1976 Triumph SPITFIRE (Spyder)

It was one of those moments many of us had experienced; owner Rob says the Spider advertised by a somewhat eccentric classic car dealer in his area, a guy known for selling good quality if slightly ‘left-field’ machines. After reading the car’s features list and looking around it, ex-biker Rob decided it was for him.

‘It had been owned by the same guy since 1978,’ he explains. ‘It was a very good condition Spitfire.’ Good or not, the owner took it, along with a Triumph GT6 to a Rolls-Royce restoration specialists to build something ‘different. ‘He wanted something almost like a racing car,’ explains Rob. ‘Though I’m not sure if he ever took it on track.’

At this point it needs to be said that the folk at Overton don’t mess about (there are some very blue-blooded names among their clients), when they build something, they build it right. The rebuild of the spider would include; the modified Spitfire MkIV tub now with a (modified) GT6 bonnet - and a GT6 engine underneath - a roll bar and Sabelt harnesses securely anchored to a sturdy frame, upgraded brakes with double servo, (and the old leaf springs augmented with coils) and to finish off, chromed wire ‘knock-off’ wheels. There is also ballast added in the boot to help with traction.

‘Unfortunately, there isn’t any paperwork or pictures of the restoration to go with the car,’ says Rob. ‘I don’t know if the owner hid all the invoices so his wife didn’t see them, or just lost them.’

Rob did get in touch with Overton who confirmed that the car had been with them (and that some of the guys still remember it).

Rob has used the car pretty sparingly and found it to be very solid; ‘it drives well. I’ve had it up to about 80mph. It pulls very well, tracks straight and nothing rattles.’

The Spider retains its ‘historic tax’ status.

Apart from its different…ness, the first thing that strikes you about this car is the finish. The paint really is gorgeous - in a, dare I say it, rather un-Triumph-like way. The black has a really deep gloss that seems to shine from multiple layers of paint and lacquer. Looking along its very smooth flanks, you suddenly remember that there used to be doors here, but the ‘filled-in’ sides are done so well that you’d think they were a single piece of metal. The ex-GT6 bonnet matches perfectly and the purposeful-looking vents in the top look very good. The front grill is reworked (with Spider badge) and the front bumper partially deleted. Strong-looking overriders remain. The blue halogen spot lights are a nice touch.

As well as pointing out these details, one should really say after each; ‘and all carried out to a very high standard’, with that observation underlined. The further back in the car you go, the more ‘standard’ the Spider appears (cockpit notwithstanding). There is a bespoke ‘Spider’ badge on the the boot lid. It is very nicely done. The chrome strips remain atop the rear wings and the bright metal outlining of the rear lights. The chrome is in excellent condition, as so with the conical ‘racing’ wing mirrors. The chromed filler cap now central. The windscreen is of course a custom job, nicey executed and well fitting.

There are some light scuffs/ surface corrosion to corners of the bonnet, and also to the tips of the corners of the boot lid, and light pitting to one of the windscreen brackets, but we are talking very small details here.

As said, what needs to be noted is how well the whole structure is finished and how it hangs together. It looks like it was designed to be this way rather than ‘customised’.

This is definitely a cockpit now, rather than the cabin. The features to most emphasise this are perhaps the tall roll hoop and the turned metal alloy dash. The latter features the original instruments (they work) though in a somewhat different arrangement. I would have half expected a more centrally-places rev counter (Rob isn’t sure if the owner builder meant to go racing).

The thick leather rim to the cockpit is very well executed, and the leather flaps that protect the sides as you climb in are a nice touch. (The helmet and goggles will also come with the car). The Sabelt harnesses are clean and look new - very nice - and are securely mounted to the very sturdy-looking cross bar. The thick roll-over bar is padded and its covering has a nicely thought-out zip seam.

With the ‘safety scafolding’ arrangement, it’s a moot point exactly how useful the rear seats are,but they are nicely trimmed and, unsurprisingly, show no wear. The fronts seats too are looking very healthy. Their cushions look better stuffed than many a Spitfire example and the red leather is in very fine condition (makes a change from saying excellent).

Being less in need of ‘modification’, the pedals (British Leyland logo’d), gear knob and hand brake show a little more wear of the donor car, but if anything, give it a gentle patina. The 12in Mounteney sports steering wheel is new and looks the part.

Special mention needs to be made of the custom-made full tonneau; it deploys easily (the writer also photographed and inspected the car) and fits perfectly. The leather edging and stitching are of a very high order. The cover can also can be unzipped to leave the passenger side covered.

The engine and underside, needing less modification, retain a patina of the original car, though again the condition is very good. The main chassis components appear to be very sturdy retaining a good coat of paint, albeit slightly weather-beaten but showing no signs of corrosion, save for a little surface rust, usually along an edge, here and there. There’s virtually nothing that couldn’t be brought off with wire wool. Looking at the underside of the body, the undertray is understandably a little scoured, but again, free of corrosion. The seams of the bodywork down here are virtually the same - a few lightly rusty edges again, all very minimal.

The cross members look especially strong. Suspension components too appear to have had an easy life. Again there are tiny patches of very light surface corrosion, but all parts are able to move freely and appear to have a long life left in them. The rubber gaiters are supple, retain a good black colour and brake lines look very healthy too. The red-painted springs appear strong, rust-free and properly aligned, while those bright yellow Koni dampers are new.

The chromed wire wheels are a lovely feature, no crud between the spokes and the spinners are nice and shiny. There’s a hammer in the nicely trimmed boot to help get them off.

Sitting securely between the chassis rails, the engine is very accessible under that clamshell hood. (The underside of that bonnet is as new - reworked and repainted and looking like it was designed that way from the start). After the near pristine bodywork, the motor has a more real world look about it - tidy, but a few streaks and stains. All its ancillaries are firmly mounted and hoses and leads (and a few more gaiters) again look supple, clean and properly secured and connected. The K&N air filters look very purposeful, and the Stromberg carburettors behind them are grime free. All in all, a good, working-classic engine bay.

As we’ve said, it’s a shame there isn’t more paperwork, or a picture record of what was obviously a fabulous conversion - the work is so obviously beautifully done. All that there really is, is a note from Overton Vehicle Overhaulers to confirm they fitted a 1998cc Triumph GT6 motor - remember Rob also spoke with them directly. There is also an MOT print-out - the car only covered 18 miles between 2007 and 2017. The biggest bill (from the previous owner) is for an engine service and comprehensive brake overhaul in 2012 - £2099.

Cars like this can be hard to quantify - it’s a conversion after all, but so nicely done - I mean really nicely done - and it retains all the flavour of the Triumphs it ‘amalgamates’. It’s a shame we can’t see the invoices to see just how much it cost – for sure it would have been a lot. If you were to win this for ten grand, you should consider you’ve got a bargain. If you were to follow it up to £15k, that wouldn’t seem unreasonable either given the amount of work that has gone into it.

So, who’s it for? To the Triumph purists who will undoubtedly be shaking their heads, we say we do understand and maybe this one is not for you. But to those ‘other’ Triumph owners - the ones who’ve tried to shoehorn a Jaguar V12 into their TR7, we say; c’mon!