∙Long-term family ownership

∙Huge paperwork file showing much recent expenditure

∙Rare and desirable manual overdrive

∙Super all-round condition

The Triumph Stag brought something new to the British motoring scene on its launch in 1970. Triumph’s established Spitfire and TR-series were sports cars in the traditional sense, two-seaters which derived their sporty characteristics from light weight and nimble handling more than brute power. The Stag was built to an entirely different formula. An American would have called it a ‘personal luxury’ car – one capable of seating four in comfort but intended primarily for the enjoyment of the driver and their companion. It wasn’t a rival to American cars, though. It just enjoyed a corner of the British market all to itself.

The heart of the Stag was a rumbling three-litre, overhead-cam V8, lazy at low revs but harbouring some considerable energy, waiting to be released at the command of the driver’s right foot. The majority of Stags were fitted with a Borg-Warner Type 35 automatic gearbox from the factory, but manual with overdrive was an option which is now much sought-after today. That allowed it to be driven quite effortlessly, and the Stag’s combination of size, comfort and power made it the perfect car for long-distance, open-road runs. Built as a convertible, but with the option of an eventually standardised hardtop, it was a car you could enjoy in any weather, too.

The engine was the subject of some considerable interest at the time as it was intended for wider use across the Triumph range. Unfortunately, motor-industry politics put paid to that. Halfway through the engine’s development, Leyland Motors, which already owned Triumph, acquired Rover as well. Rover already had its own proven and popular 3½-litre V8, and any V8 saloons Triumph might have had planned would have been in direct competition with its Leyland stablemate.

As the Stag was moderately expensive when new, it sold well but not in vast numbers. Around 19,000 were sold in Britain from 1970 to 1977, but they have survived well to become one of today’s most popular classics, with a thriving club scene and good parts availability.

From what the vendor tells us, this Stag seems to have led quite a fascinating early life. Built in 1974 and first registered in 1975, this car, Despite being right-hand drive, was apparently dispatched to America for a publicity tour of the southern states, where it was recommended that it would be improved by the fitment of wider tyres. The vendor is the car’s ninth owner, but it is understood that five of its previous owners were from the same family, so it is probable that it was in one family for quite some time. The vendor tells us that this information is held by the Stag Owners’ Club and should be available upon request.

We are able to trace the car’s British history back to 1990, when it was owned by a Mr. Maiden of Welwyn Garden City. In 1997, having covered 81,533 miles, the car was treated to an engine rebuild, since when it has only completed 23,050 miles.

The vendor purchased the car in 2019 and shipped it to Spain, where he has a house in a rural village. There, the car benefitted from regular but not excessive use, being driving a minimum of once a fortnight and a maximum of three times a week. He tells us the Stag was named best-in-show at three Spanish car shows, and was runner-up at a fourth where it was just outdone by an Aston Martin DB5. As he lived in a rural village, it had quite an easy life, never having to suffer the ordeal of urban traffic.

The vendor always kept the car in a climate-controlled garage, and on its return to Britain at the start of August, it has been kept outside but covered. He will be sorry to part with the car, but must let it go as he has set his sights on a new motorhome.

The Stag boasts a particularly large paperwork file, with copious receipts and invoices dating back to 1990. Clearly, most of its owners have been meticulous in keeping a record of all parts bought and work undertaken. The paperwork file contains documentary evidence of the Stag’s engine rebuild in 1997 and the vendor’s considerable expenditure, which has included a new hood and an upgraded cooling system.

The long run of MoTs starts in 1990 and finishes in 2019, before it was exported to Spain. It passed then with no advisories, and after light use in a sympathetic climate, we expect it would achieve the same result if it were to be presented for a test again.

There is, of course, a current V5, in addition to a Declaration of Exemption from MoT issued by the D.V.L.A., proof of passing an emissions test in 2016, and Spanish paperwork explaining that the car is exempt from import duties within the European Union. We are told that this remains valid despite the United Kingdom’s withdrawal from the Union. The file also contains a handful of tax discs dating back to 1997, and an instruction manual for the Alpine radio.

The Stag’s interior presents extremely nicely. The vinyl seats seem to be exceptionally good, with no cracks or tears anywhere that we could see. Even the driver’s seat, which is usually the first to suffer, could be passed off as new. As they were resprung and refoamed three years ago, they’re nice and firm.

The top of the dash and glossy walnut fascia are every bit as good, and we can only say likewise for the door trim, steering wheel and all the other fittings and switches. Perhaps, if we look extremely closely, we might observe that the gearstick and handbrake gaiters are starting to show their age, but it’s fantastic on the whole. The new bottle-green carpets are extremely clean, and underneath them the floor appears to be totally solid. Some wear is evident on the pedals, but that can only be expected.

The vendor advises that all the switches and gauges work perfectly, and there is the added advantage of a modern Alpine radio and CD player. With new carpets, the boot is wonderfully clean, and underneath the floor is a spare wheel in good condition and the original Triumph toolkit.

Externally, the Stag presents extremely well in its original colour of British Racing Green, subtly highlighted by a silver coach line. We would almost call the paint spotless, but there are some very minor blemishes such as a small patch at the edge of the passenger door where some bubbling is just starting to appear, and a few chips on the front valance which no one will see. Unfortunately, there is shallow horizontal crease in offside rear wing, just behind the B-pillar, which runs to about five inches in length.

The exterior chrome is very good, especially the bumpers, although the chrome around the door handles shows some signs of pitting. The tinted windows are in excellent condition, as is all the other glass on the car. Low-visibility driving is aided by the front fog lights and high-intensity rear lights, which were possibly fitted during the car’s time in America. The wheels are in wonderful order, and wear wide tyres as per the recommendations made when the car was in America. The tyres are only two years old, and the narrow-band whitewalls are an attractive touch which help cultivate a slightly American look.

Since the mohair hood has been replaced during the vendor’s ownership, it is, of course, outstandingly good, and the detachable hardtop can’t be faulted, either. A new frame was installed with the new hood, which came to a total of £2400 along with a new set of interior carpets. Due to the weather in Spain, the hood was treated with an anti-fade chemical and the paint was given a ceramic coating to protect it from the strong sun.

Underneath, we can only say that the car looks to be supremely solid, which is testimony to the careful ownership from which it has benefitted in recent years. The vendor tells us that the car never got wet in Spain, except when it was being washed.

With a twist of the key, the Stag fires up readily and settles into the low, rumbling idle which is the unmistakable hallmark of a British V8. It pulls away quietly and without a fuss, and with power steering it really is no trouble to manoeuvre in confined spaces. The fact that this Stag is equipped with the four-speed manual with overdrive is, we think, to its advantage. The automatic may have been more popular, and perhaps easier in traffic, but the manual promises to offer a more enjoyable driving experience when motoring on open roads out of town, and it is a desirable fitment these days simply by virtue of its relative rarity.

The car sports brand-new full stainless steel exhaust system, and is being sold with £350 worth of spares which includes cabling, fuses, bulbs, a full set of spare EU-regulation headlights and a spare tyre (in addition to the one in the boot). The carburettors were rebalanced 14 months ago and the car has also benefited from new clutch cylinders and a power steering overhaul in March.  A brand new battery was fitted approximately 2 months ago and the petrol tank, fuel pump and brake fluid reservoir were treated to a flush and fresh fluid change.

Most significantly, the Stag boasts an upgraded cooling system. It is well-known that Stags, when new, had a reputation for overheating, but the vendor commissioned the installation of a special system, running entirely on coolant, to prevent the engine getting too hot. Since the vendor proceeded to have it tested by running the car for six hours between 30 and 120km/h at a controlled temperature of 41 degrees centigrade and the engine didn’t get hot, it looks like it was a sound investment. It also incorporates an alarm which will warn the driver if the coolant starts to get low.

The Stag’s last service was six months ago, when it received an oil change and new spark plugs, filters and HT leads. Although it has not been issued with an MoT since arriving from Spain, it was MoTed with no advisories in 2019 and, after all the attention the owner has given it, we suspect it is an even better car now.

The Stag was a sensation when it appeared at motor shows in 1970 for much the same reasons as it is a sensation today – good looks, accessible power and all the necessary qualities of a refined touring car. What gives it the edge over other, more traditional sports cars is that it’s just that more usable. You can get in and out of a Stag without subjecting your body to unnatural contortions. You can drive for ages without feeling the slightest discomfort. You can enjoy it to the fullest extent in youth or retirement without worrying about children or grandchildren, as they can be satisfactorily accommodated in the back.

The Stag had so much going for it, it’s a surprise the formula was never really taken up by other marques. Its unique quality in this respect only adds to its appeal, and is just one factor in its popularity today. With a thriving owners’ club and excellent spares availability, the Stag has so much scope for enjoyment, and the fact that this one already benefits from so much past work and a wealth of spares just makes it that much better. Whether your particular preference is for enthusiastic driving, chatting with other owners at the pub or quietly tinkering in the garage, you can do it with a Stag.

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