The Spitfire was conceived by Standard-Triumph to compete in the small sports car market against the Austin-Healey Sprite. Where the Sprite used a new lightweight body with the Austin A30/A35 drivetrain, the Spitfire used mechanicals from the Triumph Herald saloon. Triumph was able to downsize the Herald’s separate backbone chassis, saving the cost of developing a completely new chassis-body unit. Giovanni Michelotti styled the bodywork, featuring wind-down windows and a bonnet and wings that opened forward for engine access. The Spitfire’s introduction was delayed by the company’s financial troubles in the early 1960s, and was subsequently announced shortly after Standard Triumph was taken over by Leyland Motors.
The Spitfire Mark I, also known as the Spitfire 4, was introduced in 1962. It featured a 1,147 cc four-cylinder engine with twin SU carburettors, producing 63 bhp at 5,750 rpm. The car had a top speed of 92 mph and accelerated from 0 to 60 mph in 16.4 seconds. The design used body-on-frame construction, with structural components within the bodywork and rear trailing arms attached to the body rather than the chassis.
The Spitfire Mark II, launched in March 1965, featured a retuned engine with a revised camshaft, water-heated intake manifold, and tubular exhaust manifold, increasing power to 67 bhp at 6,000 rpm. It was priced at £550, compared to £505 for the Austin-Healey Sprite and £515 for the MG Midget. The Mark II achieved a top speed of 96 mph and a 0–60 mph time of 14.8 seconds.
In March 1967, the Spitfire Mark III was introduced, featuring a redesigned front end to meet new crash regulations and a bored-out 1,296 cc engine producing 75 bhp at 6,000 rpm. The Mark III was the fastest Spitfire yet, reaching 60 mph in 13.4 seconds and a top speed of 95 mph. On 8 February 1968, Standard-Triumph general manager George Turnbull drove the 100,000th Triumph Spitfire off the Canley production line, with over 75% exported outside the UK.
In 1968, US-bound Mark III models were “federalised” to comply with safety and emissions regulations, resulting in a slight decrease in power to 68 bhp. The instrument panel was moved in front of the driver, and new seats with integrated headrests were introduced to help against whiplash. The Mark IV, introduced in 1970, featured a redesigned rear end similar to the Triumph Stag and Triumph 2000 models. The engine was detuned to 63 horsepower for the UK market, and performance dropped due to increased weight and a taller final drive.
The Spitfire was popular in street and rally racing, winning numerous SCCA National Sports Car Championships in F and G Production classes.
The Spitfire 1500, introduced in 1973 in the United States and Canada and in 1975 elsewhere, featured a larger 1,500 cc engine. While prone to failure, it offered increased torque and improved drivability. The final Spitfire, an Inca Yellow UK-model with a hardtop and overdrive, was assembled in August 1980 shortly before the Canley factory closed and is now on display at the British Motor Museum. The long-form study of the Spitfire’s racing history belongs to SCCA archives and motorsport periodicals rather than this article’s corpus.