The Stag's V8 was the first of these engines to be fitted to a production car. Cars for export markets such as the USA comprised unique combinations of features specifically required for compliance with various states' requirements, or simply for marketing purposes. Other than the choice of transmissions there were very few factory-installed options. Sometimes described as two four-cylinder engines siamesed together, it is more strictly correct to say the later four-cylinder versions were the left half of a Stag engine. 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. A high dose of modern anti-freeze to overcome the overheating problems. Another problem was that the Stag was always a relatively rare car. British Leyland had around 2,500 UK dealers when the Stag was on sale and a total of around 19,000 were sold in the UK. This point was not widely appreciated by owners or by the dealer network supporting them. The block was made from iron and the heads from aluminium, a novel mixture that required the use of corrosion-inhibiting antifreeze all year round. This point was not widely appreciated either by owners or by the dealer network supporting them. p. 45 of 272, "Staying Out of Trouble with a Stag Engine", http://www.stagbytriumph.co.uk/magazines/1992/TCC02.pdf, https://www.howmanyleft.co.uk/?utf8=%E2%9C%93&q=triumph+stag&commit=Search, 2000 / 2300 / 2400 / 3500 / V8-S / Vitesse (SD1), https://en.wikipedia.org/w/index.php?title=Triumph_Stag&oldid=984988844, Articles with unsourced statements from July 2018, Creative Commons Attribution-ShareAlike License, In 2013 during the first series of Channel 4's, In 2014 during the first series of Channel 4's, A CGI version of a Triumph Stag appears in the 2015 movie. It is not clear how many of these are original Stag engines and how many are Ford 3-litre Essex units. Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. The angled studs when heated and cooled, expanded and contracted at a different rate to the alloy heads, causing sideways forces which caused premature failure of the cylinder head gaskets. For example, the water pump was set higher on the engine than is usual. 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 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.. James Bond film Diamonds Are Forever Triumph Stag Peter Franks Commandeered by Bond at the Port of Dover, after Franks is arrested. 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. 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. 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. The Stag, also, was always a relatively rare car. Whilst official Triumph parts manuals may differentiate variants by commission plate ranges, owners often find that minor parts for the old variant are present in early production examples of the new variant, possibly due to the manufacturer making use of existing stocks of parts. Later cars were supplied with both roofs. 5–15. However, renovators over the years did iron out the V8 problems, rather than Triumph engineers. A second cause of engine trouble was the choice of materials. Envisioned as a luxury sports car, the Stag was designed to compete directly with the Mercedes-Benz SL class models. Leather upholstery was also a listed option, but its actual existence is problematic as no surviving car is known to have original factory leather. Other than the choice of transmissions, there were very few factory-installed options. Triumph gave new projects four letter development code names (e.g. Electric windows, power steering and power-assisted brakes were standard. 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. Water pump failures also occurred due to poorly hardened drive gears, which wore out prematurely and stopped the water pump. The Lynx was very close to production being scheduled for launch in 1978. 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. long simplex roller link chains combined with inadequate engine maintenance and factory specified 7,500-mile (12,070 km) oil change intervals. Several variants were produced, indicated by the factory as initial production, followed by 1st, 2nd, 3rd and 4th "sanction" changes, as noted only in changes of the production numbering sequences. The result was head gasket failure due to cylinder head heat distortion, a very expensive repair. Although the design was considered successful and "more useful than an ordinary Stag",[9] British Leyland did not continue with the project, reportedly because they feared the Stag fastback would take sales from other actual and planned vehicles in the BL range. 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. The car started as a styling experiment cut and shaped from a 1963–64 pre-production 2000 saloon, also styled by Giovanni Michelotti. First, the late changes to the engine gave rise to design features that were questionable from an engineering perspective. Triumph engineers preferred their new design, despite being heavier than the Rover V8, because of its superior overhead cam design. 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. This allowed the factory to assemble the cylinder head completely before fitting to the engine. Perhaps thanks to the Stag engine's reputation for unreliability, only 25,877 cars were produced between 1970 and 1977. Electric windows, power steering and power-assisted brakes were standard. A key aim of Triumph's engineering strategy at the time was to create a family of engines of different size around a common crankshaft. Three wheel styles were offered. Classic Cars Wiki is a FANDOM Lifestyle Community. This did not proceed. Genteel Tourer: The Story of the 1970–77 Triumph Stag. The car was launched one year late in 1970, to a warm welcome at the various international auto shows. The overdrive option is highly desirable as the engine RPM drops significantly with this option in 3rd and 4th (top) gears. 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. In 1968, under the direction of Webster's successor, Spen King, the new 2.5 PI V8 was enlarged to 2,997 cc (3 L; 183 cu in) to increase torque. This combination of manufacturing and maintenance flaws caused a large number of engine failures. 1972 Triumph Stag Camaro 3.8 V6 and 4L60E 4 speed auto trans Heat and air by Vintage Air. Rather unusually for a 4-seat touring car, the accessory list included a sump protector plate that was never produced. Even when the system was topped up again, the failed water pump would not circulate coolant and further overheating ensued. The standard fitment was steel wheels with Rostyle "tin-plate" trims. It has been alleged that internal politics meant that Triumph intended, but were unable, to use the proven but old technology Buick designed all aluminium Rover V8. For example Mk2 cars have been known to have Mk1 wiring looms or door latches. "Brand loyalty" between Triumph and Rover was high as they were former rivals. These problems arose from a variety of causes. Appropriate fully synthetic oils to give superior lubrication and keep the engine interior clean. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Poor manufacturing standards also gave rise to head warpage, and head gaskets that restricted coolant flow, which also led to overheating. British Leyland never materially reengineered the Triumph 3.0 litre OHC V8 to address these issues, other than introducing a high-pressure cooling system that boiled over at a higher temperature. A number of owners replaced the troublesome engine with units from other cars, such as the Rover V8, or the Triumph 2.5-litre engine around which the Stag was originally designed.
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