1954 – Jaguar D-Type

Autor Piotr Wilk31 lipca, 202327 września, 2023

Over two decades did the Brits have to wait for another triumph at Le Mans. They got their comeback with the appearance of the new Jaguar. Their first post-war sports car was designed by the old Bentley Boy – Walter Hassan. He led a successful campaign behind the wheel of the lightweight alloy body XK120 model. It was a promising car, yes – but if you want to start racing Le Mans, you better be real deal. That is why the XK120 got its competition variant.

The Jaguar C-Type was unveiled – or the XK120 C, if you will – running tests before ’51 Le Mans. It was a proper war machine. Powered by the same old, road-legal XK120 6-cylinder engine, but the car was built around a much lighter, far superior tubular frame. The powertrain was brutal, and with 3 Weber carburetors it could give 220 bhp. Ok, two examples never completed the race, but the final car not only raced full 24 hours, but it outclassed its rivals quite spectacularly. Ahhhh… good old times.

1952 Le Mans was raced on C-Type in test configuration – the Long Tail with improved drag coefficient. It did suffer from dramatic overheating, and retired in early phase of the race. That is why Jag had to rely on proven solutions. The new bodies were more conventional, but the cars were not left without any weapon. Each was equipped with disc brakes – and it was a real game-changer. The very reason there was no equal to a C-Type then. They came up on top, of course they did. Succeeded, while also completing works on a next racer to keep them in the lead.

Spring 1954 – the running examples are ready. There was a debate on how to call them: C-Type Mk II? D-Type? The latter stayed and by this name we know the first Jaguar car with a monocoque chassis, with subframes first welded in, but later they were connected using screws, so that they could be taken off and put back in at wish. They of course had the disc brakes system such as the C-Types. It was obvious – no discussion there.

XK120 engine required a set of mods to save space in front of the platform. Sump was shortened by half and Jaguar used dry sump in those cars. The motor was tilted 8 degrees – that’s why the hump on the hood was off-center. All in all, it was almost identical to C-Type – mechanically. The valves were increased. That’s actually why it needed most of that space under the hood. The engine architecture actually made it easier as – curious – it was the first Jaguar with the asymmetric 35/40 heads, where the intake valves are set at 35 degree angle, and the exhaust valves at 40 degrees.

Jaguar managed to save a lot of space – which allowed narrower front – which in turn allowed higher speeds at the Mulsanne straight. The significant fin behind the driver’s head – gave more stability at speed. Race examples for ’55 season were also equipped with elongated hoods, so they were reaching even higher top speeds. Jag strategy was: full attack at Le Mans – nothing else mattered. D-Types were best at being fast but quite useless at slower, twisty tracks. They had no downforce – a pronounced weakness.

Three cars entered ’54 edition of the race, and even though they had a good pace, they were no match for Gonzales/Trintignant in the – almost 5-litre – Ferrari. Another approach the year after and the Long Nose claimed third victory for the brand. After a ruthless race against the technologically superior SLRs – well… all Mercedes run away after one of their cars – in pieces – flew into the crowd on the stands. 200 victims – 80 people killed. Those Germans, right? Right? The race was continued…

At the point when Mercedes was to get back to the pits – Mike Hawthorn’s Jag was trying to close the gap to Moss and Fangio in the leading SLR two laps ahead. The Mercedes retired and Jaguar was left with no true rival. Ferraris stayed in play, but their cars were having some mechanical problems and – ones that managed not to crash – they could never keep the pace. In such circumstances did the British secure their third trophy. In the next two editions of the race, Jaguar D-Type will defend the title in team Ecurie Ecosse colors, as Jaguar closes their racing program in 1957 after their cars crash in the early stage.

The racing changes in 1958, when the new rules are introduced and the engine displacement gets limited to 3 litres. That meant the end for the D-Type. Jaguar did have some 3.0 for the XK, but that was no racer. Long story short: 20 Short Nose D-Types are sold to private buyers and actually raced – and actually: to success! Both in Europe as well as overseas. Some chassis were laying around in Jag garages, so they constructed road examples – the XKss in the number of 16 cars total (with some additional fairly recently), but they could build no more as their factory was taken by flames. In the end: they did achieve triple win at Le Mans with this model, and this model solidified their name on top of racing. In fact – with this achievement – it is one of the most successful race cars of all time, and both: racing D-Type or road XKss – are the most looked for Jaguar cars in existence. One was auctioned not too long ago – reached the price of 13.5M American presidents.

1951 – Jaguar C-Type

Autor Piotr Wilk24 lipca, 202327 września, 2023

The year 1950 was hugely successful for the Jaguar brand. XK120 model was storming the racetracks all over the world and – what’s important – it was very competitive. So much so, the mastermind behind Jaguar, Sir William Lyons, managed to see it to a beautiful sports campaign. Inspired by the winning machines, he had a dream of a Le Mans victory. 24h run was a huge deal already. The biggest auto sport celebration of the year. More than just sport, a capable fast racecar would inevitably boost sales. In fact, it would open a global market for their model range, and the US of A was a market not to be ignored. A Jaguar XK120 entered 1950 edition of the Le Mans race and it held on 4th for a magnificent part of the race. The Brits could not let this end just like that. They felt the need to support the car in its sports career.

A secret group of engineers formed an unofficial sports division within the Jag – dedicated to make sure the car decimates any possible rivals. William Heynes was appointed the head of this section, and their first vehicle: the XK120 C project. The name indicated the XK120 roots of the new model, and the ‚C’ secretly meant it was a proper competition variant. That moniker was largely abandoned and a new name was adopted: the C-Type. Its motor was a solid 3.4 Straight 6 DOHC from the XK120 – a great piece of engineering, but now with the new pistons, new cams, and a pair of new carburetors. 200 bhp it made – when XK120 was capable of 160 bhp before the changes.

Engine apart – the car was much more lightweight for racing. It had a bespoke tubular frame, with a subframe for the engine and front suspensions. Double wishbones – and a rear live axle. Each side was fitted with torsion bars, and each wheel was stopped by hydraulic drum brakes. It was a complex machine – hidden underneath an aluminum body inspired by the XK120’s sleek lines. The XK120 was much heavier though – over 350 kilos in fact – even though its body was also made of light aluminum.

The cars were finally ready for the race, but two entered examples had to retire early due to mechanical failure. Only one machine was left in the race – and he did it, the son-of-a-bitch did it! The Le Mans trophy – after over two decades – goes back to England. The C-Type was a bang – the closest rivals were 9 laps behind. Stirling Moss put his hands on the Touring Trophy later that year – and twice the Goodwood – all in Jag. He was victorious at Silverstone when in 1952 the International Trophy was raced.

The rules required production examples for homologation. Without it – it would be but a prototype. That was the plan anyway, as cars for sale always generate some income for the company. Engineers started preparing the model for the roads. The lack of good steel needed for its chassis, resulted in series of delays, but the clients could drive the first cars in spring of 1952. A bit more than 40 were made total, often sold to private racers. An F1 driver here and there. Giuseppe Farina had one, Juan Manuel Fangio bought it too – I don’t know how true that is – but story says, Farina got his car in order to reverse-engineer it in Ferrari’s workshop. It was such a threat to Italians, that once it was on the road, it became their direct rival for the upcoming season immediately.

Road version was largely unchanged compared to the sportscar. To the Le Mans ’51 exact models. Race program involved further changes in aerodynamics to counter German Mercedes machinations. Stirling Moss had a chance to test the new brake technology at Mille Miglia, but none of the Le Mans cars had such brakes in the race. As a result… drums were overheating very rapidly and all three finished early. The initial diagnosis was the new bodies were problematic, but they later learnt cooling cables were too thin for the job as well. Ah, one way or another – that race was no success. Disc brakes were far superior – Moss was best at Reims later that year – the first victor with a disc brakes car in history.

The 1952 edition of Le Mans was a failure, so the English had nothing to lose the year after. They prepared the C-Type Lightweight variants with triple Weber carburetors, 220 bhp, Dunlop disc brakes on all four wheels – AND 60 kilograms lighter than the previous cars. Not only they had more stopping power, but the brakes lasted for much longer. For longer time of braking much later, much harder. They must have learnt their lesson. Jags took the first spot, as long as the second and fourth positions. Duncan Hamilton / Tony Rolt car was the first vehicle in history to win that race with over 100 mph average speed. They did exactly 105.841 mph.

The Jaguar replaces their models with the year 1954, but the new car is still an XK120 derivative. The upcoming D-Type is just as competitive, but it was the C-Type that is to be remembered for reaching the motorsport’s top of the top. It placed their brand right next to the best racing automakers. C-Type came victorious as a works entrant or a private racer. And it made Jags more popular on public roads all over the world. It gave us new technologies – brakes we now see as standard on every car of today – first raced on the Jaguar sports cars.

1946 – Triumph 1800 Roadster 18TR

Autor Piotr Wilk12 lipca, 202330 września, 2023

It is more of a vista cruiser than a sports car, but the Triumph model 1800 was one of the best remembered British cars from just after the war. It was a direct response to the Jaguar and both manufacturers share history. The cat brand is derived from the Standard – they used their engines, they did use their chassis, and sure as hell they had Standard transmissions. That is how the SS was born, but it quickly rebranded to ‚Jaguar’. The Head of Standard, Sir John Black, had a plan to increase his hold of the Jaguar brand – and essentially take over full control. Jaguar owner, William Lyons (later also a Sir), told him to respectfully… fuck off. Sir Black got pissed. He purchased the entire Triumph company, shared all technology, all Standard motors and engineering – and they had huge experience building airplanes for the military. Long story short, they didn’t have to start from scratch as their slap could do serious damage to the Jag already.

Their secret weapon was excellent knowledge of the Jaguar technology. Black had the Straight 4 OHV motors with the right gearbox for it. That powertrain was made in the Standard garages for the Lyons himself, and since 1937 seen only under the hood of Jaguars 1½-litre. Black had this technology and he knew it better than his own wife (ex-wife… long divorced – irrelevant). He intended to power his cars from a 6-cylinder, but he had not expected the course of events, and sold the equipment required to their construction to the Jag.

The Triumph had independent suspension based on transverse leaf springs in front and a live axle with longitudinal leaf springs. It was also a Standard design. Its underslung chassis was a novelty to them. An excellent application of a ladder frame, hand made using 3-inch rods. Simple, yes – but they had never made anything of this sort before. They managed to cut costs by applying a wooden frame that was later covered with aluminum body. The steel situation wasn’t easy after the war. All the resource shortages, economy disaster… something like Poland now – even without any war.

The design of 1800 is strongly inspired by the Jaguar. Large headlights seemingly floating in the air – that’s a copy of the SS100. The Triumph though was unique when presented. It had a bench seat in front, and Black ordered to fit jump-seats in the back, as it was in the pre-war models like Dolomite (not to look far). It was a huge nod to that tradition. As a result, we had a very practical sports car… well… ‚sporty’ car. The last production automobile in history to adapt 3+2 layout. And it was unmatched in its versatility. It also had rear-hinged doors and a long hood, so indicative of that period. 6 headlamps, a large grille and three separate windows in the Renown sedan were another Triumph characteristics. It also had three wipers. As a matter of fact, its design was so impactful, it started a new trend in car history. Rounded lines with sharp cut edges – we now call it Razor Edge, and this model popularized it to the point every British manufacturer had similar cars in their offer till ’60s.

The engines of the 1800 and 2000 TR variants

Triumph managed to sell 2.5k of those cars before the first engine and transmission refresh. Another 2k vehicles were sold with the new powertrain. They were more powerful and less weighty, therefore faster. New Triumph could reach 60 mph in 27.9s, which is not a good result, but the originals hit that point after 34 seconds. Early Triumph was much overweight. Outclassed by the Jaguars. Even when new engines, they were good for only 75 mph (120 km/h). The engine was bigger, with greater power and torque. Transmissions fully synchronized and the entire vehicle – lighter. All for nothing. Apart from the improvements in terms of mid-range acceleration, changes had little effect.

It was planned as a Jaguar beater, but the cat had no equal at the time. Triumph offered a ride in style. It was a good quality product, but it was lacking. Graceful, characterful… but inferior in a bigger picture. Its cabin was rich in wood trim, but exhibiting zero sportiness. The seats could welcome many passengers, but offered no lateral support. The Straight 4 was a good baseline, but not powerful enough to run such a load. It failed at performance – especially considering its price. Jaguar made cars that cost less than its rivals and had twice the power. Triumph cut production costs, but the client didn’t feel that in the dealership. The car did have the look, but it was quickly outdated and dead. Had it been made 10 years early – it would have been a top player. But it is, what it is. It offered 1800 variants, the 2000 roadsters as well as sedans with longer wheelbase, and the Renown limousines with new chassis and suspensions. The roadster ends production in 1949 and soon after – all its derivatives.

1992 – Jaguar XJ220

Autor Piotr Wilk9 lipca, 202327 września, 2023

This story tells how you can be made with love, but also a mistake. Most iconic cars were made of passion and that is why they are remembered. Automobile manufacturing changed over time – as everything does. It was modernized, consumed by the new technological processes, procedures and board meetings. In such times: this car is born. Designed as unpaid overtime for the handful of craziest enthusiast Jaguar could provide. The Jaguar – they’ve just claimed the World Sportscar Championship, and their development section manager said he had an idea. The trend for supercars was on a rise. For ridiculous and expensive performance beasts. They would be impossible to buy… unless you were crazy rich and never afraid to invest large numbers in unique automobiles. Jag said it was so stupid, that they would do it… if only they haven’t been in the worse financial crisis than Poland under communists even now.

Randle didn’t give up. He managed to select a team of 12 volunteers to work on weekends – dubbed „The Saturday Club”. Designers, engineers and technicians – everyone that could be involved with benefit for the project. They lived double lives. Day time they made Jaguar cars – and they drew supercars after dark. They claimed no money for the effort. Randle himself made cardboard models of the car… and that’s how he spent his Christmas. Together, they could introduce their car to the world after 4 years – the Jag had a stand in Birmingham Motor Show.

The car – it was the bomb! Beautiful lines and breathtaking performance figures. 500 bhp from a 48-valve 6.2-litre V12. The mid-engine layout paired with all-wheel drive and damn… the gullwing doors. It was to have all wheel steering system, and it was to reach 220 miles per! They said it would have everything. You name something. Anything – it was supposed to have it! The Ferrari F40 was there – on the same motorshow – totally ignored. It looked like 20 year old piece of shit when placed next to the sleek cat. I mean, it doesn’t look old even now. The Jag was just amazing, so the Ford (the owner at the time) said they would make it… because… what could go wrong?

Heh… where do I start? The TWR took most of the responsibility for the development. They handled production and any changes it’s architecture would require. The initial project was planned for 350 bodies. It was a good plan, it provided constant money flow as each car would cost well over 400k. Ferrari didn’t ask half that money for their F40. Aaaand the problems started. TWR discovered engineering faults in the prototype. Both the V12 and the AWD – wouldn’t work. They both were heavy and both too complex to develop and adapt – and they were both too expensive as well. Not to mention. In the end, XJ200 was made a rear wheel drive Twin Turbo V6.

I understand the disappointment, but the V6 deserves our respect. It was not just any motor. They took it from the B-Group Metro 6R4. A 24-valve rally 3.5-litre V64V – constantly under development in TWR garages. It powered the Group C XJR-10 and XJR-11 racers. That’s how Jag joins the club for rally Group B-devised supercars, next to the Porsche 959 and Ferrari F40… So that engine was set up with the two Garrett T3 turbochargers, and at that point already it provided a full bar of turbo boost. TWR found space for two intercoolers for it and then – even though engine small, even though no V12 – both the power and the torque generated was much improved. The TWR car had 40 bhp more compared to the prototype. There’s more: the V6 is much smaller than a V12, which resulted in a shorter car – yet still almost 5 meters long! And as we know, more power means more weight. The car managed to fit the 1.5 ton cap due to rich use of aluminum… practically everywhere. All body panels are aluminum. Chassis – aluminum. The suspension has aluminimumum elements. And the Jaguar could generate almost 300 kilos of downforce from its aero design. Not many manufacturers of that time could-… well, but the air drag coefficient ended up at 0.36. Everything has its flaws.

The XJR-15 model based on a motorsport car. XJ220 was completely different. You won’t find carbon fiber there. Instead – a rather spacy cabin and narrower side-skirts to allow easier entrance. This is where the list of good things ends, as – as already mentioned before – the Brits could not afford a supercar. They finished the interior with the worst Ford trash they could find, and they did it in the most careless fashion. Those plastics used there – it’s a disaster. And the rear lights: it’s Ford Escort.

We start liking this car as soon as we hit the road. The suspension setup was just perfect. It had the in-board springs and double wishbones. Its engine was in the middle, which is positive for weight distribution and handling, and it had a rack-and-pinion steering design that provided flawless responsiveness. The car was truly breathtaking. The press could not believe it. They said the world did not see a supercar equal to the Jaguar. Not in terms of handling and road performance. The car, not only fast, but precisely absorbing most of the road’s defects. Man, it is a rare feat for a supercar TODAY! Before XJ220 – forget about it! Racing clutch used was a two-plate sports element lasting 100 burnouts, and the fully synchronized transmission allowed for no mistake. Turbos did generate lags, but they also gave a solid kick. The big power was delivered in a single moment – like an explosion.

And we cannot forget about the most important part: THAT CAT WAS FUCKING FAST! It could go from zero to sixty in 3.6s with no stress. It beat any records of the time. The failed attempts recorded 212 mph – which set the new world’s best. The FAILED try – get it? It beat the Nurburgring time in 1991, and if no catalytic converter – it could top at 217 mph making the Guinness World Record. Admittedly, the promised 220 mph was a scam, but anyway… The fastest car in der welt – it was a Jag.

And a beautiful one at that. Its timeless design combined classic smooth lines of the E-Type and brave futurism the brand lacked at the time. As a result, the XJ220 model aged well and it looks real business even now. It’s elegant, advanced, looks fast and serious – by the standards of today.

It hit the dealerships in 1992, but all cars were sold by 1988. No – it’s not a typo. They sold 4 years before the first car was completed – all of them… and even though, it was a business catastrophe. Not only it faced growing rivalry in its class – the supercar market collapsed exactly with its introduction. Bubble economy ended and the clients backed away. They cancelled orders for the car that had no V12, no AWD, no AWS, no gullwing doors. The Jaguar was sued for it. No joke. Ironically, all those downsides… the car was better for it – but it didn’t matter. The only value the client would admit was the speed records.

… but that was also taken from them. Anno Domini 1993 – McLaren F1 comes to play and all is lost. It had no match – defeated everyone zusammen auf wiedersehen. Not a car has been created that could close the gap in such performance. It took the speed to the next level – never seen before. Not available for a normal driver, until that point. The Jaguar is defeated – one year after its premiere. It becomes obsolete. Outdated over night. Even though its production was cut to just 281 examples – some of them couldn’t find their owners until 1996.

Beaten by its rivals, it made attempt at 1993 Le Mans. Facing team Porsche in a 24-hour challenge of the Circuit de la Sarthe. 3 cars entered the stage in their XJ220-C variants and they qualified for a GT class. Only one reached the finish line and beat the Germans… but they were cheating. Jag removed the catalytic converters from their cars before the race, and such foul play could not be tolerated. Jaguar result was cancelled. XJ220 and the Porsche 959 were alike. They both were intended as Group B machines. Both were finished after its demise. They both are essentially a racecar for the road. The Jaguar is one of the most underrated cars in the history, one of the most beautiful, one of the fastest – and the biggest disappointments.

1974 – Triumph Spitfire 1500

Autor Piotr Wilk29 czerwca, 202330 września, 2023

We normally associate the Spitfire name with the Second World War fighter plane that fought in defense of the Brits in the Battle of Britain, but not only. Car enthusiasts might know that name for a sports two-seater of the sixties. It was an outstanding move for Triumph – having released that model into market. Its production persisted for almost 20 years, and it sold in over 300k examples. Half that in USA. Almost… hmph… OVER 75% of all Spitfires made, were sold abroad.

The Triumph brand was once in the hands of the Standard Motor Company. The Standard wished for a sportscar that could rival Austin Healey. Austin’s model Sprite cost nothing – it was cheap both in purchase and in maintenance. The machine could fit only two people, but everyone could afford it and have tons of fun of driving. Triumph was experienced in that matter already. They had made fast cars in the past, but they rivalled more upmarket MG, mostly. A niche appeared that had to be filled. The guys at Triumph said they would have it covered.

1960 the works start. Giovanni Michelotti responsible for the design. He was reliable – did his part on Triumph Herald before. Damn good job he did – so the guys trusted him with the new project. And rightfully so – when the prototype came to be, it got an internal code: ‚the Bomb’.

And the bomb Spitfire was! Triumph’s intention was a cheap car – but in every way, shape or form better than Austin Healey Sprite. It was to dominate it with its superior Herald 1.1-litre motor, and more spacious, comfy interior. The prototype had a lot to do with the Herald – they was closely related. Their steering was shared and so were the suspensions. Spitfire frame was more rigid and durable. It was a problem of previous models – but not of the Spitfire. Soon everyone would see how bomb the car was. It was fantastic – with upgraded stability due to stronger side skirts and reinforced rear wall behind seats, so it could hold suspension elements.

Before they could really start production, Triumph needed to sort their own shit out, cause the brand was slowly decaying. The money was gone and the project was stalled. It didn’t look good – it didn’t look at all until Leyland saved the situation in 1961, when they took over the whole Standard Triumph car assembly. The whole thing was long forgotten when the head of Leyland looked under the rug where the prototype was hidden. ‚The hell is that?’ he asked. Guys told him: ‚the sportscar we ain’t got no money for’. ‚You got money now’ he assured. The first car rolled out in 15 months and it was practically the same, but with rubber floormats and working windows.

Generation 1 was called Spitfire 4, because… reasons. It could be due to cylinder count, but your guess is as good as mine. ‚Spitfire’ of course relates to the fighter plane, but if you asked for some evidence they legally obtained the ‚Spitfire’ trademark, then I should disappoint you. There is none. Maybe they felt kinda excused, since the Coventry plant supplied the warplane parts during the conflict… and maybe they just claimed it like their own – like the English did with the Polish gold after the war. We will never know.

Healey Sprite was a tad cheaper, but at this point – none of it mattered, cause Spitfire outsold it by far. Especially in America. Well… It was better equipped, with more attractive, aviation inspired dash, with hardtop options or later overdrive transmissions. Triumph was better. It had a good set of disc brakes, that worked wonders in a car lightweight like this. Independent suspension was Herald-derived. Front wishbone with a coil spring, and a rear with swing axle and a transverse leaf spring mounted to the differential. It was simple, yes – but for its price? A good deal.

1.1-litre was good for 63 bhp from 4 cylinders, which allowed Gen I to accelerate 0-60 within 16.4 seconds, and top at 92 mph (148 kph). Ok – not the best by today’s standards, but mind this: today that car is 60 years old. It has very deep seats positioned quite low in the chassis, thanks to which the position behind the wheel gives a lot of fun – and that is why people buy such cars. For the fun of driving. Plethora of aftermarket parts available for it right after it appeared in dealerships. You could get everything for it: high compression heads, high performance exhaust manifold, twin-choke Weber carburetors… people had serious business under their hoods. Their cars became faster and faster – and nicer to drive. They sold in number of at least 45k.

The Spitfire of the second generation came to be in 1965. All the changes to the model during its entire production run – it was evolution rather than revolution. Mark II was mostly identical to Mk I. The clutches were upgraded to better diaphragm spring counterparts. Only on the British cars though. Americans got their Lucas distributors replaced with ACDelco. The seats were redesigned, metal parts were covered and the rubber floormats changed to carpets. In order to differentiate the new cars from the outgoing, front grille was slightly refreshed and you could find new emblems on the body. Mark II was a tad more powerful, as its motor generated extra 4 horsepower. Spitfire celebrated great success in American motorsport, which in turn led to improved sales. So much so, people coined a phrase ‚win on Sunday, sell on Monday’. 37 thousand of those machines found their buyers in 2 years.

The 3rd generation introduced more changes. In order to keep the car competitive, motors grew to 1.3-litre and their power: 73 bhp. That helped accelerate from 0 to 60 in 13.4 seconds. The new car had a front bumper complying with American market, bigger brakes as well – and new seats. Dashboard was finished in wood-veneer. Its steering wheel was straight from the TR4 model, and the top would no longer require to be stored in the trunk. The one hundred thousandth chassis rolls down in 1968, and so good Mk III was, that it sold in the number exceeding 65k.

Mk IV was the first big update to Spitfire. Its lines matured. Looked more like Michelotti’s original drawings. All of the chrome was removed from the body. The front grille with bumpers were black plastic. It was given more modern door handles. Rear bumper was a single piece of material. Its trunk gained in capacity and Spitfire closed the market gap to Stag or Triumph 2000. Mark IV hardtop was more practical from now on – it left more headroom and made better protection.

All gen 4 Spitfires had a dashboard in black plastic. The gauges were now placed in front of the driver, as opposed to the middle of the dash, as it was in the earlier models. The wood-veneer finishing returned in later examples. Seatbelts were standard. Heating was standard, so were the sun-visors. Fun fact: the measure of engine power changed in the meantime – we switched to German DIN system – so that the new cars had 63 horsepower, which is less then MK II, even though it was in almost identical configuration.

Mk IV, at last, received upgrades in suspension. The old design could engage in unintended ballet – not everyone appreciated such. That was caused by its transverse leaf springs mounted to the differential. There was an easy fix: leave only the bottom leaf bolted on – all the rest could just dangle freely. It gave the car more predictability in handling, while maintaining its character and still delivering huge fun. I say it was an absolute success!

The last and possibly the best variant of the Spitfire was the 1500. The upgrade came in 1974 and now the car was powered by a 70 bhp 1.5-litre, mated to a Morris Marina transmission. Such combination could finally reach 100 mph. Americans still had the chopped versions, as their regulations required such heresies as: lower compression ratio to work with their unleaded fuel, and recirculating exhaust with a catalytic converter. They were also equipped with a single choke Zenith Stromberg carburetor and as such, they needed 16 seconds or more to get from 0 to 60. Well… what can I say… Europe was running on twin HS4 carburetors and on 9:1 compression ratio, so no Americans could ever catch up to a European spec car.

1500 had a longer rear swing axle. The suspension geometry was readjusted, the whole thing was lowered and resulted in extra stability. Major changes in the interior: the hazard lights were introduced and modern electric windscreen washers. After 18 years from introduction the model is cancelled though. The British Leyland decided to discontinue Spitfire series. It was no longer competitive on a racetrack – mostly due to American safety and emissions ideas. The last example was assembled in 1980 and to this day resides in British Motor Heritage Museum.

The Spitfire is a closed chapter, but it also is a huge success of the British auto industry. The car that rocked the world. It won numerous motorsport trophies on the national and international level. It was seen both on racetracks as well as rallies of the ’60-ies. It finished Le Mans 21st. Tour de France Rally resulted in a class victory and Geneva 1st place overall. Sebring successes a year after. And Le Mans – two first places. Alpine Rally was also a victory. Spitfires started 458 times and 84% of the entries managed to complete the race: 153 times finishing on the podium – 52 times first.

It had one job – make driving fun. And it never failed. Top down ride, pure emotions – while, at the same time, not costing you a fortune. Yes, AC Cobra was more ruthless, I agree but… Triumph is still satisfying. Especially in tight corners. Spitfire was friendly to any tuner changes, and it could be this loved automobile for every driver. Those who knew their thing, and those who didn’t. The street racing machine, track-day racer and a daily car. The parts were cheap and easy to fit. Every new upgrade was rewarding and it was never boring. In fact – Spitfires are still hugely popular among race drivers in UK, and they can often be seen on the roads today.