It is fair to say that some cars suffered more than others following the adoption of tighter emission laws during the 1970s. Many classic British sports cars already featured engines with relatively modest power and torque, but the figures dropped significantly as the new regulations took hold. This 1980 Triumph Spitfire is a perfect example, although the seller has done their best to address that shortfall in a very clever way. They ditched its original four-cylinder engine, slotting a GT6 powerplant into the empty space. It presents well, although there are tasks for the buyer to complete to bring the build to its conclusion. I must say a big thank you to Barn Finder Tony P for spotting this promising project.
This Spitfire makes a positive first impression. The seller states that several hundred hours have been invested into a light cosmetic restoration, and the results seem to have justified the effort. Its Carmine Red paint holds an excellent shine, with only a few minor flaws and defects that don’t require immediate attention. The panels are straight, and there is no evidence of rust in the supplied photos. The seller admits the car only features a Bimini top, so some potential buyers might source a correct soft-top for improved protection. There is a large collection of included parts, and most people will welcome the fact that one of those items is a factory hardtop. The glass is clear, while the trim and wheels look excellent. This is a tidy classic that provides no indications of how things have changed below the surface.
The first owner would have ordered this Spitfire with a 1,493cc four that delivered 53hp and 69 ft/lbs of torque. There was no auto option, with shifting duties falling to a four-speed manual transmission. The power and torque figures are modest, but at least the engine only needed to shift 1,890 lbs. However, there have been wholesale changes to this classic’s drivetrain, with the four making way for the 2.0-liter six that started life in a 1973 GT6. It churned out 79hp and 97 ft/lbs when new, and while those figures are still modest, they represent a significant improvement when considered as a percentage gain. The power feeds to a rebuilt rear end via a four-speed manual with optional overdrive. This isn’t a DIY build, with most of the work tackled by a Triumph specialist. Other components received a refresh, including the suspension, hydraulics, carburetors, and brakes. There is further work awaiting the buyer, and it appears that most of the tasks are confined to electrical gremlins. This is unsurprising, and addressing them could be time-consuming. Therefore, throwing caution to the wind and spending around $700 on a complete replacement harness might be the best approach. That will allow the new owner to work with a clean slate, minimizing the chances of future problems. The wiring issues don’t affect this car’s usability, because this beauty runs and drives extremely well, and is a turnkey proposition.
The seller admits that while this Spitfire’s dash needs nothing, the rest of the interior needs love. It looks serviceable in its current form, and the suggestions are that it won’t require a complete retrim. The seat cushions are the most significant problem, but replacements are relatively cheap. A few trim items are missing, but there is no reason why the buyer couldn’t tackle the tasks as time and circumstances allow. If the new owner decides to replace the wiring harness, that would be the ideal time to address any shortcomings before reassembling the interior.
This 1980 Triumph Spitfire won’t appeal to everyone, but the same is true of any classic. However, enthusiasts who don’t mind a spot of tinkering in their garage this winter might find themselves irresistibly drawn to this charismatic British sports car. The seller listed it here on Craigslist in Anderson, South Carolina. Their price of $7,500 places it in the affordable category, but is that enough to tempt you to tackle its electrical shortcomings?
Breaks my heart to see this. I has a 1980 Spit in 1980, and I’d love to find a nice one. About the only thing left original on this one is the frame and the body panels. SMH
Great car. The family 6 engine should make it a good driver as it’s smooth power curve and increased horsepower over the 4 increases the already high fun level of this car.
I didn’t expect that. I figured that the six would have been a modern Honda or Toyota engine. I’m impressed with the “period correct, all Triumph swap”. I’ve seen (or should say I’ve heard) a few with the modern engines. It just isn’t the same and doesn’t do the mark justice. Great job on this all Triumph conversion. This car will find a good home with someone who appreciates the Triumph appeal.
I worked at a Triumph, Mg ,Jaguar Dealership in Dover, Pa. Back in the middle 70s. While there I purchased 68 Austin Heally,1972 Miget and a brand new 77 and 79 hardtop Spitfire with the high low 4 speed. I bought them at cost and wish I had them all now. I hate seeing these iconic cars cut up and lose there historic identity.We really.lived in the best time of the coolest cars ever made. I have a Bricklin now but I really miss my British cars and all there quirky personalities
I worked at a Triumph, Mg ,Jaguar Dealership in Dover, Pa. Back in the middle 70s. While there I purchased 68 Austin Heally,1972 Miget and a brand new 77 and 79 hardtop Spitfire with the high low 4 speed. I bought them at cost and wish I had them all now. I hate seeing these iconic cars cut up and lose there historic identity.We really.lived in the best time of the coolest cars ever made. I have a Bricklin now but I really miss my British cars and all there quirky personalities
I don’t have too much trouble with this conversion, as it makes an older open top drive much more civilized. GT6s are hotboxes, I’ll take this drivetrain in a drop top anytime. OD is a nice amenity as well. Make a difference if you have to get out onto the highway for sure. Seems to be properly done, and goodness knows there’s likely way more than $7500 into it.
The price is great what you offering to the buyer. I am sure that 6 really gives it more ttork and snap.I hate electrical problems. If It was me I would install the new harness and ask for10500.00.The car looks great. Just my humble opinion. Good luck and take care
Triumph should have offered the 6 cylinder as an option.
I know this is not a Triumph technical forum, but a few thoughts come to mind. The overdrive can be used in any gear if the lock-out switch is disabled on the transmission. It is possible to install a later 5 speed and retain the overdrive. If you have a desire for a 6 cylinder roadster, keep in mind the 2.5 liter TR5, TR250, and TR6. While still small by todays standards, they are larger if that is a requirement. I am sure that Bob can elaborate on my comments.
JMB#7
I don’t believe what you are suggesting – putting a Laycock overdrive on the back of the “later 5-spoeed” gearboxes is physically possible. to mate up to the OD you need a special main-shaft designed for the purpose (its shorter for use with the OD compared to a longer one used with the non-OD)
I’m not sure what you mean by the “later 5-speed” but can only assume you mean the 5-speed from the Rover SD1 that was fitted to the TR7 and TR8. none of the Spitfire/GT6 or TR20TR6 cars ever had a 5-speedd from the factory. As Triumph/Leyland never fitted the OD to the factory 5-speed box, there is no such special main-shaft available to adapt one to fit with the OD. I guess anything is technically possible, you could have a custom machined main shaft made up and adaptor plates to mount the OD, but it would be prohibitively expensive ? Obviously, once a 5-speed was available on later models, the need for the OD went away… these old cast-iron. long stroke, push-rod motors tend to have a reasonable spread of torque anyway so don’t really need multi-gear transmissions.
Looks like a good project for not much money, the seller dropped the price to $5,000. About the only decent cars from this era in this price range are cruisers, not particularly known for their driving experience. Someone looking for 2 seat sports car could do a lot worse.
Steve R
I totally agree with you Steve .What a bargain at $5000.00.I would snap this up if I had the over roof space .
I agree with Jack, this is the car BL should have made.
I drove my Spit6 a bit over 50 miles yesterday. I repainted the car about 35 years ago and wish the paint on mine looked as good as the this car. I started with a 71 GT6 and added a Spit body and a 2.5L from a TR6/TVR. Also added triple Webers and a bit of cam. The differential is the weak link. I was destroying diffs every two years. Using Grass Roots magazine’s Ro-Spit project car build as an idea generator, I built up a custom diff using components from RX7/626/Miata. About 20 years now without a differential problem, just wish I had built it with a limited slip.
Back in the early 90s my work commute was 300 miles per week. On top of that I did a one day round trip to my employer’s plant in Columbus (500 mi) every other week. My employer basically paid me for the car in milage reimbursement and I had some pleasant drives in northern Ohio farm country.