Triumph Stag

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Want some extra fun or usability from your classic? Then here’s our top tips

The Triumph Stag is one of the best classics you could ever own. Not only is it a fine GT to drive but club and specialist support is second to none. In fact, it was these two factions which worked together over the decades, ironing out the bug which turned the ‘Snag’ into the Stag it should have been all along. The Stag Owner’s Club was founded 40 years ago and is one of the best supported and pro-active in the classic world and is a must to join

Rear suspension

The Triumph twitch is a characteristic but is also compounded by binding splined joints in the driveshafts or neglected rear bushes. Clean up and a bit of CV grease helps otherwise convert to modern.

Wheels & brakes

Stags run on 14-inch steel wheels until 1976, alloys thereafter but 17inch sizes can fit. Stag diffs have been scarce for ages, and 2000 saloon (4:1 ratio) or 2.5PI unit (with 3.45:1) may now be used

Body

Trim is generally still available new, and anything that isn’t can be found second-hand. Replacing sills properly means removing front wings, which are welded on, or cutting their bottoms off

Chassis

Major corrosion can be an issue, especially in the sills, floorpans, wings and seams between the inner and outer wheelarches. Both A and B posts suffer badly but repair parts are freely available

Front suspension

All have PAS, so check for leaks. Vague steering suggests worn suspension and perhaps steering rack mounting bushes. Polyurethane items are a popular upgrade for better feel but there are 18 in total

Transmission

First problem is usually second cog. Chattering is clutch thrust bearing. Stiff clutch action can be caused by the engine and ‘box out of true. Easiest fix is to use special clutch, from James Paddock

Bottom end

Saab oil pumps are a worthy upgrade for superior flow and pressure. Fit an oil pressure gauge; while cruising at 3000rpm expect to see 30-40psi (hot), with at least 10psi at a hot tickover

Interior

Stag’s trim is durable, the most likely source of problems are front seats, the diaphragms which can collapse but everything is available to put things right. Hood is either mohair or a double duck affair

Engine

Known for overheating and timing chain slip but both now mostly eradicated. Renew the anti-freeze annually (at least a 50/50 mix) and the timing chain’s tensioners each 24,000 miles plus chain if worn or stretched

Buying one?

If you’re thinking of joining the Stag party bear in mind that although in copious numbers, the actual percentage of honest ones isn’t that high and one Stag specialist reckons that if you’re after a project, then you may have as well buy one for bottom dollar as opposed to spending £6000 on something that looks ok but probably still wants the same amount of work. Also make sure it’s as original as possible; putting right somebody else’s bodged work is likely to be costlier than overhauling a very tatty original car