TheTriumph Stagis a British car sold between 1970 and 1978 by theTriumph Motor Company, tyled by Italian designerGiovanni Michelotti.

• 1Design and styling
• 2Engineering
• 3Production
• 4Mk1 and Mk2 Variants
• 5Replacement
• 6Unmade variants
• 7Classic status
• 8Use in popular culture
• 9References
• 10Further reading
• 11External links

Envisioned as a luxurysports car, he Triumph Stag was designed to compete directly with theMercedes-Benz SLclass models. All Stags were four-seaterconvertiblecoupés, ut for structural rigidity– and to meet new American rollover standards of the time– the Stag required aB-pillar"roll bar" hoop connected to the windscreen frame by a T-bar. A removablehardtopwas a popular factory option for the early Stags, nd was later supplied as a standard fitment.

The car started as a styling experiment cut and shaped from a 1963–4Triumph 2000pre-productionsaloon, hich had also been styled by Michelotti, nd loaned to him byHarry Webster, irector of Engineering at Triumph. Their agreement was that if Webster liked the design, riumph could use the prototype as the basis of a new Triumph model. Harry Webster, ho was a long time friend of Giovanni Michelotti, hom he called "Micho", oved the design and took the prototype back to England. The end result, two-door drop head (convertible), ad little in common with the styling of its progenitor 2000, ut 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.

The initial Stag design was based around the saloon's 2.5-litre six cylinder engine, ut Harry Webster intended the Stag, arge saloons and estate cars to use a new Triumph-designedoverhead cam(OHC) 2.5-litrefuel injected(PI) V8. Under the direction of Harry Webster's successor,Spen Kingin 1968, he newTriumph OHC 2.5 PI V8was enlarged to 2997 cc (3.0 litres) to increase torque. To meet emission standards in the USA, key target market, he troublesome mechanical fuel injection was dropped in favour of dual Zenith-Stromberg 175 CDSE carburettors. A key aim of Triumph's engineering strategy at the time was to create a family of engines of different size around a common crankshaft. This would enable the production of power plants of capacity between 1.5 and 4 litres, haring many parts, nd hence offering economies of manufacturing scale and of mechanic training. A number of iterations of this design went into production, otably a slant four-cylinder engine used in the later Triumph Dolomite and Triumph TR7, nd a variant manufactured by StanPart that was initially used in theSaab 99. The Stag's V8 was the first