Lot 227: 1971 Triumph Stag Competition

The birth of the Triumph Stag came almost by chance after stylist Giovanni Michelotti, already responsible for the Triumph Herald, 2000 saloon and TR4 models, borrowed a tired 2000 for the basis of a new show car in 1965; the only proviso was that Triumph would have the first option on the design if it approved. When the company saw the result, a striking two door, four seat convertible, it snapped it up before it went public. The previous year Triumph had evolved a new engine range comprising two related units: a slant four cylinder in capacities from 1.5 to 2.0 litres and a 2.5 litre V8, the former subsequently used in the Dolomite, TR7 and Saab 99. The V8, however, then in fuel injected form, could not be fully developed in time for the Stag's proposed 1968 launch, while new American emission regulations and tooling problems caused further delays. By the time the Stag was launched in June 1970 the wheelbase had been shortened for a more sporting flavour and a windscreen-braced roll-bar installed, while the V8's capacity had increased to 2,997cc with twin Stromberg carburettors replacing the fuel injection. Producing 145bhp at 5,500rpm and 1701b.ft at 3,500rpm, the Stag was capable of 116mph and 0-60mph in 9.7 seconds. The Stag's image was that of a gentleman's grand tourer; indeed, Triumph itself saw the Stag as a British rival to Mercedes-Benz's 250/280SLs. The Mk II version appeared in February 1973, distinguished by black painted sills and tail panel, twin coach lines and the deletion of the soft top's rear quarter windows. Improvements included a now standard fitment hardtop, a sealed cooling system and higher compression ratio; outputs remained similar at 146bhp at 5,700rpm and 1671b.ft at 3,500rpm. Overdrive and automatic transmission continued as options, joined by alloy rather than wire wheels. All that said however, this fire-breathing Stag monster has little to do with the original concept. Initially prepared as a basic Modsports racer in 1982, a new more advanced project was subsequently undertaken. It took a long time and the drive and perseverance of one man, Tony Hart of the well respected Triumph specialist, Hart Racing. A complete strip-down ensued and the result was a powerful reincarnation of its former self which has since been the subject of many magazine articles and plentiful race entries; a more recent rebuild took place within the last two years. Much documentation accompanies this powerful, 'on the button' racing car and for a competitive entry into Super Saloon, Modsports and various GT race events this Triumph must represent one of the most cost effective ways of doing it.