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Triumph Stag
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1970 - 1977 |
Country: |
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Engine: |
V8 |
Capacity: |
2998 cc |
Power: |
145 bhp |
Transmission: |
4 spd. man overdrive / 3 spd. auto |
Top Speed: |
186 km/h |
Number Built: |
25,939 |
Collectability: |
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The Stag was never designed to meet a carefully researched
market need. It started life some time around 1964 as
a Triumph 2000 which was Triumphs family saloon.
Stylist Giovanni Michelotti who had strong links with
the Triumph company and had already penned the designs
for popular Herald and 2000 saloons amongst others.
Around 1964, Michelotti asked Triumphs Engineering Director,
Harry Webster for a surplus works vehicle to use as the
basis for a show car with which to display his talents
at the forthcoming Turin Motor Show.
Webster and Michelotti where on good terms and a well
used 2000 saloon was earmarked for the Italian designer
with the proviso that if Triumph liked the design they
would get first refusal on it.
So it was that in June 1964 6105KV having finished its
duties as support vehicle for the Spitfires racing in
the 1964 le Mans 24- hour race was driven to the Michelotti
studios in Turin and Michelotti began to work his magic.
Later whilst visiting Michelotti's premises Harry Webster
saw the show car that had once been a rather tired 2000
saloon.
The drive train and suspension of the 2000 had been retained
as had the floor pan, albeit some what shorter than before,
but now instead of a four door saloon the body had been
transformed into a stylish four seater two door convertible.
Webster was so impressed that he snapped up the design
for Triumph and so in mid 1966 the car was delivered to
Triumph for evaluation, it never did grace the Michelotti
stand at the Turin show.
Triumph bosses where convinced by an enthusiastic Webster
on the viability of producing a car that would launch
Triumph into the potentially profitable Grand Touring
market and open another channel for sales into the USA.
The development of the car from show special to production
vehicle was problematic. At first there was a problem
with the rigidity of the monocoque shell, despite the
use of double skinned body panels the issue was finally
solved by the introduction of a rollover bar bracing
both
"B" pillars with another brace from this to the center
of the screen surround giving the car its distinctive
T-top. Webster wanted the car to be produced with the
option of new Triumph V8 that was also currently under
development.
The Triumph V8 was being developed as a fuel injected
2.5 liter unit but was still in its early development
stages. During this time Triumph merged to become part
of British Leyland and interal coporate changes saw Webster's
talents being directed to the Austin-Morris divison. The reigns for the Stag development where taken up by
Rovers Spen King, during which time the V8's development
saw the enlargement from 2.5 to 3 liters and fuel injection
dropped in favour of a more reliable carburetor setup.
Corporate upheavals and development problems led to the
first pre production Stag not being ready until Autumn
1969. It would not be until mid 1970 that the Stag would
be released to the public, keeping its factory code name
of STAG all the way through development to production. |