Triumph GT6 Miscellaneous

Page Contents

Engine Numbers & Compression Ratios
Engine Specs
Capacities
Born in LeMans

Engine Numbers & Compression Ratios

Important Information:

Early GT6 Mk1 Engines/Components.
Engine Components
Engine components for very early Mk1 GT6's (from engine number KC1E to KC5000E), such as cylinder block, crankshaft, main bearings, conrods, conrod bearings, flywheel etc are extremely scarce and NOT generally interchangeable with later Mk1 engines, so due to the supply problems :-
All Mk1 GT6 engine parts listed are for LATE GT6 Mk1's (from KC50011E) unless stated otherwise.
NB: Where parts are listed as 'For all models', it means the parts are only suitable for Late Mk1's, Mk2 & Mk3's.
Reconditioned Full Engines
Flywheel & Identification of Front Engine Plate.
Our reconditioned full engines are based on the later Mk1 GT6 specification. If your old exchange engine is an early Mk1 (to engine number KC5000E), then you will also require a different flywheel. You will also need to compare the Front Engine Mounting Plate (located behind the timing cover), and it may be necessary to re-fit the original mounting plate from your old unit.

Short Engine and Cylinder Block Identification
Recessed or Non-Recessed Cylinder Bores?
Late engines have a Recessed lip at the top of the cylinder bores adjacent to the block face, necessitating a particular type of head gasket, which can be identified by a 'Tag' which stands proud at the rear of the block.
Early engines have Non-Recessed bores, and do not have a tag on the rear of the head gasket.


GT6 Mk1 (Early)
From Engine Number KC1 to KC/KD5000E
Compression Ratio  9.5:1
Original block had Non-Recessed Cylinder Bores.

GT6 Mk1 (Late)
From Engine Number KC5001 to KC/KD50000E
Compression Ratio  9.5:1
Original block had Non-Recessed CYlinder Bores.

GT6 Mk2
From Engine Number KC/KD50001E onwards
Compression Ratio  9.25:1
Original block had Non-Recessed Cylinder Bores.

GT6 Mk3 (Early)
From Engine Number KE1/KF1 to KE/KF10000E
Compression Ratio  9.25:1
Original block had Non-Recessed Cylinder Bores.

GT6 Mk3 (Late)
From Engine Number KE/KF10001E onwards
Compression Ratio  9.00:1
Original block had Recessed Cylinder Bores.

Engine Specs

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Reconditioned Unleaded Full Engine Specification
All our reconditioned Unleaded 'Full Engines' have one of the highest rebuild specifications available on the market as detailed below.

Crankshaft Re-Ground	New Oil Pump Supplied
New Main Bearings	New Oil Pressure Relief Valve, Spring and Switch
New Thrust Washers	New Oil Filter
Cylinder Block Re-Bored	New Inlet Valves
New Pistons & Rings	New Exhaust Valves
New Big End Bearings	New Valve Springs
Camshaft Re-Profiled	New Valve Guides
New Cam Followers	New Rocker Shaft
New Cam Chain & Tensioner	New Rocker Arms
New Oil Seals

Bench Testing
Apart from having a multitude of new parts & components fitted - and with a 12 month / 12,000 mile warranty - our reconditioned engine units are run on a test bed after assembly.
During the test-run period (at varying engine speeds), all external joints and seals are checked and the water temperature and oil pressure are monitored to verify correct operation.
After the Bench Test all engines undergo a final inspection and are prepared for sale.
Note: All units are drained of oil and water before despatch.
All our full engines are assembled ready to accept manifolds, water pump and other ancillaries.

Reconditioned Short Engine Specification
All our Reconditioned 'Short Engines' are built to the following specification.

Crankshaft Re-Ground	New Thrust Washers
New Main Bearings	Cylinder Block Re-Bored
New Big End Bearings	New Pistons & Rings

Please Note: A new oil pump must be fitted (part no. 217488, see warranty note below).
Oil pump, camshaft, cam followers & sprockets are not supplied with short engines.
Additional installation information & running-in details are supplied with every unit. Don't forget that we can supply all necessary gasket sets and components etc, required to build-up a short engine.
Warranty/Guarantee of short engines will become NULL & VOID if a new oil pump is not fitted.

Capacities

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Engine
Engine & Oil Sump = 8 Pints (4.5 litres).

Cooling System
Cooling System (inc heater/expansion bottle) = 11 Pints (6.2 litres).

Gearbox & Overdrive
Gearbox Only = 1 ½ Pints (0.9 litres).
Gearbox & Overdrive Assembly = 2 3/8 Pints (1.4 litres).

Differential
Differential = 1 Pint (0.6 litres).

Born in LeMans

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Only a year after the Spitfire went into production in 1962, Triumph built a prototype 'Spitfire GT', with a smart fastback coupe body style. Within months this one-off car was further modified, with a six-cylinder engine - and the GT6 project got under way. As a prelude, 'works' Spitfires with GT6-style bodies raced at Le Mans in 1964 and 1965, before the original GT6 road car was introduced in October 1966. These first cars used modified versions of the Spitfire chassis and suspensions, but shared almost all of their running gear - 2-litre six-cylinder engine, all-synchromesh gearbox with optional overdrive, and a more robust rear axle - with the Vitesse 2-litre model. Because of the new car's character, which combined the sleek styling, a silky-smooth six-cylinder engine, high gearing, and a characteristic exhaust note, with a well-equipped two-seater cabin and a lift-up rear hatch, the new GT6 was often dubbed a 'mini-E-Type'. Triumph was happy to develop this image for the new car, wanting it to be seen as an altogether more up-market model than the Spitfire. The original cars, built until the autumn of 1968, had 95bhp 2-litre engines, and could reach about 105mph. All had the same type of polished walnut interior, and a large carpetted space behind the seats. Although both were optional extras, many cars were sold with overdrive, and with centre-lock wire spoke wheels. Although the GT6 was an immediate sales success, there was criticism of the car's swing-axle rear suspension, and of the poor ventilation of the small cabin. Major improvements to the roadholding could only be made by a complete re-design, so for the GT6 Mk2 Triumph abandoned the swing-axle system, substituting a new layout which kept the transverse leaf spring, but also used a reversed lower wishbone: wheel camber changes were much reduced. The GT6 Mk2 was a much-improved car. Not only did it have much better roadholding than before, but there was a new type of cylinder head and more peak power (104bhp instead of 95bhp), a new facia style, cabin air outlets and a heated rear window glass both helping to improve the ventilation. Styling retouches for the Mk2 included a raised front bumper and Rostyle wheel covers, while from late 1969 more improvements included reclining seats and a new-style steering wheel. From late 1970 the GT6 Mk3 took over, this sharing many styling changes with the latest Spitfire, the Mk IV. Although this was basically the same shape as before, almost every external panel was changed and was more smoothly detailed than before. Perhaps this was aerodynamically smoother than before, for the car's top speed rose to 112mph. Raised panel joints on front and rear wings had been eliminated, the side window profile was altered, and there was now to be a sharply cut-off rear panel. Yet another wheel style was chosen, and the front bumper was closely integrated into the new-shape front pressings. The Mk3 was very popular in the UK, where sales rose sharply, but less so in the USA, where new exhaust emission and other safety regulations degraded the performance and hit all British sports car sales. For 1973 there was one final change to the GT6's chassis specification, where the latest Spitfire type of 'swing spring' type of swing-axle rear suspension took over from the unique 'lower wishbone' type, but relatively few of these cars were ever made. The last GT6 of all was built in November 1973.



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