1980 Triumph Spitfire

The front suspension uses threaded brass trunnions that screw onto the bottom of the vertical links. Triumph specified EP90 hypoid gear oil for lubrication. In practice, owners and fast-fit garages pumped standard chassis grease into the nipples; grease hardens, dries out, and allows road grit to wear the threads. The trunnion seizes solid, causing metal fatigue that snaps the vertical link kingpin under steering load.

Symptoms: Stiff, heavy or notchy steering resistance when turning the steering wheel at parking speeds, Audible squeaking, groaning or grinding noises coming from the front wheels over road undulations...

Est. repair cost: £200–£450

On Standard-Triumph four-cylinder engines—most acutely on the long-stroke 1493cc unit fitted to the Spitfire 1500—the semicircular copper-lead crankshaft thrust washers wear excessively. Repeated clutch disengagement pushes the crankshaft forward. Once thrust washers wear down, they drop into the engine oil sump; the unguided crankshaft then machines directly into the cast-iron cylinder block web, destroying the engine casing.

Symptoms: Visible fore-and-aft movement of the front crank pulley when the clutch pedal is pressed, Difficulty selecting first or reverse gear due to excessive crank movement preventing full clutch release...

Est. repair cost: £600–£1,800

The Spitfire relies on a central double-backbone chassis with fabricated sheet-metal outriggers that support the outer sills and body tub. Road spray thrown from unshielded wheels rots the outriggers, floorpans, rear axle kick-ups and outer sills. Because the sill assemblies provide vital longitudinal stiffness to the open convertible body tub, severe rot causes structural flexing, scuttle shake, and sagging door gaps.

Symptoms: Uneven door panel gaps that close up at the top or scrape the striker plate when closing, Noticeable body tub flex or scuttle shake when driving over rough road surfaces or railway tracks...

Est. repair cost: £800–£2,500