1966 Triumph GT6

Triumph GT6 (Coupe), 1966-1973

The Triumph GT6 was in production from 1966 until 1973. Styled by Giovanni Michelotti, it is a front-engine, rear wheel drive coupe seating two adults.

The Triumph GT6 was effectively a fixed head Spitfire, a derivation of the Le Mans entrants of the early 1960s. However, it was found that the extra weight blunted the performance of the Spitfire, prompting the fitment of the six cylinder engine from the 2000 saloon. The GT6 - named in the same style as the original Spitfire 4 - debuted in 1966, and was based on the MK2 Spitfire 4. It shared the same basic chassis design as the Spitfire - discs at the front, drums at the rear, independent front suspension and a transverse leaf spring at the back. Unfortunately, that extra power meant that the negative camber issues of small Triumphs were heightened, creating a car which could bite hard if you weren't careful.

The 1967 facelift into the GT6 MK2 utilised a redesigned rear suspension system with Rotoflex bushing and lower wishbones to counteract the negative camber issues of separate chassis Triumphs. 1970 saw a second redesign, with the new squared off Triumph family tail and rubber front overriders, shared with the Spitfire MKIV. Discontinued in 1973, it was replaced two years later (in spirit, if not name) by the Triumph TR7. 40926 GT6s were built - 15818 MK1s, 12066 MK2s, 13042 MK3s.

If you're tall or especially broad you won't find the driving position very pleasant - the GT6 is a small car and one which isn't accommodating of the larger frame. But make the effort, because the handling of a GT6 is really rather good. The view down the bonnet is reminiscent of an E-type, while the way the rear can be semi-drifted through bends in the dry makes them a pleasure to point. They're warm inside, so we'd recommend fitment of a Webasto roof to aid with ventilation, but it doesn't detract from the tremendous sense of fun.

The beauty of a parts-bin car like the GT6 is that the parts-bin is available to ensure plenty of spares. Much is shared with the Spitfire, and that which isn't can be sourced from others within the Triumph range. Specialists such as Rimmer Bros and TRGB can supply pretty much everything the GT6 owner would require from a sump plug washer to a chassis. The shell is less important for prospective buyers than that chassis, so check the steel frame, the outriggers and the bulkhead closely for signs of corrosion. The sills are also structural on GT6s and Spitfires, so warrant closer attention than their saloon brethren.

Most desirable are the MK2 GT6s - sharing round tail style with the safer chassis. Prettiest and most valuable remain the MK1s - while MK3 is the most accessible and best for regular use. Typically a MK3 is worth around 25% less than an equivalent MK1, with the MK2 somewhere in between the two. Original cars tend to be more desirable than modified cars, though a set of period alloy or wire wheels rarely damages the value. One modification which adds value for all but the best examples is the fitment of the larger 2.5 litre straight six, which offers greater power and torque - and courtesy of the TR6, there are more options for further tuning should that be the way you wish to go.

If you're prepared to sacrifice cylinders, the MGB GT makes an excellent four cylinder alternative, while the Triumph Spitfire trades GT6 power for wind in the hair. The Alfa Romeo 1750GTV and Lancia Fulvia were more expensive when new but make compelling alternatives today. The Volkswagen Karmann Ghia offers style aplenty but less performance, while Triumph's subsequent Dolomite Sprint offers performance in a practical body. If that appeals, the Vitesse puts the GT6 engine into a similar package.