1974 | Triumph Stag

Here we present a beautiful French Blue Series 2 Stag with the manual/overdrive gearbox. It features a distinctive perforated leather interior with matching door panels and contrasting seat piping - a major upgrade on the original vinyl trim. Almost 20 years of history reveals that this car has been little used and well maintained. Showing just 51,750 miles, only 7000 miles have been covered since 2006. It has lots of history showing that the usual timing chain and cylinder head work has all been done. The paint has a deep lustre, the hood and the chrome are both excellent. It is a very pretty and well-sorted example.

The Triumph Stag story begins in the mid-1960s, rooted in the innovative spirit of the Triumph Motor Company, which had built a strong reputation for affordable sports cars like the TR series and elegant saloons such as the Triumph 2000. The company's ancestry traces back to the early 20th century as a bicycle and motorcycle manufacturer, but by 1960s, it had become synonymous with stylish and innovative family saloon and sports cars, many styled by Italian designer Giovanni Michelotti, cars like the Herald, Spitfire, and the 1963 Triumph 2000 saloon.





In 1964, Italian designer Giovanni Michelotti, a close collaborator with the company used a Triumph 2000 saloon (registration 6105 KV) to create a show car for the Turin Motor Show. This vehicle, which had served as a support car for Triumph's Le Mans efforts, was transformed into a sleek, two-door convertible prototype with a shortened wheelbase. The design retained elements of the 2000's suspension and drivetrain but featured Michelotti's signature elegant lines, emphasizing a grand tourer aesthetic aimed at competing with luxury convertibles like the Mercedes-Benz SL. Triumph were so impressed that they acquired the prototype in 1965, preventing it from being displayed publicly. This marked the birth of Project Stag-the only Triumph model to retain its internal development code name for production.



Development accelerated in 1966 at Triumph's Canley factory in Coventry, but it was fraught with challenges. Initially, the Stag was envisioned with the 2000 saloon's 2.0-litre inline-six engine, uprated to 2.5 litres. However, engineering director Harry Webster pushed for a more ambitious powerplant: a new overhead-cam (OHC) 2.5-liter fuel-injected V8, part of a broader modular engine family designed by engineer Lewis Dawtry. This family included slant-four derivatives (like those later used in the Dolomite and TR7) and was intended to span 1.5 to 4.0 litres across four-, six-, and eight-cylinder configurations for economies of scale. By 1968, under Spen King (who succeeded Webster after the latter's promotion amid corporate mergers), the V8 was enlarged to 3.0 litres for better torque, and mechanical fuel injection was abandoned in favor of dual Zenith-Stromberg carburettors to meet U.S. emissions standards-a key target market.

The era's corporate turbulence complicated matters. Triumph's parent, Leyland Motors, merged with British Motor Corporation (BMC) in 1968 to form British Leyland (BL), absorbing Rover and its splendid Buick-derived aluminium V8. Internal politics and supply constraints ruled out using the Rover V8-despite myths that it "wouldn't fit" (proven false by later conversions)-as BL prioritized Rover production and couldn't meet demand without costly expansions. Triumph engineers favoured their OHC V8 for its modernity (aluminium heads, single overhead cam per bank) and lighter weight compared to the Rover's overhead-valve design. Prototyping involved structural reinforcements, including the iconic T-bar roll bar connecting the B-pillars to the windscreen for rigidity and U.S. rollover compliance, addressing scuttle shake in the monocoque body derived from the 2000 saloon.

Launch delays pushed the debut from 1968 to June 1970, with initial sales projections of 12,000 units annually. The Stag positioned Triumph upmarket, filling a niche for a four-seat V8 convertible grand tourer, but BL's underinvestment in quality control and engine refinement would haunt it. Early prototypes included experimental features like concealed headlights and even a one-off fastback coupe, but these were shelved. By production, the Stag had evolved into a refined yet flawed icon, blending Italian flair with British engineering ambition.

Overview of the Triumph Stag Series 2 (Mk II):
While Triumph never officially designated variants beyond model-year updates, enthusiasts distinguish the "Series 1" (Mk I, 1970-early 1973) from the "Series 2" (Mk II, mid-1973-1977) based on significant engineering and cosmetic changes introduced for the 1973 model year. The Series 2, often identified by chassis numbers starting from LD20001, addressed some early criticisms while adapting to evolving regulations and market feedback. Approximately 13,000 Series 2 Stags were produced out of the total 25,877 Stags built before production ended in June 1977, as BL shifted focus amid financial woes and the 1973 oil crisis.

The Series 2 retained the core concept: a 2+2 sports tourer (four-seater convertible coupe) with a focus on luxury and open-air motoring. It measured 173.7 inches long, 63.5 inches wide, and 100 inches in wheelbase, weighing around 2,800-2,900 lbs depending on options. The body was a steel monocoque with double-skinned panels for strength, featuring the distinctive T-bar roll bar for structural integrity and safety. A body-coloured removable hardtop (with heated rear glass) was standard from 1973, while the soft top folded neatly behind the seats. Quarter windows in the hood were deleted for a cleaner look, and the car could accommodate luggage for four in relative comfort, making it practical for grand touring.

Styling updates for the Series 2 included a matt-black tail panel and sills (reverting to body colour in later 1975-1977 models with stainless steel sill covers), body-coloured rear badging, and optional alloy wheels replacing chrome wires (standard from October 1975). The front grille and bumpers remained largely unchanged, but silver wheel trims became uniform. Interior refinements featured redesigned Smiths instruments in a walnut dashboard, power windows, adjustable leather-bound steering wheel (rake and reach), reclining bucket seats with armrests, and amenities like a lockable glovebox, parcel shelf, and lap/sash belts. Heating/ventilation was comprehensive, with fresh-air vents and optional air conditioning (discontinued in 1975). Quad quartz-halogen headlights and fender-mounted indicators completed the elegant, Michelotti-inspired aesthetic.

Specifications and Performance:
At the heart of the Series 2 was the 2,997 cc (3.0-litre) OHC V8 engine, a 90-degree "vee" with a cast-iron block, aluminium heads, and 16 valves (one camshaft per bank). Twin Zenith-Stromberg 175 CDSE carburettors fed the naturally aspirated unit, producing 146 bhp at 5,700 rpm and 167 lb-ft of torque at 3,500 rpm-modest by V8 standards but sufficient for relaxed cruising. Compression was lowered to 7.5:1 for U.S. models to handle low-octane fuel, reducing output slightly. A dual sports exhaust delivered the Stag's signature exhaust burble, often praised as one of the best-sounding engines of its era.

Transmission options included a four-speed manual (with overdrive standard on third and fourth from October 1972 for better highway gearing) or a three-speed Borg-Warner Type 35 automatic (upgraded to the stronger Type 65 in October 1976). Power went to the rear wheels via a hypoid differential. Suspension was independent all-round: MacPherson struts up front with anti-roll bars, and semi-trailing arms at the rear on coil springs. Servo-assisted disc brakes (front) and drums (rear) provided stopping power, while rack-and-pinion steering (power-assisted as standard) offered a tight 2.6 turns lock-to-lock. Tires were typically 185/70 HR14 Avons on 14-inch wheels.

Performance was GT-oriented rather than sporty: 0-60 mph in about 10-11 seconds, a top speed of 116-120 mph, and fuel economy around 15-20 mpg. The Series 2 handled winding roads competently but exhibited some oversteer and light steering feel due to the power assistance-criticisms from testers like those at Motor Sport magazine in 1973. Ride quality was supple, though rear suspension could feel firm over bumps.

Key Changes and Improvements in the Series 2:
The 1973 updates on our car made the Series 2 more refined and reliable than the Mk I:
• Engine Refinements: Revised combustion chambers improved efficiency and reduced emissions. A high-pressure cooling system raised boiling point to combat overheating, and domed pistons enhanced combustion. However, core issues like timing chain stretch (needing replacement every 25,000-30,000 miles) and head warpage persisted due to inadequate development.
• Transmission and Drivetrain: Overdrive became standard on manuals; the automatic was more robust later on.
• Cosmetics and Features: Matt-black accents, new instruments, hazard lights, and seatbelt warnings (from 1974). Tinted glass and laminated windscreens were standard by 1975. U.S. models gained lower compression and revised seats but were withdrawn in July 1973 due to warranty costs.
• Other Tweaks: Thermostatically controlled air intake (from 1972), stronger gearbox/final drive, and bigger brakes. A smaller radiator and altered steering ratio appeared in 1976.

These changes addressed some Mk I niggles, like cooling modifications from 1972, but BL's budget constraints meant no major overhauls.
The Series 2 Stag's ancestry reflects Triumph's bold vision amid BL's chaos- a car born from Michelotti's artistry and Webster's ambition, yet undermined by the V8's flaws (poor castings, clogged waterways, and overheating) and indifferent dealer support. Only 2,871 reached the U.S., and total production fell short of expectations, exacerbated by the oil crisis. Time magazine infamously listed it among the "50 Worst Cars," but enthusiasts disagree; with proper maintenance (corrosion inhibitors, regular chain replacements), the V8 is reliable today.
Today, the Series 2 Stag endures as a stylish, practical classic-elegant lines, V8 soundtrack, and four-seat versatility with a hood mechanism similar to the Mercedes SL, but with British charm.

This French Blue Stag is a highly desirable and thoroughly' sorted' example.