The sales success of the GT6 Mk1 spurred Triumph into fixing the rear suspension problems and updating the car to meet U.S. safety standards. 80% of the cars were being exported and despite the rear suspension problems, the car was more popular than the MGB GT. The Mk2 provided a complete car. Once again, Harry Webster wanted the car to be further inspired by competition so in 1966, a six cylinder version of the Le Mans Spitfire was built. Triumph’s project manager, Ray Henderson built a car that produced 200BHP and had a top speed in excess of 150MPH. But at this point in time, the GT6 hadn’t been homologated and would therefore have to compete in the prototype category against the Ford GT’s, Ferraris and Porsches. What a pity as Webster decided to withdraw from the event. The prototype was called the GT6 R and its survival is unknown and is doubtful.

In production, apart from sorting out the rear suspension, the front bumpers were raised to meet the U.S. standards for uniform bumper height and additional louvers were placed in the bonnet and behind the rear quarter window. In standard form, the car had increased power by adopting the cylinder head from the TR5, redesigned cam shaft and manifold. The car also came with popular for the day, imitation Rostyle alloy wheels, matt finished walnut dash instead of the Mk1’s varnish finish, rocker switches, TR5 style padded steering wheel and eye ball vents. The motoring press had nothing to criticise now and at 1,125 ponds, the car represented tremendous value.

However in the U.S. the car could only deliver 95BHP as opposed to the home market’s 104BHP due to the new emission laws. It is not clear why the car didn’t sell as well as the Mk1 with production reaching 12,066 as it was a much better car. Production ceased in 1970 with the introduction of the Mk3. The Mk2 was known as the GT6 Plus in the U.S. due to the difference in performance caused by the omission laws. 

GT6 MK2