Editing Triumph Spitfire (section)

==Spitfire Mark III (1967–1970)==
{{Infobox automobile |sp=uk
| name = Triumph Spitfire Mark III
| image = 1968 Triumph Spitfire Mk III.jpg
| production = 1967–1970<br />65,320 made
| engine = {{cvt|1296|cc|cuin|1}} Standard SC I4
| transmission = 4-speed manual with optional overdrive on top and third
| weight = {{cvt|1568|lb|kg}}(unladen U.K.spec)
}}
The Mark III, introduced in March 1967, was the first major facelift to the Spitfire. The front bumper was raised in response to new crash regulations, and the front coil springs were slightly raised. Slightly revised bonnet pressings were carried over. Rear overriders were deleted and bumper mounted reversing lights became standard (initially as two separate lights on either side of the number plate, latterly as a single light in a new unit above the number plate). The interior received a wood-veneer instrument surround and a smaller, 15-inch, wire spoked steering wheel. A folding hood replaced the earlier, more complicated design. For most of the Mark III range, the instrument cluster remained centre-mounted (as in the Mark I and Mark II), easily accommodating [[right-hand drive|right-hand]] and [[left-hand drive]] versions.

The 1,147&nbsp;cc engine was replaced with a bored-out 1,296&nbsp;cc unit (the bore increasing from {{cvt|69.3|mm|inch}} to {{cvt|73.7|mm|inch}}, stroke retained at {{cvt|76|mm|inch}}), as fitted on the new Triumph Herald 13/60 and [[Triumph 1300]] saloons. A new quieter exhaust gave a sweet distinct note and reduced cabin noise. In SU twin-carburettor form, the engine put out a claimed {{cvt|75|bhp|kW|0}} at 6,000 rpm, and {{cvt|75|lbft|Nm|0}} of torque at 4,000 rpm, and made the Mark III a comparatively quick car by the standards of the day.{{Citation needed|date=July 2007}} Options included wire wheels, factory hard top and a Laycock de Normanville [[Overdrive (mechanics)|overdrive]]. The Mark III was the fastest Spitfire yet, achieving {{cvt|60|mi/h|km/h}} in 13.4 seconds,{{sfnp|Robson|1982|p=187}} and reaching a top speed of {{cvt|95|mi/h|km/h}}. Average fuel consumption was 33mpg.{{sfnp|Robson|1982|p=187}} The Mark III continued production into 1971, well after introduction of the Mark IV.{{sfnp|Robson|1982|p=187}}
[[File:Triumph Spitfire Mk3 interior in Morges 2012 - 2.jpg|left|thumb|Interior]]
On 8 February 1968, Standard-Triumph general manager [[George Turnbull (autoindustry executive)|George Turnbull]] drove the 100,000th Triumph Spitfire off the Canley production line.<ref name=Autocar196802>{{cite journal |title=News and views: 100,000 Triumph Spitfires|journal=[[Autocar (magazine)|Autocar]] |volume=128 | number = 3757 |page=58 |date=15 February 1968}}</ref> More than 75% of this number had been exported outside the UK, including 45% to the US and 25% to mainland European markets.<ref name=Autocar196802/>

The 1968 model featured dual system (aka tandem) brakes with a brake failure warning device. The engine used a revised camshaft and a distributor with idle speed ignition timing retarded to address emissions. The twin SU carburettors now included overrun valves in the throttle discs and anti-tampering features on carburettor fuel-air mixture nuts.<ref>{{Cite book|title=Standard-Triumph Spitfire Mk3 Spare Parts Catalogue|last=Standard-Triumph Sales Ltd|publisher=Standard-Triumph Sale Ltd, Spares Division, Coventry, England|year=1970}}</ref>

Starting in 1969, US-bound models were "federalised" to comply with safety and emissions regulations. A reduced compression ratio of 8.5:1 resulted in a slight decrease in power (68&nbsp;bhp) and 73&nbsp;ft-lbs of torque. However, the 0–60 time of 14 seconds was still faster than the Mark II. The instrument panel was moved in front of the driver, and new seats were introduced with integrated headrests to help against whiplash. Cosmetically, the wood dash was replaced with a matte black finished assembly intended to imitate an aircraft cockpit.

The Mark III's final production year (1970) included an integrated rear reverse and license plate lamp, side lamps at the front and rear and new badging.{{sfnp|Thomason|2006}} The separate "Triumph" letters on the front of the bonnet were removed and "Triumph" and "Spitfire" rectangular badges were used in the front, rear sides and rear. A limited number of U.S. market 1970s were adorned with an RAF style "Spitfire" badge (U.K. models had a plain badge without the RAF roundel) that rested in the right corner (car opposing point of view) of the bonnet. Additional exterior changes introduced included a zip up rear window, black radiator grille and a black (vs body coloured) windscreen surround. Full wheel covers of two styles were used including the 1969 introduced model with "SPITFIRE" circumscribing the hub and a unique derivative without the branding. Interior changes included a steering column mounted ignition switch, a key-in-ignition warning buzzer, driver's side under-dash courtesy lamp and a new black spoked steering wheel. Under the bonnet, some markets had the twin SU carburettors replaced with a single Zenith-Stromberg carburettor.{{sfnp|Thomason|2006}}
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