TRIUMPH STAG CONVERTIBLE TRIUMPH STAG CAR *

[Nomen Nescio]

Here...

http://www.youtube.com/watch?v=WG8qiHdFSMg

...enjoy!

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The Triumph Stag is a British car that was sold between 1970 and 1978
by the Triumph Motor Company, styled by the Italian designer Giovanni
Michelotti.

Envisioned as a luxury sports car, the Triumph Stag was designed to
compete directly with the Mercedes-Benz SL class models. All Stags
were four-seater convertible coupés, but for structural rigidity – and
to meet new American rollover standards at the time – the Stag
required a B-pillar "roll bar" hoop connected to the windscreen frame
by a T-bar. A removable hardtop was a popular factory option for the
early Stags, and was later supplied as a standard fitment.

The car started as a styling experiment cut and shaped from a 1963–4
Triumph 2000 pre-production saloon, which had also been styled by
Michelotti, and loaned to him by Harry Webster, Director of
Engineering
at Triumph from the early to late 1960s. Their agreement was that if
Webster liked the design, Triumph could use the prototype as the basis
of a new Triumph model. Harry Webster, who was a long time friend of
Giovanni Michelotti, whom he called "Micho", absolutely loved the
design and spirited the prototype back to England. The end result, a
two-door drop head (convertible), had little in common with the
styling
of its progenitor 2000, but retained the suspension and drive line.
Triumph liked the Michelotti design so much that they propagated the
styling lines of the Stag into the new T2000/T2500 saloon and estate
model lines of the 1970s.

It has been alleged that internal politics meant that Triumph
intended,
but were unable, to use the proven all-aluminium Rover V8, originally
designed by Buick. The no-fit story is probably a myth as Rover, also
owned by British Leyland, simply could not supply the numbers of V8
engines to match the anticipated production of the Stag. "Brand
loyalty"
between Triumph and Rover was high as they were former rivals. Triumph
engineers preferred their new design, despite being heavier than the
Rover V8, because of its superior overhead cam design.

Harry Webster had also already started development and testing of a
new
unique, all Triumph designed overhead cam (OHC) 2.5 litre fuel
injected
(PI) V8 to be used in the Stag, large saloons and estate cars. The
vision was to allow Triumph to compete in the V8 marketplace. Under
the
direction of Harry Webster's replacement, Spen King in 1968, the new
Triumph OHC 2.5 PI V8 was enlarged to 2997 cc (3.0 litre) to increase
torque and the troublesome fuel injection dropped in favour of dual
Zenith-Stromberg 175 CDSE carburettors to meet emission standards in
one
of the target markets the USA.

The Triumph Slant-4 engine shared the same basic design as the Triumph
V8, consisting of a single overhead cam cast iron block with aluminium
heads. However the cylinder heads of the two engines do not share the
same footprint on their respective engine blocks. This same engine
manufactured by StanPart was initially used in the Saab 99. Using a
gear
driven water pump, the Slant 4 could be easily installed in a front
wheel drive car. This same water pump design was used in the Stag V8.

As in the Triumph 2000 model line, monocoque construction was
employed,
as was fully independent suspension – MacPherson struts in front,
semi-trailing arms at the rear. Braking was by front disc and rear
drum
brakes, while steering was power-assisted rack and pinion.

The car was launched one year late in 1970, to a warm welcome at the
various international auto shows, which soon turned sour after
delivery
to the market with reports of engine problems. Some of these were due
to the perennial problem of poor build quality, endemic to the British
motor industry of the time, while others related to design problems in
the engine. These included:

long simplex roller link chains combined with inadequate engine
maintenance and factory specified 7,500-mile (12,070 km) oil change
intervals. The chains could last less than 25,000 miles (40,200 km)
resulting in expensive damage when they failed; inadequately sized
main
bearings in the early OHC 2.5 litre V8 design with short lives,
changed
in the 3.0 litre design; aluminium head warpage due to poor castings,
head gaskets which restricted coolant flow, leading to overheating;
water pump failures relating to poor drive gear hardening, prematurely
wearing out the gear and stopping the water pump.

In some cases, overheating was caused by clogged waterways in the
cylinder block which were found to be filled with casting sand left
over
from manufacture.

Time magazine rated the Triumph Stag as one of the 50 worst cars ever
made.

British Leyland never provided sufficient budget to correct the few
design issues of the Triumph 3.0 litre OHC V8. Many owners adopted a
popular conversion of the car fitting a Rover V8, Ford Essex V6, Buick
231 V6, or Triumph 6-cylinder engine but now such conversions fetch
lower
prices than a genuine Stag V8-engined car.

However, renovators over the years did iron out the V8 problems,
rather
than Triumph engineers. Cooling Problems: A larger radiator. Annual
coolant flushing. A high dose of modern anti-freeze to overcome the
overheating problems. Modern fully synthetic engine oil clearly
assisted
in cooling the cylinder heads – fully synthetic oils can cope with far
higher temperatures and resist degradation.

Lubrication: Appropriate fully synthetic oils to give superior
lubrication and keep the engine interior clean.

Improved metal finishes: Hardened crankshafts. Hardened metals on
other
components.

Ignition System: Superior electronic ignition systems.

Modern rubbers: Modern rubbers used on radiator hoses, heater hoses,
fan belts and the likes are technically superior and more reliable
than
those installed in the 1970s.

These add up to an engine that now runs very well. If these glitches
had been eliminated by Triumph, the engine could have been used in
many
other models in addition to the Stag.

The last production Stag (BOL88V) is kept at the Heritage Motor
Centre.

Perhaps thanks to such a reputation for its unreliable engine, only
25,877 cars were produced between 1970 and 1977. Of this number, 6,780
were export models, of which only 2,871 went to the United States.
Several variants were produced, indicated by the factory as; initial
production, 1st-2nd-3rd-4th "sanction" changes as noted only in
changes
of the production numbering sequences, and these have become
unofficially designated as "Early" Mk I 1970, the Mk I (1971–1972/3),
Mk II (1973) and "Late" Mk II (1974–1977). The addition of twin
coachlines is an indication of a Mk II variant. It should be noted
that
non-domestic markets such as the USA comprised unique combinations of
features specifically directed for compliance of various States and
marketing, Factory designated as "Federal Specification", included
vinyl covered hard tops, Federal Department of Transportation
compliant
lighting, a wide range of anti-smog emissions changes not found on
other
market vehicles.

Whilst official Triumph parts manuals may differentiate variants by
commission plate ranges, it is common (from owner's observations) that
minor parts for the old variant may turn up in early productions of
the
new variant.[5] For example Mk2 cars have been known to have Mk1
wiring
looms or door latches. Triumph either took the opportunity of clearing
out the parts bin or quality control was not their best attribute.

The majority of cars were fitted with a Borg-Warner 3-speed automatic
transmission. The other choice was a derivative of the ancient Triumph
TR2 gearbox which had been modified and improved over the years for
use
in the TR4/A/IRS/TR5/250/6. The first gear ratio was raised and needle
roller bearings were used in place of the bronze bushings on the
layshaft. Early 4-speed manual transmission models could be ordered
with
an A-type Laycock overdrive unit and later ones frequently came with a
J-type Laycock unit. The overdrive option is highly desirable as the
engine RPM drops significantly with this option in 3rd and 4th (top)
gears.

Other than the choice of transmissions there were very few factory-
installed options. On early cars buyers could choose to have the car
fitted with just the soft-top, just the hard-top (with the hood
storage
compartment empty) or with both. Later cars were supplied with both
roofs. Three wheel styles were offered. The standard fitments were
steel
wheels with Rostyle "tin-plate" trims. Five-spoke alloy wheels were an
option, as were a set of traditional steel spoke wheels with
"knock-off"'
hubcaps. The latter were more commonly found on Stags sold in North
America on Federal Specification vehicles.

Electric windows, power steering and power-assisted brakes were
standard.
Options included air conditioning, a luggage rack, uprated Koni shock
absorbers, floor mats and Lucas Square Eight fog lamps, and a range of
aftermarket products, most of which were dealer installed as optional
accessories could also be fitted. Rather unusually for a 4-seat
touring
car, the accessory list included a sump protector plate which was
never
produced. This was probably included as a slightly "gimmicky" tribute
to
Triumph's rallying successes.

The Triumph Stag has sizeable club and owner support and a number of
specialist suppliers. According to the main enthusiast club in the UK,
approximately 9,000 Stags are believed to survive in the United
Kingdom.
The car's popularity is due to its performance, comparative rarity and
its Michelotti styling. The problems associated with the car over the
years have been solved by those enthusiast clubs supporting the Stag,
elevating this classic to its intended place in popularity envisioned
by its designers.

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