Paul's Triumph Stag 3.0L V8

A s I really have no clue as to when this car was last treated to a service, then I thought that I should do it now. At least I will have a baseline to work with. I'll start with the basics: Air filter Oil Filter Oil Plugs Coil Leads Distributor cap Distributor arm Fuel Filter Had to remove the rubber strip from around the outside of the air filter before it would fit in the air box. Also the air box needed a good rub-down to remove surface rust. I need some aluminium colour paint to finish it off now. The temp compensation value also seemed defunct. The coil and plugs were both OK. Although the plugs looked like they had been in there for some time, when removed they were fine. A little blackened from runing on choke recently but no signs of wear and tear. Good for spares. The distributor cap looked fine, although like all of these parts it looked like it had been in-situ for 10 years plus. I replaced it anyway and likewise the rotor arm. The f

O n inspection I noticed that the belt between the fan and the alternator was shredded and hanging loose. That would explain the other feature of the drive home. The sudden drop in charging of the battery. I was lucky the car had been recently fitted with a new battery as there was no chance it was creating and electricity with the perished belt in such a state. Ordered new belts (alternator and power steering) from Rimmer Brothers. Should be here is a few days along with a small fortune of other bits to cover the other areas that need attention. R immer Brothers delivered as they promised a couple of weeks ago. A minor plumbing emergency in the downstairs cloakroom has prevented me doing anything on the Stag for the last couple of weekends whilst the radiator was fixed, floor dried and relayed and basin replaced - just the tiling to do but that can wait. Slackened off the bolts holding the alternator and power steering pump. Difficult to get at as there isn't a lot

On inspection I noticed that the fuel pipe to the drivers side carb has sprung off the carb and was hanging free. The car must have been running on a single carb for the last few miles home. That would explain the loss of power when driving back. Replaced the pipe and re-connected - tighter this time.

T he car was manufactured with a Borg Warner 35 auto gearbox. I think the same unit is still in the car. With the car running, reverse selects OK, but drive (especially first) may not engage initially in D or 1. Applying some revs has either no effect or drive is suddenly acquired with a jolt that can spin the rear wheels – not pleasant. A fter some superficial forum research it sounded like a simple lack of fluid. On checking the dip stick – nothing - not a trace on the stick. Off to the local motor factors, but no one locally stocks ATF without Dexron. So back to the interweb and wait for delivery. There seems to be two ways of checking the fluid level before topping up: a) Start the engine and run the selector through all drive settings, then quickly dip and fill to the lower/cold mark b) Start the engine and drive the vehicle until warm making sure that all drive settings have been used. Park up on a level surface and quickly dip and fill. As mine was being a little te

On 18 th March 2017 I took an early train up to Chesterfield to pick up the Stag and drive it back home. It had a full MOT with no advisories, so I know it was road worthy, however when I arrived it wouldn’t start. It turned over but no trace of firing up. Swapped the coil. Checked there was fuel. Inspected everything that was visible for things that may have broken or fallen off - especially wires – nothing. Then after about an hour it fired up as if the key had just been turned for the first time. Relived but slightly anxious, I concluded the purchase paperwork, jumped in and pointed the car south. I was very wary whilst driving it the 60 plus miles back home. Firstly because I didn’t know the car or its history, secondly because it was 44 years old and not built to fantastic quality standards when it was new, and thirdly (most importantly) the car had not been driven that far in almost 30 years!! Old cars make noises. Things cluck and creak. Having owned old cars in the pas

I have been thinking about a new project for some time now. I have been driving the Seven for over three years since finishing the build. Whilst driving a car like that is hugely exhilarating, and the other owners and club members are a great bunch to spend time with, I miss the building and engineering aspect, and the ability to get lost in my garage on a damp Sunday afternoon. In the back of my mind I had a restoration project in mind. An old Triumph, perhaps a Vitesse or GT6. Definitely something with more than 4 cylinders and preferably something with an open top. With nothing more than that as a background thought, I decided to do a little research at the International MG & Triumph Spares Day at Stoneleigh on 19 th February 2017. I have normally only been to Stoneleigh for Kit Car events – classics certainly pull in more people. The place was packed. Whilst wondering around the stands looking for Vitesse / GT6 interest, I came across a few Stags.  That V8 burble was