripe for modification, with companies like SAH TriumphTune offering five stages of tuning that could yield anything from 120bhp (with a hot camshaft, reworked head, six-branch manifold, and upgraded carbs) upwards. One could even fit Tecalemit fuel injection or triple Webers.

Modern Touches and Engine Swaps

The trend for modification continues today, with the fitment of Triumph’s 2.5-litre engine being a very popular conversion. Andy Carr has done just that, and the transformation is remarkable. While standard cars are smooth and relatively discreet, this Mk3 is gruff and forceful. It possesses abundant grunt, as one would expect, and feels beautifully sorted. One might wonder if Canley missed a trick by never fitting this unit to the car. However, as Carr points out, not doing so kept the GT6’s performance distinct from the TR range. Furthermore, the various other modifications required to prevent the increased power from overwhelming the chassis’ shortcomings would likely have made it financially unviable for such a low-volume model.

Besides, the standard car is more than good enough to inspire a loyal following 50 years after its introduction. It’s easy to live with, the spares market being robust enough that one could almost build a brand-new one. It’s also easy to work on, with the clamshell front end swinging out of the way, allowing comfortable access to the engine while sitting on a front wheel.

The Enduring Appeal of the GT6

Such practicalities are a bonus rather than the primary draw. The fact remains that the car’s simple mix-and-match premise carries an enduring appeal: take basic off-the-shelf components, add a powerful engine that produces the right noises, and garnish with an attractive, flowing body. Perhaps it is fitting that the closest modern equivalent to the GT6 is built by the company that now owns the Triumph name – BMW, in the shape of its Z4 coupé.

The GT6 still offers something a little different, too – an individual choice from one of the most mainstream of marques. That’s not something you could say about the otherwise capable and handsome MGB GT. For the money, this is a combination you won’t find elsewhere. Styling-wise, the Opel GT is comparable but lacks the appeal of a six-cylinder engine, as does the less attractive but practical – and dynamically far superior – Lotus Elan +2.

A Legacy of Innovation

Triumph conceived the GT6 during the prolific period following the launch of the Herald, which also saw the arrival of the TR4, 2000, Vitesse, and 1300. Having been revived by Standard less than two decades earlier, it’s peculiar to think that the name would disappear again only 11 years after the GT6 went out of production. Fortunately, the legacy left by individuals like Webster and Michelotti is considerable.

Owner Insights and Buying Advice

Andy Carr's TR6-Powered GT6 Mk3

“About 18 years ago, I started a family and stopped motorcycling, so I began looking for a classic. I wanted something different, not an MGB, and I bought this after looking at three GT6s. Ten years ago, it broke a valve spring, and I thought it was an opportunity to do something different. I needed it to be usable as it was my daily driver, so Mark at Southern Triumph Services fitted a TR6 engine with a heavier-duty gearbox. We also fitted twin-pot calipers to the front, with slotted and drilled discs. It also had a new bonnet, and a lot of the back end rebuilt! Acceleration is really quite surprising, and there’s loads of torque. It has lots of excitement and drama – my daughters love it. If you’d bought it in 1971 you could have done all these things to it. The wheels, for example, are wider but were a period option.”

Andy Cook's Buying Advice

“Bodywork is most important,” says Cook, GT6 registrar for the Triumph Sports Six Club. “Check floorpans, sills, arches, and windscreen surrounds. And the chassis, too. The engine is pretty good, but beware of clutch problems, which could be dropped thrust washers allowing the crank to move backwards and forwards. It will damage the block if not fixed promptly. The rubber Rotoflex couplings are very expensive, and pattern ones don’t last. CV joint conversions are an alternative; they’re costly, but fit and forget.

The Mk1 is probably the prettiest, but the Mk2 has more power and the improved rear suspension. The Mk3 is the most refined – the late ones even more so – while some body panels and interior trim are more readily available. They’re lovely looking cars, and easy to maintain. Values have been rising: you’ll spend £2000-3000 on a project, or £5000 for an MoT’d example needing work. Tidy ones are £8000-10,000, while a concours car with full history can command £15,000.”

Mike Titchen's Well-Travelled Mk2

“I’d always liked GT6s, but have owned all sorts over the years, from a Thames van to a Pontiac Firebird and an Austin A35. I bought this one 23 years ago, having found it shivering in a garage! It needed a gearbox but flew through the MoT. For a while, I used it all the time, but then it failed its MoT because of holes in the floor, and it started from there. I did the floors, then moved on to the inner sills. Mechanically, it’s been okay – all it’s had is an unleaded head – and in terms of miles covered, it’s on its second time around the clock. Trips to Le Mans have been a highlight – I’ve taken it round the circuit during the Classic meeting. I’ve even fabricated a ‘GT6’ trailer that it can pull. Last autumn, I took it to Zandvoort, and this year I’ll be going to TriumphFest plus the Silverstone Classic for the anniversary celebrations.”

Neil Fletcher's Discovery

“I decided I wanted a classic, and my son spotted this GT6 in 2007. I was sold! The guys who discovered it found it tucked behind a garage, covered in leaves. They wiped them off and, surprisingly, it was okay – the paint was fine. It didn’t have much history, though. It’s an April 1968 build with a 1972 plate and, according to the DVLA, had one owner from 1971-’98. I assume it went abroad new.

It’s all standard apart from having a spin-off oil filter. Somebody had changed it to positive earth, so I switched it back, and it’s had a new dynamo recently. It needs some attention in places now, but I’ve had a lot of fun with it. I’ve taken it to the continent – a universal joint failed on a trip to Spa – and it’s great for that. The load space is amazing – you can get two long holdalls in the back and still see out.”

Technical Data File: Triumph GT6

Frequently Asked Questions

What is the difference between the Triumph GT6 Mk1, Mk2, and Mk3?

The Mk1 was the original model. The Mk2, introduced in 1968, featured a revised grille, higher bumpers, a 9bhp power increase, and crucially, an improved rear suspension with reverse lower wishbones and Rotoflex couplings to reduce lift-off oversteer. The Mk3, launched in 1970, had styling updates similar to the Spitfire MkIV, with different rear lights and interior revisions. Later Mk3 models reverted to a more conventional swing-axle rear suspension.

Is the Triumph GT6 a good classic car to own?

Yes, the GT6 is generally considered a good classic car to own. It offers stylish looks, a sonorous six-cylinder engine, and a driving experience that belies its affordable price. The spares market is strong, and they are relatively easy to work on. However, like any classic, bodywork integrity, particularly around the sills, wheel arches, and chassis, is paramount.

What are the common problems with a Triumph GT6?

Common issues can include rust in the usual classic car places: floorpans, sills, wheel arches, and around the windscreen. Clutch problems, specifically dropped thrust washers, can damage the crankshaft. The Rotoflex couplings on the Mk2 are known to be expensive and wear out, though CV joint conversions are available. Engine-wise, they are generally robust, but regular maintenance is key.

Is the GT6 faster than an MGB GT?

In standard form, the GT6 had a slight edge in power (95bhp vs 95bhp, though the Mk2 had 104bhp) and was generally quicker, particularly in terms of acceleration, thanks to its smoother six-cylinder engine. Both cars offered a comparable driving experience, with the GT6 often perceived as having a more sophisticated feel due to its engine.

Are Triumph GT6 parts easy to find?

Yes, the spares market for the Triumph GT6 is considered good. Many parts are shared with the Spitfire and other Triumph models, and specialist suppliers offer a wide range of new and used components. This availability contributes significantly to the GT6's appeal as a classic car to own and maintain.

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