VALUES

You can pick up a Spitfire for just a few hundred pounds but at this level you’re buying a project rather than a running car. Roadworthy Spitfires needing tidying start at £1800, with presentable examples at around £2500, most of them later MkIVs and 1500s. Move up to £4500-£5500 and you can expect a nice car which doesn’t need very much doing to it. Pristine examples will go from £7000.

ENGINE & GEARBOX

• Crankshaft endfloat is common on the Triumph engines. Often shows up as difficulty engaging gears, since the clutch mechanism is moving the crank rather than disengaging the clutch. Have an assistant press the clutch while you watch the front pulley for movement.
• Standard carbs were SUs. Excessive movement in the throttle shaft between the two carbs means the bearings in the carb bodies are worn, making it hard to set them up properly
• Leaking from the front of the differential will mean a worn seal.
• Cooling can be an issue on the 1500 as the factory radiator was marginal in size. Many cars have bigger aftermarket radiators fitted.
• Engine prefix should be ‘F’. Find a ‘D’ or ‘Y’ and it indicates a Dolomite motor with softer cam and less performance.
• Overdrive should engage smoothly. If it doesn’t, the problem can either be wiring or low gearbox oil.

PARTS

• Parts supply is generally very good. The Spitfire is second only to the MGs for availability.
• There’s nothing you can’t buy that would stop you getting a car back on the road.
• Bulkhead and screen frame can be tricky to source on MkI-III cars.
• Interior and trim is available for the MkIV but harder to buy for earlier cars.

To read the complete Buyer's Checklist feature buy the January 2012 issue of Classic Car Mart.