The result was head gasket failure due to cylinder head heat distortion, a very expensive repair. One Stag was fitted with the FF system by Triumph itself during development but was either scrapped or converted back to standard specification. 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. 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. Mechanically, late Stags fitted with the slightly longer BW65 automatic transmission had a correspondingly shorter propshaft to compensate. 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. 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. This combination of manufacturing and maintenance flaws caused a large number of engine failures. Many owners adopted a popular conversion of the car fitting a Rover V8, Ford Essex V6, Buick 231 V6, or Triumph 6-cylinder engine but now such conversions fetch lower prices than a genuine Stag V8-engined car.
However, renovators over the years did iron out the V8 problems, rather than Triumph engineers. This allowed the factory to assemble the cylinder head completely before fitting to the engine. Later cars were supplied with both roofs. Furthermore, Rover, also owned by British Leyland, could not necessarily have supplied the numbers of V8 engines required to match the anticipated production of the Stag anyway.. The first gear ratio was raised and needle roller bearings were used in place of the bronze bushings on the layshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, sharing many parts, and hence offering economies of manufacturing scale and of mechanic training. Triumph Stag Classic Cars for Sale. Stags thus fitted are usually considered Mark III Stags, though it is not clear that all had them, and many early Stags have since had them retrofitted. †Rover, Land Rover, and Triumph were not part of British Motor Holdings but became part of British Leyland in 1968. Poor manufacturing standards also gave rise to head warpage, and head gaskets that restricted coolant flow, which also led to overheating. 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. Another problem with the cylinder heads was said to be the arrangement of cylinder head fixing studs, half of which were vertical and the other half at an angle.
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. For example, the water pump was set above the engine. Even when the system was topped up again, the failed water pump would not circulate coolant and further overheating ensued. To meet emission standards in the US, a key target market, the troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. The block was made from iron and the heads from aluminium, a combination that required the use of corrosion-inhibiting antifreeze all year round. The initial Stag design was based around the saloon's 2.5-litre engine, and Harry 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. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet new American rollover standards at the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar.  For example, Mark II cars have been known to have Mark I wiring looms or door latches, and certain combinations of body and trim colour persisted past after they were supposed to have been withdrawn. Classic Cars Wiki is a FANDOM Lifestyle Community. This was probably included as a slightly "gimmicky" tribute to Triumph's rallying successes. Electric windows, power steering and power-assisted brakes were standard. 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. This item was originally fitted to US Stags, and the surplus stock of these that had accumulated when the Stag was withdrawn from the US was used up on cars for other markets. 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'. The Triumph Stag is a British car sold between 1970 and 1978 by the Triumph Motor Company, styled by Italian designer Giovanni Michelotti. A white Triumph Stag was delivered to Crayford for assessment, they thought it was awful, and poorly built. These included: British Leyland never provided sufficient budget to correct the few design issues of the Triumph 3.0 litre OHC V8. The car started as a styling experiment cut and shaped from a 1963–4 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph from the early to late 1960s. 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. Other than the choice of transmissions there were very few factory-installed options. The Stag, also, was always a relatively rare car. Triumph either took the opportunity of clearing out the parts bin or quality control was not their best attribute. This was probably included as a slightly "gimmicky" tribute to Triumph's rallying successes.
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