Triumph Spitfire Logo Manual Hood For#

Sealant have been removed from both windscreen frame and capping. Ensure before applying the sealant that all traces of previously used. To the passenger compartment. Omission of the sealant will invariably result in water seepage through.

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The platform for the car was largely based upon the chassis, engine, and running gear of the Triumph Herald saloon, and was manufactured at the Standard-Triumph works at Canley, Coventry. The vehicle was based on a design produced for Standard- Triumph in 1957 by Italian designer Giovanni Michelotti. Shop affordable wall art to hang in dorms, bedrooms, offices, or anywhere blank walls arent welcome.The Triumph Spitfire is a small English two-seat sports car, introduced at the London Motor Show in 1962.

Triumph Spitfire Logo Manual Hood For

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 mechanicals from their small saloon, the Herald, to underpin the new project. In addition factory manufactured hard-tops could also be purchased and fitted for use in winter months.Five separate Spitfire models were sold during the production run: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 Spitfire was provided with a manual hood for weather protection, the design improving to a folding hood for later models.

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 organisation funds became available and the car was launched. Wind-up windows were provided (in contrast to the Sprite/ Midget, which still featured sidescreens, also called curtains, at that time), as well as a single-piece front end which tilted forwards to offer unrivalled access to the engine. It was Triumph's intention to cut that chassis down and clothe it in a sports body, saving the costs of developing a completely new chassis / body unit.Italian designer MichelottiвЂ”who had already penned the HeraldвЂ”was commissioned for the new project, and came up with a traditional, swooping body.

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. 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. The engine was an 1,147В cc (1.1В l) 4-cylinder with a pushrod OHV cylinder head and 2 valves per cylinder, mildly tuned for the Spitfire, fed by twin SU carburettors. Mechanicals were basically stock Herald.

Wire wheels and a hard top were also available. For 1964 an overdrive option was added to the 4-speed manual gearbox to give more relaxed cruising. Average fuel consumption was 31mpg. This gave a top speed of 92В mph (148В km/h), and would achieve 0 to 60В mph (97В km/h) in 17.3 seconds. 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.In UK specification the in-line four produced 63В bhp (47В kW) at 5750 rpm, and 67В lbВ·ft (91В NВ·m)of torque at 3500 rpm. 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.The Spitfire was an inexpensive small sports car and as such had very basic trim, including rubber mats and a large plastic steering wheel.

Top speed was claimed to be 96В mph (154В km/h) and its 0вЂ“60В mph time of 15.5 seconds was considered 'lively'. It was introduced at a base price of ВЈ550, compared to the Sprite's ВЈ505 and the Midget's ВЈ515. The original moulded rubber floor coverings were replaced with moulded carpets.

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. 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. Spitfire Mark III Triumph Spitfire Mark IIIThe Mark III, introduced in March 1967, was the first major facelift to the Spitfire.

The Mark III actually continued production into 1971, well after the Mark IV was introduced. Average fuel consumption was improved slightly at 33mpg. The Mark III was the fastest Spitfire yet, achieving 60В mph (97В km/h) in 14.5 seconds, and reaching a top speed of 95В mph (153В km/h). 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. In SU twin-carburettor form, the engine put out a claimed 75В bhp (56В kW), and 75В lbВ·ft (102В NВ·m) of torque at 4000 rpm, and made the Mark III a comparatively quick car by the standards of the day. 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.The 1147В cc engine was replaced with a bored-out 1296В cc unit (the bore increasing from 69.3В mm (2.73В in) to 73.7В mm (2.90В in), stroke retained at 76В mm (3.0В in)), as fitted on the new Triumph Herald 13/60 and Triumph 1300 saloons.

Also the wood dash was replaced with a matte black finish.Spitfire Mark IV Triumph Spitfire Mark IVThe Mark IV brought the most comprehensive changes to the Spitfire. The changes included a slight decrease in power (68В bhp) due to emissions control, the instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Starting in 1969, however, US-bound models had to be changed to comply with new safety/emission regulations models produced after 1969 are sometimes referred to as 'federal' Spitfires. More than 75% of the total production had been exported outside the UK, including 45% to the USA and 25% to mainland European markets.