Buyer’s Brief: Triumph GT6
James Walshe explains how to buy the best of these fine British GTS
James Walshe tells you how to bag one of these sporty six-pots.
Why a GT6?
With a handsome, low slung body, straight-six power and a soundtrack to match, few British sports cars tingle the spine in quite the same way as the GT6 does. It very nearly didn’t happen. When Michelotti dropped off a prototype ‘GT4’ to Coventry in 1963, it was clear the four-pot unit wouldn’t be up to the job. So, in went the straight-six from the Vitesse and, luckily for us, a star was born.
Press at the time dubbed it a ‘poor man’s E-type’, although rather wayward handling of the first generation model - thanks to its swing-axle rear suspension - took the shine off for the keener driver. It got better though and the GT6 earned its place in motoring history. With superb club support and a vast range of specialists, there are multiple ways to modify and personalise any number of aspects of a classic GT that’s now rising in value fast.
Which one do I want?
Unveiled in 1966, the Mki’s resemblance to the Spitfire is undeniable, although the bonnet bulge was new thanks to a 2-litre unit tuned to develop 95bhp, with a top speed of 106mph and 0-60mph time of around 12 seconds. Source a MKI and inside, you’ll get lots of dials, a wooden dash and a heater… but little else. The focus always was on the driving experience. That said, the Herald/spitfire-derived rear suspension causes alarming lift-off oversteer as the rear wheels tuck under, if driven hard.
Triumph realised it, too. In 1969, engineers unveiled the MKII, which got significantly reworked rear suspension with a Rotoflex double wishbonestyle arrangement. Outwardly, you’ll recognise
a MKII by its raised front bumper, side vents in the wings and rear pillars. The engine was upgraded to 104bhp thanks to a new head, camshaft and manifolds, while economy, brakes and interior were all improved.
The GT6 MKIII appeared a year later, in 1970.
This was the car’s final facelift and you can identify it by a smoother nose, distinctive cut-off rear end with new lights and recessed door handles. Not much changed under the skin, although the more slippery MKIII was a bit quicker. A brake servo was added in 1973, as was a tweaked suspension system in line with the modifications made to the Spitfire MKIV. Production ended in 1973, but you might turn up one registered the following year.
What should I look for?
All GT6S got a 1998cc straight-six engine, which should last for 100,000 miles or so if serviced properly. They do tend to leak oil from the rear of the cylinderhead gasket, so watch out for that.
The crankshaft thrust washers can wear and drop out – reducing the engine to scrap – so check for play by pushing and pulling on the crankshaft pulley or depressing and releasing the clutch; there should be no more than 0.015in of movement.