Triumph Spitfire Cars - Triumph TR3A

Triumph Cars

Triumph Spitfire Cars - Triumph TR3A

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Triumph TR3A Car

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Triumph Cars

The Triumph TR3A is a Triumph Cars sports car and was built between 1957 and 1962 by the Triumph Motor Company in the United Kingdom.

The TR3A was a minor update from the TR3. The updates included the new wide front grill, exterior door handles, lockable boot handle and came with a full tool kit as standard (this was an option on the TR3).

The total production run of the TR3A was 58,236. This makes it the third best selling TR after the TR6 and TR7. It is estimated that only 9,500 of the original 58,000 built survive in the world today.

The Triumph TR3 was the first production car to include standard disc brakes, which were continued on the TR3A. The car was known for its superior braking ability, making it an autocross favourite.

The TR3A is often seen in Vintage and Production racing today. The TR3A, despite being almost 50 years old, is still competitive in the E-Production class of SCCA (Sports Car Club of America).

In June 1977, Road & Track magazine published an article titled "Driving Impressions: TR3A & TR250" in its 30th anniversary issue. It published a 0-60 time of 12.0 seconds, power output of 100 bhp (75 kW) at 4800 rpm, observed curb weight of 2,090 lb (948 kg) and fuel consumption of 28 miles per imperial gallon (10 L/100 km; 23 mpg-US).

Related : Triumph Cars ~ Triumph Spitfire Cars - Triumph TR2 Cars

Related : Triumph Cars ~ Triumph Spitfire Cars - Triumph TR3 Cars

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Triumph Spitfire Cars - Triumph TR3 Parts 1

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Triumph TR3 Car

Triumph Spitfire // Triumph TR3 Cars

Triumph Spitfire - Triumph TR3 Parts 1

The Triumph TR3 was a car built between 1955 and 1957 by Standard-Triumph in the United Kingdom, during which time 13,377 cars were produced, of which 1286 were sold within the UK while the rest were exported mainly to the USA. As of 2002 there were only 893 registered TR3/3a's on UK roads.

Although the car was usually supplied as an open two seater, an occasional rear seat and bolt on steel hard top were available as extras.

The car was powered by a 1991 cc straight-4 OHV engine which initially produced 95 bhp (71 kW; 96 PS) increasing to 100 bhp at 5000 rpm. The four speed manual transmission could be supplemented by an overdrive unit on the top three ratios electrically operated and controlled by a switch on the dash. In 1956 the front brakes changed from drum to disc becoming the first British series production car to be so fitted.

In 1957, it was replaced by an updated version, the TR3A.

Triumph TR3 fact file

* Production Period - October 1955 to Summer 1957
* Original price (basic model) - £950
* Suspension - Front: Independent by unequal length double wishbones, coil springs and telescopic dampers, Rear: Live axle, half elliptic springs lever arm dampers
* Brakes - First 4408 models (1955–56): 10 in (254 mm) Drums all around. Remaining 9000 (1956–57): Front Discs; Rear Drums
* Original Optional extras - Seatbelts, overdrive, wire wheels, glass-fibre hardtop, occasional rear seat, radio, heater, leather upholstery.

Triumph Spitfire Cars - Triumph TR2 Cars Parts 1

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Triumph Spitfire Classic Cars - Triumph TR2 Cars Parts 1

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Triumph Spitfire - Triumph TR2 Cars

Triumph Spitfire Classic Cars Parts 1

The Triumph TR2 (Triumph 2 litre sports) was built between 1953 and 1955 by the Standard Motor Company in the United Kingdom, during which time 8,636 cars were produced. The DVLA revealed in 2002 that only 517 examples of this car remain on UK roads.

The Triumph TR2 used a twin SU carburetor version of the 1991 cc four cylinder Standard Vanguard engine tuned to increase its output to 90 bhp (67 kW).

The body was mounted on a substantial separate chassis with coil-sprung independent suspension at the front and a leaf spring live axle at the rear. Either wire or disc wheels could be supplied. The standard transmission was a four speed manual unit but overdrive was available on top gear as an option. Lockheed drum brakes were fitted all round. ~ Triumph TR2

Triumph Spitfire Cars - Triumph Cars TR1 / 20TS Parts 1
Triumph Spitfire Classic Cars - Triumph TRX Parts 1

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Triumph Spitfire Cars - Triumph Cars TR1 / 20TS Parts 1

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Triumph Spitfire Cars / Triumph Cars

Triumph Spitfire Cars / 20 TS Parts 1

Only one example of this car was ever made by Triumph. The Triumph TR1 prototype was unveiled in October 1952 at the London Motor Show. The Triumph TR1 name was never officially used.

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The Cars was built using existing components with an engine from a Standard Vanguard, suspension from the Triumph Mayflower and a chassis from the pre war Standard Flying Nine. Problems arose when the Cars came to be driven as it was a poor handler, had a top speed of barely 80 mph (129 km/h) and was an overall disappointment to its early viewers, one of whom, Ken Richardson of BRM, described it as a 'death-trap.'

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Triumph TR1 / 20TS Cars

The Triumph Cars, which never went into production, was withdrawn, and the designs taken back to the drawing board, and a year later the new improved Triumph TR2 was unveiled.

It is unknown whether the original prototype exists today.

Triumph Spitfire Cars - Triumph Cars TRX Parts 1
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Triumph Spitfire Cars - Triumph TRX End Parts

An emblem on the front screen was the triumph of character "Globe of the World," on the front fenders of the word "triumph" and a small "B" attached as Belgrove Monogram.

The TRX was not a roadster, but had a futuristic, luxurious body, therefore, corresponded more to the types of vehicles convertible or touring. The estimated cost of the product were high. In a basic version of the car should cost 975 British pounds. It would thus be the most expensive cars in the Triumph Cars model range has become.

A production in 1951 were offset by a lack of capacity for the production of the body. attempts to have Walter Belgrove, the body by Carrozzeria Touring or by Pininfarina produced failed. Since the public and the motor press the Triumph TRX negatively faced, the project was discontinued in silence.

From Triumph TRX only 3 prototypes were made. Two of them still exist today. The Triumph TRX never went into series production.

Triumph Cars -> Triumph Spitfire Cars - Spitfire 1500 Part 1
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Triumph Spitfire Classic Cars - Triumph TRX Parts 1

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Triumph TRX Cars

Triumph TRX Parts 1

Der Triumph TRX Cars oder alternativ Silver Bullet wurde 1950 auf der Pariser Motor Ausstellung und später auf der Earls Court Motor Show in London als "New Triumph Roadster" vorgestellt. Es sollte der Nachfolger des Typ 2000 Roadster des britischen Autoherstellers Triumph Cars werden.

Entwickelt wurde der Triumph TRX Cars unter dem Management von Sir John Black von Walter Belgrove, auf Basis der Mechanik und des Fahrwerkes des Standard Vanguard. Da der Wagen schwer war, wurde die Vanguard-Maschine einer leichten Leistungssteigerung von 68 PS auf 72 PS mittels zweier SU Vergaser unterzogen.

Das Dreigang-Getriebe mit Overdrive wurde mit einer Lenkradschaltung betätigt. Der Wagen hatte mit dem Triumph 2000 Roadster keine Gemeinsamkeiten. Die schwierig zu produzierende Karosserie wurde aus zwei Lagen Leichtmetallblech hergestellt. Viele Extras waren ihrer Zeit voraus: ein hydraulisch betätigtes Verdeck, elektrische Fensterheber, elektrisch verstellbare Sitze, fest eingebaute hydraulische Wagenheber, Radio und Klappscheinwerfer. Das Verdeck wurde hinter den Sitzen verstaut und mit einer Metallplatte abgedeckt.

Ungewöhnlich und gefährlich bei Auffahrunfällen war die Platzierung des Tanks im Kofferraum direkt hinter dem Nummernschild. Durch diese Anordnung waren jedoch die Gewichtsverteilung und das Fahrverhalten des Wagen sehr ausgewogen. Das Gepäck musste aber über den Tank in das dahinter liegende Kofferraumabteil gehoben werden. Der Tankeinfüllstutzen befand sich mittig im Kofferraumdeckel, unter einer Chromabdeckung versteckt.

Triumph TRX -> Triumph Spitfire Classic Cars - Spitfire 1500 Part 1
Triumph TRX -> Triumph Spitfire Classic Cars - Spitfire Mark IV Part 1

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Triumph Spitfire Classic Cars - Spitfire 1500 Part 2

Triumph Spitfire Classic Cars - Spitfire 1500

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The American market Spitfire 1500 is easily identified by the big plastic over-riders and wing mounted reflectors on the front and back wings. The US specification models up to 1978 still had chrome bumpers, but on the 1979 and 1980 models these were replaced by black rubber bumpers with built-in over-riders. Chassis extensions were also fitted under the boot to support the bumpers.

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Detail improvements continued to be made throughout the life of the Mark IV, and included reclining seats with "chequered brushed nylon centre panels" and head restraints, introduced for domestic market cars early in 1977 along with a new set of column stalk operated minor controls (as fitted already in the TR7) replacing the old dashboard mounted knobs and switches. Also added for the model's final years were a wood dash, hazard flashers and an electric screen washer, in place of the previous manual pump operated ones. Options such as the hard top, tonneau cover, map light and overdrive continued to be popular, though wire wheels ceased to be available.

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The 1980 model was the last and the heaviest of the entire run weighing in at 1,875 lb (850.5 kg). Base prices for the 1980 model year were $5,995 in the US and £3631 in the UK. The last Spitfire, an Inca Yellow UK-market model with hardtop and overdrive, rolled off the assembly line at Canley in August 1980, shortly before the factory closed.

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Triumph Spitfire Classic Cars - Spitfire 1500 Part 1

Triumph Spitfire Classic Cars - Spitfire 1500

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In 1973 in the United States & Canada and 1975 in the rest of the world, the 1500 engine was used to make the Spitfire 1500 though in this final incarnation the engine was rather rougher and more prone to failure than the earlier units, torque was greatly increased which made it much more drivable in traffic. The reason for the engine problems was due to continued use of three main bearings for the crank shaft.

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While the rest of the world saw 1500s with the compression ratio reduced to 8.0:1, the American market model was fitted with a single Zenith-Stromberg carburettor and a compression ratio reduced to 7.5:1 to allow it to run on lower octane unleaded fuel and after adding a catalytic converter and exhaust gas recirculating system, the engine only delivered 100 bhp (75 kW) with a fast 0-60 time of 14.3 seconds.

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The notable exception to this was the 1976 model year, where the compression was raised to 9:1. This model produced over 100 mph (160 km/h).

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Triumph Spitfire Classic Cars - Spitfire Mark IV Part 2

Triumph Spitfire Classic Cars - Spitfire Mark IV

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An all-new hardtop was also available, with rear quarter-lights and a flatter rear screen.

By far the most significant change, however, was to the rear suspension, which was de-cambered and redesigned to eliminate the unfortunate tendencies of the original swing-axle design. The Triumph GT6 and Triumph Vitesse had already been modified, and the result on all these cars was safe and progressive handling even at the limit.

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The Mark IV went on sale in the UK at the end of 1970 with a base price of £735.

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Triumph Spitfire Classic Cars - Spitfire Mark IV Part 1

Triumph Spitfire Classic Cars - Spitfire Mark IV

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The Mark IV brought the most comprehensive changes to the Spitfire. It featured a completely re-designed cut-off rear end, giving a strong family resemblance to the Triumph Stag and Triumph 2000 models, both of which were also Michelotti-designed. The front end was also cleaned up, with a new bonnet pressing losing the weld lines on top of the wings from the older models, and the doors were given recessed handles and squared-off glass in the top rear corner. The interior was much improved: a proper full-width dashboard was provided, putting the instruments ahead of the driver rather than over the centre console. This was initially black plastic however was replaced by a wooden one in 1973. The engine continued at 1296 cc, but in 1973 was modified with larger big-end bearings to rationalize production with the TR6 2.5 litre engines, which somewhat decreased its "revvy" nature; there was some detuning, to meet new emissions laws, which resulted in the new car being a little tamer than the Mark III. The gearbox gained synchromesh on its bottom gear.

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Triumph Spitfire Classic Cars - Spitfire Mark III Part 2

Triumph Spitfire Classic Cars - Spitfire Mark III

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On 8 February 1968, Standard-Triumph General Manager George Turnbull personally drove the 100,000th Triumph Spitfire off the end of the Canley production line. More than 75% of the total production had been exported outside the UK including 45% to the USA and 25% to mainland European markets.

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Starting in 1969, however, US-bound models had to be changed to comply with new safety/emission regulations. It basically ended an era and you may hear models after 1969 be referred to as "federal" Spitfires. The changes included a slight decrease in horsepower (68 bhp) due to emissions control, the instrument panel was moved in front of the driver, and new seats were introduced which had integrated headrests to help against whiplash.

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Triumph Spitfire Classic Cars - Spitfire Mark III Part 1

Triumph Spitfire Classic Cars - Spitfire Mark III

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The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and although much of the bonnet pressing was carried over, the front end looked quite different. The rear lost the overriders from the bumper but gained reversing lights as standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate) the interior was improved again with a wood-veneer instrument surround. A folding hood replaced the earlier "build it yourself" arrangement. For most of the Mark III range, the instrument cluster was still centre-mounted (as in the Mark I and Mark II) so as to reduce parts bin counts (and thereby production costs) for right-hand and left-hand drive versions.

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The 1147 cc engine was replaced with a bored-out 1296 cc unit, as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons. In SU twin-carburettor form, the engine put out a claimed 75 bhp (56 kW) and made the Mark III a comparatively quick car by the standards of the day. Popular options continued to include wire wheels, a hard top and a Laycock de Normanville overdrive, and far more relaxed and economical cruising at high speeds. The Mark III was the fastest Spitfire yet, achieving 60 mph (97 km/h) in 12.5 seconds.The Mark III actually continued production into 1971, well after the Mark IV was introduced.

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Triumph Spitfire Classic Cars - Spitfire Mark II

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In March 1965 the Spitfire Mark II was released and was very similar to the Mark I but featured a more highly tuned engine, through a revised camshaft design, a water cooled intake manifold and tubular exhaust manifold, increasing the power to 67 bhp (50 kW) at 6000 rpm.This improved the top speed to 92 mph (148 km/h). The coil-spring design clutch of the Mark I was replaced with a Borg and Beck diaphragm spring clutch. The exterior trim was modified with a new grille and badges. The interior trim was improved with redesigned seats and by covering most of the exposed surfaces with rubber cloth. The original moulded rubber floor coverings were replaced with moulded carpets.

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It was introduced at a base price of £550 while the Sprite was priced at £505 and the Midget at £515. Top speed was claimed to be 96 mph (154 km/h) and its 0-60 mph time of 15.5 seconds was considered "lively." The factory claimed that at highway speeds (70 mph (110 km/h)) this lively car achieved 38.1 miles per imperial gallon (7.41 L/100 km; 31.7 mpg-US).

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Triumph Spitfire Classic Cars - Spitfire 4 or Mark I

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The production car changed little from the prototype, although the full-width rear bumper was dropped in favour of two part-bumpers curving round each corner, with overriders. Mechanics were basically stock Herald components: The engine was a 4-cylinder of 1147 cc, mildly tuned for the Spitfire with twin SU carburettors. Also from the Herald came the rack and pinion steering and coil-and-wishbone front suspension up front, and at the rear a single transverse-leaf swing axle arrangement. This ended up being the most controversial part of the car: it was known to "tuck in" and cause violent over steer if pushed too hard, even in the staid Herald. In the sportier Spitfire (and later the 6-cylinder Triumph GT6 and Triumph Vitesse) it led to severe criticism. The body was bolted to a much-modified Herald chassis, the outer rails and the rear outriggers having been removed; little of the original Herald chassis design was left, and the Spitfire used structural outer sills to stiffen its body tub.

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The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel. These early cars were referred to both as "Triumph Spitfire Mark I" and "Spitfire 4", not to be confused with the later Spitfire Mark IV.

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For 1964 an overdrive option was added to the four speed gearbox to give more relaxed cruising. Wire wheels and a hard top were also made available.

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Triumph Spitfire Classic Cars - Model

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Models Five separate Spitfire models were sold during the production run

Model name	Engine	Year	Number built
Triumph Spitfire 4 (Mark I)	1147 cc inline 4	1962–1965	45,763
Triumph Spitfire Mark II	1147 cc inline 4	1965–1967	37,409
Triumph Spitfire Mark III	1296 cc inline 4	1967–1970	65,320
Triumph Spitfire Mark IV	1296 cc inline 4	1970–1974	70,021
Triumph Spitfire 1500	1493 cc inline 4	1974–1980	95,829

Triumph Spitfire- A Brief History Part 1

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The Origins Triumph Spitfire Cars

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The Triumph Spitfire was originally devised by Standard-Triumph to compete in the small sports car market which had opened up with the introduction of the Austin-Healey Sprite. The Sprite had used the basic drive train of the Austin A30/35 in a light body to make up a budget sports car; Triumph's idea was to use the mechanics from their small saloon, the Triumph Herald, to underpin the new project. Triumph had one advantage, however; where the Austin A30 range was of unitary construction, the Herald featured a separate chassis; it was Triumph's intention therefore to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.

Picture Of Triumph Spitfire MKII Cars

The Italian designer Michelotti—who had already penned the Herald—was commissioned for the new project, and came up with a traditional, swooping body. Wind-up windows were provided (in contrast to the Sprite/Midget, which still featured sidescreens at that time), as well as a single-piece front end which tilted forwards to offer unrivalled access to the mechanics. At the dawn of the 1960s, however, Standard-Triumph was in deep financial trouble, and unable to put the new car into production; it was not until the company was taken over by the Leyland organization that funds became available and the car was launched. Leyland officials, taking stock of their new acquisition, found Michelotti's prototype hiding under a dust sheet in a corner of the factory and rapidly approved it for production.

Triumph Spitfire- A Brief History Part 1

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Triumph Spitfire Cars- A Brief History Part 2

Triumph Spitfire Cars - A Brief History

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In 1965 the Mark II model was launched, and its engine now produced 67bhp due to a revised camshaft and four branch exhaust manifold. A diaphragm spring clutch was now also fitted. Exterior modifications on the Mk II included a redesigned front grill and emblems on the rear wings, whilst the interior benefited from improved seats, and carpets replaced the earlier models rubber matting. Further improvements were to come with the Mk III which arrived in 1967, the most obvious being styling changes which included a new design of raised front bumper to comply with USA regulations. The engine had been replaced with a 1296cc unit producing 75bhp, and the brakes updated accordingly to cope with the extra performance by enlargement of the front callipers. The interior of the Mk III was complimented by a wood veneer dashboard and better seats. The folding soft-top was also improved and became permanently attached and no longer had to be stored in the boot when not in use.

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In 1970 Michelotti was brought in to redesign the Spitfire, bringing the looks more in line with other Triumphs in the range which he had recently restyled – or recently designed - such as the Triumph Stag which was launched in June of the same year. New rear light clusters, flared wheelarches and thinner bumpers with plastic underriders were among the styling changes. The whole of the interior was completely restyled and was this restyled car was then launched as the Mk IV.

Picture Of triumph spitfire 1500 Cars

The MkIV used the 1296cc engine from the Mk III, although improvements to bearing size and con rods were made. Contrary to popular rumour, the engine was in no way detuned for the Mk IV on its introduction. Yes, the Mk IV was not as fast as the Mk III, but this was due to higher gearing and weight increase more than anything else. Although the Mk IV was quoted as producing only 63 bhp as opposed to 75bhp for the Mk III, it was just that the output was now measured using the German DIN system. However In 1972 the engine was detuned to comply with United States emission regulations. Other mechanical changes to the Mk IV Spitfire were an all synchromesh gearbox and much improved rear suspension. The Mk IV Spitfire was finally replaced with what was to be the last incarnation of the Spitfire - the Spitfire 1500 - in 1974, which continued in production with effectively only minor changes until 1980.

Triumph Spitfire- A Brief History Part 1

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Triumph Spitfire Cars - A Brief History Part 1

Triumph Spitfire Cars - A Brief History

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Triumph had not failed to notice the success of the Austin Healey Sprite, and wanted a small sports car of their own to capture a share of this market. The result was the Triumph Spitfire introduced in 1962. It was an eye-catching two-seater sports car based on a modified Triumph Herald chassis with most of its mechanical components also coming from the Herald. The renowned Italian designer Michelotti had been instrumental in styling the Spitfires sleek bodywork.

Picture Of triumph spitfire 1500 Cars

The first Spitfire to go on sale was powered by the 1147cc Herald engine which had received twin SU carburettors, improved camshaft and had a higher 9:1 compression ratio than that of the Herald saloon. It was badged as the Spitfire 4 with the Spitfire name being taken from the famous WW2 fighter plane, and the ”4” referring to the number of cylinders. This model is now often referred to as the Mk 1. Available options on this (and many of the later models) included an overdrive gearbox, steel hardtop and centre lock wire wheels.

A Brief Overview Of Triumph Spitfire Classic Cars

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A Brief Overview Of Triumph Spitfire Classic Cars

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Triumph Spitfire
1962 - 1980
Country : United Kingdom
Engine : In line 4
Capacity : 1200 cc to 1500 cc
Power : 67 - 75 bhp
Transmission : 4 speed manual, o/drive
Top Speed : 108 m.p.h
Number Built : 314,342 all Spitfires over 18 years (excludes GT6 models)



Picture 1972 Triumph Spitfire


This beautiful little sports car was styled by the Italian stylist Michelotti.

Initially based on the Triumph Herald mechanicals the Spitfire competed successfully in rallies in Europe and was raced in North America.

The Triumph Spitfire was rivalled by the MG Midget but most observers feel that the Spitfire was a more sophisticated car with its fully independent suspension, wind up windows and optional removable steel hardtop.

Servicing was made easy by the Spitfire's tilt forward bonnet which included the wheel arches giving full access to the engine and front suspension, similar to the E-Type Jaguar bonnet.

Triumph Spitfire Cars - A Brief History Part 1

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