Triumph TR6 Pi Overdrive - 1969

The Triumph GT6 MkII (sold as the GT6+ in North America) arrived in late 1968 as the thoroughly improved second act of Triumph’s jewel-like fastback coupe. Styled by Giovanni Michelotti and born from the Le Mans fastback Spitfire prototypes, the GT6 matched that elegant silhouette to Triumph’s smooth 2.0‑litre straight‑six, creating what enthusiasts soon nicknamed the “poor man’s E‑Type.”

Its predecessor, the MkI (1966–68), was quick but notorious for tail‑happy handling from its swing‑axle rear. The MkII fixed the big complaint. Triumph engineered a new independent rear suspension with lower wishbones and Rotoflex double‑jointed half‑shafts, dramatically improving camber control and stability. Cooling and cabin ventilation were uprated (note the extra bonnet louvres and revised grille intake), and an all‑synchro 4‑speed gearbox became widely available, with Laycock overdrive still a prized option. Breathing tweaks nudged output to roughly 104 bhp (about 106 hp SAE), delivering a claimed 0–60 mph around ten seconds and an easy 110‑plus mph cruise—proper grand touring pace for the class.

Triumph positioned the GT6 against the MGB GT, Porsche 912 (aspirationally), Opel GT and, from 1969, the Ford Capri. What the GT6 lacked in rear seats it repaid with a creamy six, long‑legged gearing and a wonderfully serviceable front‑hinged clamshell bonnet that made tinkering a joy. Period UK tests from Autocar and Motor praised the MkII’s much‑improved composure and ride, while noting warm cabins on hot days and some transmission whine—foibles that owners still recount with affection.

Built from 1968 to 1970 in roughly twelve thousand units, the MkII kept Triumph’s sports‑car line competitive between the TR range and the entry‑level Spitfire. In the U.S., “GT6+” badging, side markers and market‑specific emissions gear distinguished it; outputs there could be lower, but the essential charm—smooth torque and a fluid, mechanical feel—remained. The model cultivated a loyal following in club racing and rallying, where privateers exploited its tractable engine and compact footprint. While it never enjoyed a major factory competition program, it became a staple of British Modsports and SCCA grids.

Curiosities? Beyond the enduring “mini‑E‑Type” moniker, the GT6’s wood‑veneer dash, fold‑flat luggage shelf and surprisingly practical hatch made it a genuine mini‑GT. Triumph’s period ads leaned hard on the virtues of “six‑cylinder smoothness,” and contemporary reviewers often remarked that, pound‑for‑pound, little else delivered such refined thrust at the price. The MkII sits today as the connoisseur’s sweet spot: prettier and purer than the later MkIII, but vastly better to drive than the early car—an elegant, compact express that still feels special on a winding B‑road.