Triumph GT6: Keeping Your Classic on the Road

Picture this: a sloping fastback roofline, quintessential 1960s curves, the delightful purr of a straight-six engine, a wood-laden interior, and a genuine competition pedigree. These are the ingredients that typically make for an eye-wateringly expensive vintage sports car – think Aston Martin, Jaguar, or Bentley. But what if we told you that such a dream could be surprisingly within reach? For decades, you haven't needed to be of 'blue-blood' status to afford a car that checks all these boxes, thanks to a certain little Triumph that offers an astonishing blend of gorgeous looks, solid performance, and exclusivity, all at a surprisingly low price point.

Indeed, the Triumph GT6 has long carried the affectionate moniker, "the poor man's E-type." From its inception, it was competitively priced to rival contemporaries like the MGB GT. Yet, despite being rarer, quicker, arguably prettier, boasting two more cylinders, and producing a far more captivating sound than the MG, the two have historically commanded similar prices on the classic car market. For a considerable period, the Triumph was actually the more affordable option. However, the secret is well and truly out now, with solid GT6 examples fetching higher prices as more discerning buyers are drawn to its tempting combination of attributes.

The Triumph GT6 Legacy: A Brief History

Triumph's diminutive Spitfire roadster first graced the roads in 1962. Styled by the legendary Giovanni Michelotti, who essentially served as Triumph's in-house stylist throughout the 1960s, the Spitfire was a charming little car, albeit with some handling quirks, and generally considered prettier than its rivals, the Austin-Healey Sprite/MG Midget. The idea of a coupe version was soon mooted, but the added weight of a fixed roof, coupled with the Spitfire's modest 1147-cc four-cylinder engine, resulted in a woefully underpowered prototype.

The solution arrived in the form of the 2.0-litre overhead-valve six-cylinder engine, borrowed from the Triumph Vitesse. This potent addition necessitated a distinctive power bulge in the bonnet, along with other refinements like improved seating, and thus, the GT6 was born. Triumph proudly declared it "The new one. The hot one… It’s not just a fastback. It’s the fastback."

However, early GT6 models, produced from 1966, did come with their challenges, primarily concerning the rear suspension. They inherited the swing axle setup from the economical Herald. While adequate for the lighter Herald, this design proved ill-suited to the higher performance expectations of GT6 owners. Under hard cornering, the car could exhibit sudden, unnerving breakaway characteristics, startling drivers.

Triumph addressed this critical issue with the introduction of the GT6 Mk II (marketed as the GT6+ in the U.S.) for 1969. This revised model featured a significantly improved rear suspension utilising double wishbones, which dramatically enhanced handling stability. The Mk II also benefited from a slight power increase thanks to a new cam and cylinder head. Visually, the GT6+ also featured a raised front bumper, primarily for safety reasons, which largely obscured the grille.

An even more significant transformation arrived in 1970 with the Mk III. This iteration sported a flatter and more angular tail end, mirroring the design language of the Spitfire Mk IV, and another revision to the rear suspension, this time aimed at cost reduction and simplification. A brake servo was added for the 1973 model year. By this point, increasingly stringent emissions regulations began to impact performance, leading to lower compression ratios and more modest power output. After 1973, Triumph quietly discontinued the GT6 from its lineup, as the similarly configured Datsun 240Z began to take the world by storm.

The GT6's Enduring Appeal and Surprising Value

Despite its relatively short production run and subsequent quiet departure, the GT6 possesses an undeniable charm. It looks fantastic, somehow packing a wealth of curves and panache onto a pleasantly diminutive platform. The cars also demonstrated their prowess on the track, securing an E-Production National Championship in 1969 and numerous other victories. Yet, for many years, the GT6 remained largely overlooked, remaining surprisingly affordable for decades. Good examples were trading for less than £10,000 well into the 2000s.

However, the landscape has shifted considerably in the last five years or so. As classic cars of all shapes and sizes have seen their values appreciate, some of the more obscure classics have finally begun to garner the attention they deserve. Since 2014, average GT6 values have climbed by over 47 percent for both Condition #1 (Concours) and #3 (Good) examples, and a remarkable 55 percent for Condition #2 (Excellent) cars. Much of this significant movement has occurred in just the past 18 months. Interestingly, prices for their open-top Spitfire siblings have moved in the opposite direction, experiencing a 3–10 percent drop in value over the same period, depending on condition. While early MGB GT prices have also risen, their ascent has not been nearly as dramatic as that of the GT6.

Very nice GT6s have increasingly emerged from obscurity in recent years, achieving impressive results for the model. These include a £25,200 fully restored Mk III at Quail Lodge last year, an £18,000 right-hand drive example on Bring a Trailer a few months prior, and a £23,500 fully restored Mk I on BaT in June 2017. These were all top-tier sales that significantly influenced the value curve. Intriguingly, even the most expensive of these examples was roughly equivalent to the price of a new family saloon.

There's also a noticeable surge in interest in GT6s via insurance quoting activity. Surprisingly, a significant portion of this interest comes from younger demographics. From 2017 to 2018, there was a 67 percent increase in Millennials quoting a GT6, a rate notably higher than the quote growth for Millennials across the broader range of classic cars tracked. This trend also bucks the general perception that younger buyers are less interested in classic British cars. While the relatively low price point may be a primary draw for younger buyers, it remains an encouraging sign for the GT6's long-term collectibility.

Which GT6 Model Is Right For You?

Because all three iterations of the GT6 possess their own unique advantages and disadvantages, they tend to hold roughly similar values today. Running projects can be found for a little under £5,000, while the very best examples command around £25,000. It's important to consider the specifics of each model before making a choice:

While the first cars are often considered the best-looking, they do come with the rudimentary suspension and the infamous snap oversteer issue. However, this is primarily a concern if you're pushing your GT6 to its absolute limits, and many Mk Is have since been retrofitted with later suspension setups. The GT6+ (Mk II) is arguably the best of the bunch, combining the attractive tail of the Mk I with crucial suspension and engine improvements. However, its brief production run means it's the most challenging to locate. The Mk III, while perhaps not quite as aesthetically pleasing as its predecessors, offered more creature comforts, though later versions suffered from reduced power output. With only about 41,000 GT6s built across all models, compared to over 300,000 Spitfires, you can't afford to be overly particular when shopping for a GT6. Ultimately, condition should be more important than anything else.

Finding Those Elusive GT6 Parts

So, what if you find yourself in the position of needing a part for your beloved Triumph GT6? This is a common concern for owners of any classic car, especially one as relatively rare as the GT6. Despite the added attention and value growth, GT6s remain suspiciously cheap for what they offer. Yes, like many British classics, they are known to leak a bit of oil. And yes, they are susceptible to rust in the usual suspects – the sills, door bottoms, wheel arches, chassis outriggers, and the area around the rear hatch. But these are typical characteristics you come to expect with a classic British sports car, and critically, they are manageable issues.

Here's the good news: despite the GT6's rarity, most parts are easy to find. The commonality of many components with the far more numerous Spitfire, combined with a dedicated network of classic Triumph parts specialists, means that keeping your GT6 on the road is far from an impossible task. Whether you're looking for mechanical components, body panels, trim pieces, or interior elements, the classic car parts market, particularly for British marques, is robust and well-supported.

For those times when a specific part proves particularly elusive, or if you simply prefer expert assistance, don't hesitate to reach out to dedicated specialists. Many companies maintain extensive inventories and possess invaluable knowledge. For instance, if you can't find the part you are looking for, our dedicated sales team can be reached on 0121 544 4444. They can often source items that aren't readily apparent online or advise on suitable alternatives and common fixes. The community surrounding these cars is also incredibly supportive, with clubs and forums often providing leads on rare components or advice on repairs.

Frequently Asked Questions About the Triumph GT6

Is the Triumph GT6 a good investment?

While no classic car is a guaranteed investment, the Triumph GT6 has seen significant value appreciation in recent years, outperforming many of its contemporaries. Its rarity, appealing aesthetics, and engaging driving experience suggest it will likely continue to hold its value well, and potentially increase further, making it a sound choice for enjoyment and potential future return.

Are Triumph GT6 parts hard to find?

Surprisingly, no. Despite the GT6's relatively low production numbers (around 41,000 units), many of its components are shared with the more common Triumph Spitfire and other Triumph models. This cross-compatibility, combined with a strong network of specialist suppliers and enthusiasts, means that most parts are easy to find. However, very specific trim pieces or unique body panels might require a bit more searching.

What are the main differences between the GT6 MkI, MkII, and MkIII?

The MkI (1966-1968) is distinguished by its original styling and the challenging swing axle rear suspension. The MkII (1969-1970), also known as GT6+, introduced a much-improved double wishbone rear suspension and a slight power increase, while retaining much of the MkI's visual appeal. The MkIII (1970-1973) featured a restyled, flatter rear end, a simplified rear suspension, and later models saw a decrease in power due to emissions regulations. Each model has its unique appeal and considerations.

Why is the Triumph GT6 called the “poor man’s E-type”?

The nickname stems from the GT6's striking resemblance in profile and design philosophy to the much more expensive Jaguar E-type, particularly its long bonnet and fastback roofline. Despite its smaller scale and significantly lower price point, the GT6 offered a comparable level of sporting elegance, a straight-six engine, and a genuine classic car experience, making it an accessible alternative to the iconic Jaguar.

What are common problems to look out for with a Triumph GT6?

Like many British classics of its era, the GT6 is prone to rust in common areas, including the sills, door bottoms, wheel arches, chassis outriggers, and around the rear hatch. Oil leaks are also typical. Early MkI models are known for their challenging swing axle rear suspension, which can lead to unpredictable handling at the limit. However, these issues are generally well-understood by specialists and enthusiasts, and parts are available for repairs.

How many Triumph GT6s were built?

Approximately 41,000 Triumph GT6 models were produced between 1966 and 1973 across all three iterations (MkI, MkII, MkIII).

Conclusion

The Triumph GT6 represents a truly compelling proposition for anyone seeking an accessible, stylish, and rewarding classic sports car. Its stunning Michelotti lines, the evocative sound of its straight-six engine, and its surprisingly potent performance make it a joy to own and drive. While it shares some of the charming quirks of its British contemporaries, such as susceptibility to rust and the occasional oil weep, these are well-documented and entirely manageable. Crucially, despite its relative rarity, the availability of most parts are easy to find, ensuring that keeping your GT6 in prime condition is a realistic and enjoyable endeavour. The recent surge in its market value, coupled with growing interest from new generations of enthusiasts, underscores the GT6's rightful place as a highly desirable and increasingly appreciated classic. If you're looking for maximum coolness per pound, the Triumph GT6 is a hard car to beat.

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