Spitfire prop pitch and radiator question

[NZtyphoon]

The Spitfire IX/XI and XVI and VIIs and VIIIs all had automatic radiator flaps controlled by temperature http://www.zenoswarbirdvideos.com/Im...PIT9MANUAL.pdf (scroll down to page 9 Part I Descriptive; 7 Engine coolant system) and the props were all constant-speed so the "pitch" control" on early Mk IXs was a speed control unit (page 12):

20. Propeller control
(i) On early aircraft the speed control lever (35) on the inboard side of
the throttle quadrant varies the governed r.p.m, from 3,000 down to
1,800.

(ii) On later aircraft the propeller speed control is interconnected with
the throttle control. The inter-connection is effected by a lever,
similar to the normal speed control lever, which is known as the
override lever. When this is pulled back to the stop in the quadrant
(the AUTOMATIC position) the r.p.m, are controlled by the
positioning of the throttle lever. When pushed fully forward to the
MAX. R.P.M, position it overrides the interconnection device and
r.p.m, are then governed at approximately 3,000. The override
lever can be used in the same way as the conventional propeller
speed control lever to enable the pilot to select higher r.p.m, than
those given by the interconnection.
It must be remembered that the interconnection is effected
only when the override lever is pulled back to the stop in the quadrant; indiscriminate use of the lever in any position forward of this stop will increase fuel consumption considerably.
At low altitudes (and at altitudes just above that at which high
gear is automatically engaged) the corresponding r.p.m, for a
given boost with the override lever set to AUTOMATIC are as
follows:
Boost (lb/.sq.in.) R.P.M.
Below +3 .. .. .. .. 1,800-1,850
At +7.. 2,270-2,370
At +12 (at the gate) .. .. 2,800-2,900
At +18 (throttle fully open) .. .. 3,000-3,050
(iii) A friction damping control (46) is fitted on the inboard side of
the throttle quadrant.

21. Supercharger controls.—The two-speed two-stage supercharger
automatically changes to high gear at about 21,000 feet
(14,000 feet on Merlin 66 and 11,000 feet on Merlin 266
installations) on the climb and back to low gear at about 19,000
feet (12,500 feet on Merlin 66 and 10,000 feet on Merlin 266
installations) on the descent. An override switch is fitted on the
instrument panel by means of which low gear may be selected at
any height. There is a pushbutton (42) on the electrical panel for
testing the gear change on the ground, and a red light (13) on the
instrument panel comes on when high-gear is engaged, on the
ground or in flight.

This set of notes is dated September 1946. I have a copy of the Mk VII/Mk VIII Pilot's Notes from December 1943 (AP 1565G and H) which does not describe an interconnected propeller speed control and throttle, so this feature was possibly introduced in these marks in 1944? Otherwise the radiator flaps were also fully automatic.

Constant speed props were introduced on Spitfire Mk Is in June/July 1940, while the automatic radiator flaps were introduced with the Mk IX; Spitfire Vs had manual controls, but I'll double check. Hope this helps.