The initial Stag design was based on the saloon's 2.5-litre six cylinder engine, but Webster intended the Stag, large saloons and estate cars to use a new Triumph-designed overhead cam (OHC) 2.5-litre fuel injected (PI) V8. Leather upholstery was also a listed option, but its actual existence is problematic as no surviving car is known to have original factory leather.
Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. 519579, This page was last edited on 23 October 2020, at 08:34. A second cause of engine trouble was the choice of materials.
A third cause of trouble was the engine's use of long, simplex roller link chains, which would first stretch and then often fail inside fewer than 25,000 miles (40,200 km), resulting in expensive damage. The number of such conversions undertaken is not known, but as at July 2017, 91% of Stags known to DVLA had a 3-litre engine, according to www.howmanyleft.com. 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. The various configurations Triumph envisaged would enable the production of four-, six-, and eight-cylinder power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. A high-pressure cooling system was introduced and fitted to later Mark II Stags. Consequently the engines were affected by electrolytic corrosion, so that corroded alloy debris came loose and was distributed around inside the engine. Anecdotally this arrangement was to reduce production costs as the cylinder head mounting studs and bolt were all accessible with the rocker covers fitted. 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. His agreement was, if Harry Webster, Director of Engineering at Triumph, liked the design, Triumph could use the prototype as the basis of a new 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.
Using a gear driven water pump, the Slant 4 could be easily installed in a front wheel drive car.
Of this number, 6780 were export models, of which 2871 went to the United States. Original Triumph Stag: The Restorers Guide. To meet emission standards in the USA, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors.
First, the late changes to the engine gave rise to design features that were questionable from an engineering perspective.
It can in fact be made to fit the space, but the decision to go with the Triumph V8 was probably driven more by the fact that the Buick's different torque characteristics and weight would have entailed substantial re-engineering of the Stag when it was almost ready to go on sale. Electric windows, power steering and power-assisted brakes were standard. A high dose of modern anti-freeze to overcome the overheating problems. The Stag's V8 was the first of these engines into production. Modern fully synthetic engine oil clearly assisted in cooling the cylinder heads – fully synthetic oils can cope with far higher temperatures and resist degradation. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar. Other websites will tell you about another Crayford Triumph, the Stag Estate, but it is only a myth, Crayford never made any such car, although they did consider the project, they even had a name for the proposed Stag estate, 'The Staghound'. If the engine became hot in traffic, and coolant escaped from the cooling system via the expansion bottle, the reduced volume of fluid left when the engine cooled down again fell below the level of the pump, which would eventually fail as a result.
Thus the average dealer sold only seven or eight Stags during the car's whole production run, or roughly one car per year.
According to the main enthusiast club in the UK, approximately 9,000 Stags are believed to survive in the United Kingdom.
For example, the water pump was set higher on the engine than is usual. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet proposed American rollover standards of the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar.
Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL class models. The Stag's V8 was the first of these engines to be fitted to a production car. 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. Webster loved the design and took the prototype back to England. Time magazine rated the Triumph Stag as one of the 50 worst cars ever made.
These included: British Leyland never provided sufficient budget to correct the few design issues of the Triumph 3.0 litre OHC V8. 5–15. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model.
First, the late changes to the engine gave rise to design features that were questionable from an engineering perspective. Triumph British Leyland Preliminary Service Information – STAG, Part Number 545160, Standard-Triumph Sales Limited (1969). 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. Mark III cars returned to having body-colour sills and tail panel, but some acquired a stainless steel sill cover. Of this number, 6,780 were export models, of which 2,871 went to the United States. Cars factory-designated as "Federal specification" included features such as vinyl-covered hard tops, Federal Department of Transportation compliant lighting, and a wide range of anti-smog emissions changes not found on other market vehicles.
Triumph Stag Classic Cars for Sale. The latter were more commonly found on Stags sold in North America on Federal specification vehicles. These add up to an engine that now runs very well. 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. 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. Many owners simply replaced the engine altogether, often with the Rover V8, Ford Essex V6, Buick 231 V6, or with the Triumph 6-cylinder engine around which the car was originally designed. Take your favorite fandoms with you and never miss a beat. The Lynx was very close to production being scheduled for launch in 1978. FF Developments also converted a number of Triumph 2000s (saloons and estates) to 4WD, including at least one 'Triumph 3000 estate' which received a Stag engine and gearbox as well as the Ferguson 4WD drivetrain. The vision was to allow Triumph to compete in the V8 marketplace. As in the 2000 model line, unitary construction was employed, as was fully independent suspension – MacPherson struts in front, semi-trailing arms at the rear.
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