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Here: fav. Hang on a sec So the upshot of these regulations was that the engine had to be made less efficient, which meant less performance and increased fuel consumption. Also in the Spitfire had to provide headrests to guard against occupant neck injury in the event of a rear end collision.
Of particular note is that the transverse leaf spring with swing axles rear suspension was kept all through to the Mark III. This system produced much the same effect as it did on the Volkswagen Type 1 and the early Chevrolet Corvair , although on those two the effects were more exaggerated because of the rear engine causing the weight distribution to be very rear heavy.
The Spitfire had much more even weight distribution, but the vice of the swing axles was still able to rear its ugly little head. This problem occurs most markedly if the driver lifts off the throttle in a corner or brakes. This suspension was widely criticized and drivers who wanted to get the best from the handling of their cars installed camber compensator rear suspension kits to fix the problem, just as more technically minded Corvair and Volkswagen owners did.
By this stage rather old school chrome headlight surrounds were removed and replaced by body color ones, the grill became black plastic and was complimented by black plastic bumper under-riders. The wheel-arches were stylishly flared and the door handles became neatly flush fitted. The windscreen height was increased by two inches.
At the rear of the Spitfire was perhaps the most dramatic change with the rear end being given a cut-off style which brought it into line with the rear end styling of its stablemates the Triumph Stag and the restyled Triumph This would be the same sort of style that the Triumph Dolomite of would also be given so the Triumph cars looked like a part of a coordinated family.
For the Mark IV the instrumentation was moved from the center of the dashboard to being directly in front of the driver for all markets. Many features that had previously been optional extras became standard fittings on the Mark IV Spitfires. The hardtop was greatly improved and included opening rear quarter-lights while the folding soft top was treated to a plastic cover to keep it neatly packed away. The Mark IV also finally got synchromesh on first gear, something that British car makers seem to have had a near religious aversion to in the same way that British motorcycle manufacturers resisted installing electric starters.
The Mark IV was a tad heavier than the Mark III however, which contributed to the car feeling a bit less spritely, and added to that the final drive ratio was changed from 4.
The big fix on the Mark IV was to finally cure the swing axle vice, something that arguably have been done much earlier. The fix was remarkably simple, instead of the whole rear suspension leaf spring assembly being bolted to the top of the differential casing only the bottom-most leaf was, leaving the others free to move around the central axis.
The rear suspension was further improved late in production by the widening of the track, improving stability. The performance of the Mark IV was lively for European specification cars: standing to 60 mph time was In however the engine was detuned which brought the top speed down by a couple of miles per hour but, more tellingly, increased the standing to 60 mph time to In for the US market Triumph began fitting a larger 1,cc engine which was created by lengthening the stroke of the older 1,cc engine.
This US version was fitted with a single Zenith Stromberg carburetor and had the necessary anti-emissions control equipment installed on it. The British and European market engine had a compression ratio of and breathed its leaded petrol through twin SU HS4 carburetors. It breathed through the single Zenith Stromberg carburetor and had an exhaust gas recirculating system and catalytic converter.
This engine produced 53 hp DIN giving the car a standing to 60 mph time of The final model had the features expected by that time including an electric windscreen washer and hazard warning lights. Wire wheels ceased to be available as an option however as the world moved on to accessory alloy wheels.
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