Stag History

This Stags smooth, gleaming flowing lines truly represent one of arguably Triumph’s most famous cars. With a recent new coat of paint, the car really stands out in both our studio and natural light, and presents in excellent order all around the car. The car exudes class whilst maintaining a sporty character, with kitsch additions in the gold stripe running down both sides alongside the renowned rostyle wheels and aluminium filler cap. The chrome and bright-work are in wonderful condition, retaining an excellent shine and integrity with only a minor graze to the rear off side buttress.

History

The Triumph Stag came in 1970 on the market. The Stag was not a successor of the Triumph TR series but an entirely new development in response to developments in the important US market.

Just like the Triumph TR 4, Spitfire and many other Triumphs the Stag was designed by the Italian Triumph "home designer" Michelotti ... Since the late sixties in the United States broke a safety hype, making classic roadster came to be in safety under discussion, Triumph was forced to come up with an answer in order to continue to sell cars in America. The Stag was designed as a large, luxurious 2 + 2 touring convertible with a security-enhancing roll bar and a fully padded interior with safety seats. In addition, the Stag was equipped with one, Triumph proprietary, three-liter V8 engine and standard power steering. The Stag was equipped with independent suspension and power brakes. The vast majority of Triumph Stags found their new owners in the US and most of the cars were ordered with automatic transmission.

It is noteworthy that, according to various sources, Michelotti was not very happy with the safety-enhancing roll bar as the car without would be bracket really nicer . In response, he would have paid extra attention to the design of the (steel) hardtop that the Stag undeniably very beautiful state !!


Design

The emergence of the Triumph Stag goes back to 1965 when Giovanni Michelotti 2000 Saloon developed a beautiful cabriolet design study for the Turin automotive Ausstellug based on a Triumph. The former Triumph Development Chef Harry Webster was impressed follows this design study that the Board he won for the project codenamed 'Stag' with a revised prototype version with short wheelbase in 1966th



Prototype

The Triumph management planned then initially, the Stag - with the then newly developed Triumph 2.5L inline six-cylinder and some constructional changes - to bring in 1968 on the market. These plans were delayed when, after various economic turmoil and political pressure, the brand Triumph of Leyland Motors (Rover / Triumph), together with British Motor Holdings (BMC / Jaguar) merged into the new company British Leyland. The change involved in management - Harry Webster was replaced by Spen King - followed the decision to develop its own V8 engine for the Stag (see Technology) although the British Leyland group some engines - such as the V8 from the Range Rover - were present. In addition, some design changes, such as the T-bar (Targa arch with connection to the windscreen frame) were made for improved stability of Carosserie what delayed the start of production again.

Michelotti’s original 1965 convertible based on a shortened Triumph 2000 floorpan


Stag Milestones

June 1965

Triumph 2000 saloon supplied to Michelotti for a styling exercise.

October 1967

First prototypes assembled for endurance testing.

June 1970

Built from March 1970, then released as the Mk1 onto British and American markets at £1,995 basic price excluding soft-top, hard-top or overdrive.

January 1972

The water cooling system was uprated to prevent overheating and possible engine failure. The radiator now has a new separate expansion tank releasing at 20psi. A 'U' hose connects the rear of the thermostat housing to the water pump housing. The air filter box was redesigned to draw cold air from in front of the radiator, and when cold, hot air from the exhaust manifold. A heat sensitive vacuum control flap regulated hot and cold air induction.

February 1973

UK Mk II introduced with slightly uprated engine using revised cylinder heads and valves. The manual version now has overdrive as standard using a ‘J’ type overdrive instead of the 'A' type as used in the Mk I. The side windows were deleted from the soft top and stronger mohair material was introduced. The background colour of the grille and rear quarter emblems was changed from silver-grey to black. The sill panels and rear number plate panel were painted matt black. The twin interior lights were moved from the door pillars to one single unit in the centre of the roll-over bar. The interior trim was slightly redesigned and the front seats now incorporate fittings for head restraints. Instruments now have a black and chrome bezel. A smaller diameter steering wheel was fitted, and twin waist level coachlines were introduced. For the UK, alloy wheels, tinted glass and head restraints became options, bringing it into line with USA specification.

August 1973

Withdrawn from the USA market due to service problems, gas-guzzler legislation and poor sales.

October 1973 - Spring 1974

Labour problems caused three-day week to be introduced, national strikes and oil embargoes meant large-engined cars were not popular in the UK and Europe.

January 1974

A revised mohair hood with a cream lining was incorporated. Seat belt and hazard warning lights were introduced. A change of carpet supplier meant that tufted carpets were now fitted. Alloy wheels were standardised, as were tinted glass and head restraints.

February 1976

Brushed aluminium sill plates were fitted and the sill finisher strip deleted. The number plate panel reverted to body colour. The handbrake lever was redesigned, and a push-button reset speedo was introduced. During the year, tyre size was reduced from 185 section to 175 section.

March 1977

In 1977 the optional automatic gearbox was changed from the Borg Warner type 35 to type 65. Rubber inserts were fitted to the steering wheel spokes.