The Triumph Stag is a British car that was sold between 1970 and 1978 by the Triumph Motor Company styled by the Italian designer Giovanni Michelotti.

Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupes, 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. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment.
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. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, who he called "Micho", absolutely loved the design and spirited the prototype back to England. 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. 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.

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 vision was to allow Triumph to compete in the V8 marketplace. Under the direction of Harry Webster's replacement, Spen King in 1968, the new Triumph OHC 2.5 PI V8 was enlarged to 2997 cc and fitted with dual Zenith-Stromberg 175 CDSE carburettors to meet emission standards in one of the target markets the USA.

Maximum power and torque were 145 bhp and 230 Nm respectively. Top speed was 115 mph, the 0-60 mph time was 11.6 seconds and average fuel consumption was 23 mpg.


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. Braking was by front disc and rear drum brakes, while steering was power-assisted rack and pinion.

Only 25,877 cars were produced between 1970 and 1977. Of this number, 6,780 were export models, of which only 2,871 went to the United States. Several variants were produced, noted only in changes of the production numbering sequences, and these have become unofficially designated as Early Mk I 1970, the Mk I (1971–1972/3), Mk II (1973) and Late Mk II (1974–1977). The addition of twin coachlines is an indication of a Mk II variant.

Whilst official Triumph parts manuals may differentiate variants by commission plate ranges, it is common (from owner's observations) that minor parts for the old variant may turn up in early productions of the new variant. For example Mk2 cars have been known to have Mk1 wiring looms or door latches. Triumph either took the opportunity of clearing out the parts bin or quality control was not their best attribute.

Most cars were fitted with a Borg-Warner 3-speed automatic transmission. The other choice was a derivative of the Triumph TR2 gearbox which had been modified and improved over the years for use in the TR4/A/IRS/TR5/250/6. The first gear ratio was raised and needle roller bearings were used in place of the bronze bushings on the layshaft. Early models could be ordered with an A-type Laycock overdrive unit and later ones frequently came with a J-type Laycock unit. The overdrive option is highly desirable as it lowers the engine RPM.

Other than the choice of transmissions there were very few factory installed options. Some early cars came with just the soft-top and some with just the hard-top but most ended up with both. Electric windows, power steering and power assisted brakes were standard. Options included air conditioning, chrome wire wheels, luggage rack, Koni shock absorbers, floor mats and Lucas Square Eight fog lamps, and a range of aftermarket products, most of which were dealer installed as optional accessories could also be fitted.

The Triumph Stag has sizeable club and owner support and a number of specialist suppliers. About 9,000 Stags are believed to survive in the United Kingdom. The car's popularity is due to its performance, comparative rarity and its Michelotti styling. There are a number of enthusiast clubs supporting the Stag, elevating this classic to its intended place in popularity envisioned by its designers.

Specification
Dimensions(mm) 11990*2540*3800
Passenger Capacity 0-0
G.V.W.(kg) 14000
Fuel Consumption(L/100km) 24
Luggage Compartment(m3) 8.5
Max. Speed(km/h) 120
Chassis
Chassis Zhengzhou Yutong Bus Co., Ltd.
Manufacturer
Steering ZF8098 power steering gear
Engine D2866LOH28/WP10.375/L360 20
Gearbox ZF6S-1900BO/ZF6S-1700BO/S6-160
Suspension Air suspension
Clutch SACHS MF430/SACHS MFZ 430
Body
Seats 49+1+1
Heating non-independent or independent heating system
System ntegral power steering, steering wheel adjustable
Air Non-independent customized A/C
Conditioner
Audio/Video
Other
Feature

1. Typical Yutong style: The designer emphasizes the overall effects and harmonization with regard to the styling. The English letter “Y” is embodied on the front wall, while “T” on the rear wall, which integrates the trademark of ‘Yutong” into the overall style in a vivid way.

2. The front wall skin can be fully removed to facilitate the maintenance on the headlamp and wiper as well as the replacement of bulbs.

3. The decorative cover of wipers adds the finishing touch to the front wall styling.

4. The side wall C-shaped aluminum plate serves as a stabilizing framework visually, to separate the passenger zone and driving zone effectively. By developing the styling characteristics of New Lion’s Star, the quality of a high-end bus is inherited. The smooth curve of upper edge of the tensioned skin is full of the sense of motions even if the bus is stationary. The side compartment door projects out of the tensioned skin plane by 25mm, in a gradual change toward the front wall skin lamp frame and also in a gradual change backward the rear wall skin, to intensify the sense of layers and the sense of motions of the bus. The reversing mirror extends from the front top, to integrate with the roof corrugated iron and front top naturally.

5. The upwards-moving side compartment door can spare space while being opened, and the run-through large luggage compartment has a volume of up to 8.5m3.

6. The guide’s special storage box, footrest socket and ticket box will create a convenient and comfortable riding and working space for the guide.

7. ZK6128H chassis is developed on the basis of MAN’s sophisticated semi-integral chassis. The construction and trial production of the whole vehicle cost a period of two years, to achieve outstanding performance and high technical level. Most part of assemblies are imported, reliable and durable, representing Yutong’s new generation of large-sized high-end products.