Spitfire Nigel Clark

C1 £7500 C2 £4000 C3 £2500

Triumph’s entry level sports car has proved both endearing and enduring to hundreds of thousands of owners, as a new car, a used car and now as a bankable classic. The Spitfire has always been a popular sports car, offering attractive styling and a range of engine si■ es and performance over its almost 20 year production run. It’s economical to run, cheap to insure and fun to drive. The later 1500 is capable of covering long distances in reasonable comfort, whilst the earlier round tail cars are simply beautiful with Michelotti’s pretty little drop-top body. Prices of all classics have been rising in recent years. Though this applies to the Spitfires, they still make an affordable entry point with smart, usable examples available for under £5000; naturally, concours winning cars will sell for two or three times this sum. Spitfires are craepmabovle,rteharey’re fun, and for now they’re still affordable. seat squab to Catch one while you can! check for rot.

Owning and living with…

I’ve owned several Spitfires over the years. Each one has been full of character and easy to live with. They can be used as daily commuter car but are at their best on countryside jaunts or touring trips. Whether it’s a long weekend away in the UK or a continental touring holiday, a Spitfire can transport you, your passenger and even a bit of camping gear in decent comfort and plenty of style. It is also exciting. You sit so low that even at low speeds you feel like you are flying.

Looking after a Spitfire is a pleasure. Properly maintained, they are reliable and when major mechanical tasks are required, they’re straightforward to fix and very well served with spares and club support.

As a restoration project or fixer-upper a Spitfire is a real winner. The separate chassis and easy to fix mechanicals make it a beginner’s dream and that clamshell, lift forward, bonnet creates a fantastic place to sit and tinker. There’s even a shelf to put your tea on!

you prefer, early ‘roundtail’ or the later MKIV and 1500? How will you use it? Long distance touring dictates a 1500, or perhaps a 1300 MKIII with overdrive. MKIVS are best value, whilst the MKI and MKII offer rarity and purity of design. Be aware that the 1500 is not a particularly revvy engine, being a stroked version of the 1300 unit. Overdrive with a 1500 is preferable – particularly for long distance high speed cruising. The MKIII 1300 is the peppiest of the bunch.

I own one

Editor Danny owned a Spit when he turned up at PC more than 20 years ago. He says: ‘It was my first resto, I had an early MKIV. It was hilarious to drive and easy to fix. I loved it with a passion until it was written off by a BMW in 2004.’

The owner of the car you see here, Andrew Dutton, is just as enthusiastic. He has owned this lovely Spitfire MKIII for 10 years. He explains: ‘It had been restored, but unfortunately I found many of the rubber components had perished’. He recommissioned the car and then, after 6000 miles, had to rebuild the engine. Since then the car has been reliable and Andrew’s clocked up 12,000 miles, including long distance club runs’.

Body corrosion, as structural condition is the biggest determinant of value. Check the chassis front rails and outriggers for rust. Inspect sills and floors thoroughly for rust, they are structural. Engines are tough, but crankshaft thrust washers are a weakness. Check for movement at the front pulley when you depress the clutch. Check the gearbox for whines, bearing noise and weak synchromesh. The differential should be quiet without undue whining or rumbling. Check universal joints on the driveshafts for wear and clonking noises. Spartan interior is surprisingly roomy and comfortable.

Triumph Sports Six Club, Central cluster moved to driver’s side on MKIV and 1500 cars.