Maestro Michelotti • Stag Focus • Leak Down Test the Parts You Need to " " ® Contents Keep’Em on the Road Winter 2012/13 14 ® 21 30 24

T h e M a g a z i n e O f T h e T o r o n to T r i u m p h C l u b W i n t e r 2 0 1 2 / 1 3

Monarch of the Road

Maestro Michelotti • Stag Focus • Leak Down Test The Parts You Need To " " ® contents Keep’em on the Road Winter 2012/13 14 ® 21 30 24

Member Pages From the Editor ...... 5 From the President ...... 7 Club Hub ...... 9 Event Calendar ...... 10/11 Owner’s Manual ...... 12/13

Features 32 Historically Speaking: Triumph Stag ...... 14-19* Maestro Michelotti ...... 32-34 Marque My Words: Stag Spares ...... 21-23* Ye g 50 ars o tin f S Learning to Love a Stag . . . . 24-29* ra p b i tf T h e M a g a z i n e O f T h e T O r O n T O T r i u M p h C l u b W i n T e r 2 0 1 2 / 1 3 le r Events: e e ! C American Invasion ...... 30/31* Model Review: 36 Triumph Vitesse ...... 36/37 FREE Parts & Accessories Catalogs for: Restoration: TR2, TR3, TR4, TR4A, TR250, Ignorance & Confidence . . . . 39-41 TR6, TR7, TR8, GT6, Spitfire Maintenance: On the Cover Holding Up Under Pressure . . .42-44 Fast Service, Simple Ordering and Quick Delivery. Assistant Editor Terence McKillen recently purchased this Jasmine Speke Easy: Yellow 1972 Mk 1 Stag. Monarch of the Road Bits and Pieces ...... 46 www.VictoriaBritish.com 1-800-255-0088 Pictured here at BCD 2012. Maestro Michelotti • Stag Focus • Leak Down Test Photo by Terence McKillen *denotes Stag Focus article FREE Parts & Accessories Catalogs 12 Ragtop.04.03.indd 1 13-02-25 9:50 AM Also Available For: Ragtop I Winter I 2012/13 www.TorontoTriumph.com 3 ©2012 Long Motor Corporation, PO Box 14991, Lenexa, Kansas 66285-4991 LANT INSURANCE BROKERS from the editor (A Division of Wayfarer Insurance Brokers Limited)

SUBMISSIONS Format: MS Word files are preferred. Send via Canada’s Leader In Classic Vehicle Insurance Since 1978 email or on CD, 10Mb limit on email files. Send photos separately, do NOT embed in the text file. Not Long Now Hard copy submissions are acceptable, but not preferred. Graphics must be in major graphics formats, jpeg, tiff or Photoshop files. In Person: To the One of the problems with being in the magazine business is that I’m al- editor at the monthly meetings. ways working three or more months ahead of everyone else (or I’m sup- Mail: 2421 Poplar Crescent, posed to be!). Consequently, my Spring has already begun and I’m looking Mississauga, Ontario L5J 4H2 E-mail: [email protected] forward to summer. However, a quick look from my window swiftly brings me back to reality. I can see the remnants of a recent snow storm covering ADVERTISING my lawn and my dog Charlie hesitates at the back door when I try to let Contact the Club’s advertising representative for him out for a run and looks up at me as if to say “You’re kidding, right?” details of dates and submissions. Submit ads as Attending my youngest son’s wedding recently added to the illusion high resolution (min 300 ppi) PDF files, saved for print in CMYK format, fonts embedded, by E-mail that I was indeed into spring and summer was just around the corner, but standing outside to [email protected] the church in an overcoat and gloves in -6C temperature (-12C with the wind chill), once The advertising year is from Jan.1 to Dec. 31. A again brought me back to reality. The wedding went well, but my reality check continued copy of Ragtop is sent to all paid advertisers. when I realized my many house guests couldn’t eat alfresco and there was absolutely nothing to do to keep them all entertained during the cold days of winter. We English don’t do 2012 ADVERTISING RATES snow shoeing or ice fishing and one guest is such a staunch Manchester City supporter, the Rear Cover ...... $500 per year Inside Front Cover ...... $475 thought of going to a hockey game didn’t excite him at all (well it was a Leaf’s game, so I Inside Back Cover ...... $450 suppose I can’t blame him really). Full Page Inside ...... $305 Half Page ...... $185 My guests have all gone home now and the honeymoon is over for my son and his new Offering The Quarter Page ...... $115 bride, so I have turned my mind to the (long) list of jobs I still have to do on Rosie before the Business Cards ...... $70 start of the driving season, which despite what I’ve said above, really isn’t long away now. Full colour ...... $115 extra Second colour ...... $75 extra I need to replace the rear springs I fitted last year - which are too tall - with the Goodparts Antique, Classic, Special Interest Flyer Inserts ...... $190/issue (max 4 pgs) ones that Fred McEachern supplied to me, fix a loose passenger door panel and stop the (All rates are for 4 issues, except flyers) windows rattling, adjust the tracking and grease the steering box, check the valve lash, [email protected] and Modified/Street Rod lubricate and adjust the throttle linkages and cables (they’ve been sticking) and various other small, but necessary, maintenance items. Oh, and I might finally get around to fitting Automobile Insurance 2012 SCHEDULE the 1969 interior light unit I purchased four years ago and a door switch that’s been missing Program Issue Deadline Mailed Spring ...... April 1 . . . . .End of April since I bought Rosie in 2008. Summer ...... June 10 . . . . .End of July I’m sure you are all busy doing similar jobs and some of you are even in the middle of Fall/BCD Program . . .August 12 . Mid September Winter ...... Nov. 18 . . .Mid December complete restorations. Why not drop me a line to [email protected] and let me know what you’re up to? I’m always looking for stories for Ragtop and our growing mem- General Enquiries bership can learn a lot from your experiences. [email protected] This issue has a distinctly STAG flavour to it (you can tell our assistant editor just bought Ragtop is published quarterly by the Toronto Tri- one!), but if you’re not partial to venison, we’ve also got some great “how-to” and general umph Club Inc. (“TTC”) and is distributed to its interest articles to whet your appetite. Bon appetite! members as part of their annual dues. The TTC or the Editors cannot accept responsibility for the safe return of any submitted material. We will do — David Fidler our best, but accidents do occur.

We accept no responsibility for errors or omissions. Opinions expressed are those of the authors and do not necessarily reflect those of the TTC Execu- tive or Membership. Copyright © 2012 by the TTC. Non-profit groups may reprint articles from this publication, where the author has not reserved rights, provided we get credited and both the author and TTC receive a copy of the publication in its entirety. Distribution by Pillar Direct Marketing Services. 37 Sandiford Drive, Suite 100, Stouffville, ON L4A 7X5 Tel: (905) 640-4111 • Fax: (905) 640-4450 Printed by Printwell Offset for the Toronto Triumph www.lant-ins.ca Club. Kelly & Stephen Fidler tied the knot in February Canada Post Publications # 40022175

Ragtop I Winter I 2012/13 www.TorontoTriumph.com 5 Obsolete Auto_MG&TRIUMPH AD2.pdf 19/02/2009 8:22:06 PM

from the president Toll Free Order Line: ...... 1-800-265-7437 Customer Service / Technical Advice: ...... 1-519-337-3232 Executives 24 Hour Fax Line: ...... 1-519-336-5936 President ...... David Tushingham 905 830. .9124 Website: ...... www.obsoleteauto.com Vice President ...... David Fidler 905 829. .9340 Lots on Offer Secretary ...... Alistair Wallace 905 627. .2941 Business Hours: ...... Monday to Friday - 8 AM to 5 PM Treasurer ...... Chris Lindsay 416 233. .7360 Director of Communications . . . David Fidler 905 829. .9340 About this time of year I always Director at Large ...... W. ayne McGill 905 847. .5532 start to get a little restless and Director at Large ...... Scott Douglas 905 334. .4020 anxious for the driving sea- 142 Kendall Street, Point Edward, Ontario CANADA N7V 4G5 Past President ...... Johan Aaltink 705 456. .4276 son to begin. The dark days of Ragtop Magazine winter are finally giving way Editor & Publisher ...... David Fidler 905 829. .9340 and temperatures are climbing Assistant Editor ...... Terence McKillen 647 202. .8243 Distribution . . . .Rod . Jones - Pillar Direct 416 755. .9494 steadily from week to week. It Art Director ...... Michael Cleland 905 873. .7704 won’t be long now until we can MG & TRIUMPH Specialists Advertising Sales ...... Ian Parkhill 905 637. .2034 throw open the garage doors David Fidler 905 829. .9340 and get out on the open road! Club Photographer ...... Larry Llewellyn 416 245. .9217 Browse the website Fortunately, to pass the Website time we have some great Web Manager ...... David Copping 905 827. .6970 www.obsoleteauto.com for monthly meetings scheduled to not only get your car looking great for spring, but also Website Classifieds ...... David Copping 905 827. .6970 updates on stocked parts and secure running better. I hope to see many of you at our March meeting, where Dave Lambert Club Coordinators from Autoglym will give us some spring cleaning tips and ‘hands on’ experience with his access to online ordering. The parts Membership ...... Scott Douglas 905 332. .5602 C products. Our April meeting features Philip Allen of Britcars at his shop in Woodstock, he you need, any time or day. Meeting Coordinators . . . . . Patrick Caria 416 562. .1642 M Clive Huizinga 905 884. .2091 will provide us with some carburettor tuning tricks. Be sure and visit the Events Calendar Interclub Coordinator ...... Tony Fox Sr. 905 .632 0479. on the TTC website to see all of the great things we have in store for you this year. Y Ambassador at Large . . . . . W. ayne McGill 905 .847 5532. On a personal note, I have been working very hard lately on my 1960 Triumph TR3A CM Regalia ...... Dion Widrich 416 .464 6057. Historians ...... W. ayne McGill 905 .847 5532. project. I hope to have it painted in the near future. With any luck (and if “real work” doesn’t MY Frank Manning 905 .643 2359. get in the way), I will have it on the road for Spring Fling at the end of May. If you haven’t Volunteer Coordinator ...... Chris Lindsay 416 .233 .7360 CY registered for Spring Fling yet, don’t delay, it is already about 80% sold out as I write this BCD Sponsors ...... Frank Manning 905 .643 .2359 CMY Motorsports ...... Simon Rasmussen 905 .853 .2514 and organizer Alex McLeod has some exciting events planned for you in the lovely Peter-

K borough area. Marque Coordinators I hope that you will take advantage of all that the TTC has to offer this year. Come out TR2, 3, 3A & 3B ...... Malcolm Taylor 905 880. .0079 and have some fun. I’ll be watching for you! Alistair Wallace 905 627. .2941 TR4, 4A, 5 & 250 ...... John Lille 416 231. .3092 Dave Sims 905 331. .1496 TR6 ...... Fred McEachern 905 727. .2987 Cheers Wayne McGill 905 847. .5532 — David “Tush” Tushingham Spitfire-GT6 ...... Don Johnson 705 721. .1231 Ron Pincoe 519 941. .0976 Request a FREE copy of the GARAGE SALES! Stag ...... Tony Fox Sr. 905 632. .0479 Sports Car Chronicle. Terence McKillen 905 855. .2463 That’s right. Check out our annual Robin Searle 705 484. .0071 Call: 1-800-265-7437 or 519-337-3232 TR7 & 8 ...... L. arry Llewellyn 416 245. .9217 Spring or Fall Garage Sales and browse Ron Etty 905 547. .2419 Email: [email protected] endless deals. Event Coordinators British Car Day Chair ...... Da. ve Sims 905 331. .1496 Payment Options: 28th Canadian Classic . . . . . Terence McKillen, Colin Pillar Each issue is packed with super deals & Dave Sims on parts and accessories along with Visa, Mastercard and American Express Spring Fling 2013 ...... Alex McLeod [email protected] technical articles to help you do the job. Shipping: Canada Post and most Summer Tour ...... TBA Spring Fling 2013 will be held in Perterborough Annual BBQ ...... Brian Clark 905 484. .9091 A great resource for YOUR sports car! courier services Fall Drive ...... TBA General Mail/Membership Mail P O. . Box 39, Don Mills Ontario M3C 2R6

Ragtop Mail & E-mail: 2421 Poplar Crescent, Mississauga, ON, L5J 4H2 ALL TO PRESERVE AND DRIVE THE TRIUMPH [email protected]

Ragtop I Winter I 2012/13 www.TorontoTriumph.com 7 Monthly Meetings club hub January Another social night was held at the popular Membership Renewal Reminder (Thank you if you have renewed since press time) TRF Is the World’s Greatest British Sports Car Company Jake’s Boathouse in Brampton. A last minute decision to hold a social meeting (we had Name Member # Date Name Member # Date The Roadster Factory is large enough to be a major parts planned a tech session) at this location, and a Ian Armitage 2816 04/13/13 Frank Manning 1986 04/21/13 manufacturer and distributor but small enough to know our Claudio Arteiro Moreira 3264 04/11/13 Peter & Bernadette May 2528 03/07/13 change from Tuesday to Wednesday night due Paul Balmforth 3201 04/21/13 Barry Mean 1271 04/01/13 models very well, also small enough to offer very personal to room availability problems, meant a smaller Eric Bapty 2615 04/21/13 Glen Mersel 5069 02/25/13 service to all of our customers. TRF is British Motor than usual turnout. Those who did make it en- David Belluz 2296 04/21/13 Tony and Debbie Messenger 2742 04/01/13 Heritage Approved, we are famous for high quality and joyed an abundance of food (it was half price Leslie & Mary Bond 1217 04/13/13 Clara Miehm 5055 02/28/13 wings night!) and some excellent discussion Rob Burchell 5053 02/28/13 Jim & Rosemarie Morris 2930 04/21/13 reasonable prices, and we offer expert engine, gearbox, and Bob Burgar 5094 03/30/13 John Morton 3148 04/19/13 rear axle rebuilds from our own shop, known as C.A.R. about the driving season ahead. Andrew Burpee 5059 02/25/13 Jay Moszynksi 5083 03/08/13 Components. Whether you show your car in concours Grant & Cheryl Buss 1460 04/01/13 Robert Muir 2806 04/13/13 Patrick Caria 3146 04/05/13 Lance Pedrick 5104 04/13/13 events, enter it in competitive driving events, or drive it to Welcome New Members! Richard Clark 3276 04/21/13 Lino Pessot 5046 03/04/13 work every day, you can do so with confidence, knowing that Name Location Vehicle Dennis & Nancy Clarke 2019 04/01/13 Bill Peter 5082 03/08/13 The Roadster Factory will always be here for you—on-line Doug Campbell Oakville Spitfire 1978 Bob Craske 2869 02/28/13 David & Gale Pierdon 1841 04/01/13 Peter L. Clark Toronto André de Goeij 5056 02/28/13 Colin & Christine Pillar 2885 04/13/13 or just a phone call away. Guido & Mary DiCesare 2080 04/01/13 Paul Podesta 5037 04/01/13 Manny Cordeiro Cambridge TR250 1968 Gerald Dimmelow 5241 03/10/13 Carmine Preziuso 5086 03/10/13 Jeff oxC Mississauga Rob and Elaine Draper/Heaton 2886 04/13/13 Robert and Susan Ragsdale 2749 03/14/13 Gerald Dimmelow Georgina William Dronyk 5070 02/25/13 Rajesh Ramlakhan 5045 03/04/13 Michael Mason Picton Subscribe to TRF’s E-Mail Newsletter Dave & Jan Ertel 5044 03/04/13 Tricia Reitzel 5097 03/31/13 Kyle Paton St. Catharines Every week, twelve-thousand Triumph and MG David Freeman 5077 03/09/13 Mike Roberts 5095 03/30/13 Thomas Steele Toronto John Gabel 5103 04/13/13 Bill & Jen Ryan 2571 03/22/13 enthusiasts in countries around the world receive an New Members from Jan. 24, 2013 to Feb. 21, 2013 Peter Gabriels 3275 04/21/13 Richard & Kirstin Schwass 2304 04/01/13 E-Mail Newsletter from Charles Runyan. The Ferruccio and Celestina Gazzola 2507 04/13/13 Len Sellwood 5049 02/28/13 Dave and Pam Gildner 2241 04/13/13 Barry Smith 5084 03/08/13 newsletter always includes wonderful offers on parts, Spam, spam, spam, spam... George Godin 2825 04/18/13 David Soknacki 2542 03/29/13 shipping deals, and other TRF news. The newsletter Unlike the song the Vikings sang on Monty Py- Frank & Laura Gollinger 1482 04/01/13 Sheila and Drew Sperry 1160 03/09/13 thon, spam is not beautiful, particularly when it Angelo Graham 5042 02/25/13 Malcolm Stagg 5098 04/19/13 includes links to current Web Site Specials and Weekend David Grant 3274 04/21/13 Les Stein 1118 04/21/13 Features which change every week. To subscribe to the chokes up your e-mail inbox. So we have spam Tony Grosso 2150 04/06/13 John Tingle 3267 03/13/13 newsletter, please follow the simple instructions found filters... unfortunately these are designed catch Brian Hillis 2841 04/18/13 Roger Tipple 5089 03/19/13 ALL bulk e-mails. When the TTC sends you an im- Jim & Willa Hopkinson 2297 03/01/13 Jaak & Karin Viirland 1249 04/01/13 on the TRF home page. Note that unsubscribing is also portant e-mail, such as a renewal reminder (you Derek Johnson 5051 02/28/13 Shawn Vromman 2809 04/20/13 easy if you change your mind later. get 2 of these), or information about an event Don & Judy Johnson 1298 04/21/13 Greg & Susan Walker 1782 03/14/13 Wayne Johnson 1923 02/27/13 Erik Weeks 3124 03/21/13 or meeting, we use a bulk e-mail program. It is Christopher Jones 5047 03/04/13 Stephen Wilkie 1998 04/21/13 Join TRF Car Club very important that you add “TorontoTriumph. David Kerry 3160 04/21/13 Dean Willers 5050 02/28/13 Hundreds of customers of The Roadster Factory com” into your “Safe Senders” list, to prevent our Tony Lant 2234 04/08/13 Ron Wood 5041 03/02/13 e-mails going into your spam folder. Also, please Chris Lindsay 2817 04/13/13 Dave & Liz Wright 2120 03/29/13 belong to TRF Car Club. The club exists to promote Neil and Jocelyn Lovell 2176 02/22/13 Alf Zeller 3269 04/21/13 take a moment to update your member profile TRF Customer loyalty, and it includes $300.00 in gift with your current e-mail address. Thank you. Please go to www.TorontoTriumph.com and renew today! Valid as of February 21st 2013 certificates each year that you can use as cash to purchase parts. Dues are $100.00 per year, but you also get a parts credit in the amount of $100.00 every year after the first. You will receive a membership card and sticker. Beautiful club logo. Great T-shirts available.

Please join on-line, or just phone the sales line, and ask • Diesel Engines • Parts Store to join TRF Car Club… • Gasoline Engines • Complete Engine Machine Shop • Marine Engines • Gasoline Injector Service • Race Engines • Engine Balancing & Blue Printing

Winslow Delaney | Creative Solutions 9 Forster Park Drive Oakville, Ontario Canada L6K 1Y5 • Vehicle Services • Cylinder Head Porting & Flow Testing 416.871.2358 [email protected] www.winslowdelaney.com The Roadster Factory 2338 Wyecroft Rd., Unit K5-7, Oakville, Ontario L6L 6L4 P.O. Box 332, Armagh, Pennsylvania, 15920, U.S.A. Tel: 905-825-2045 Fax: 905-825-0208 Telephone: (800) 234-1104 • Fax: (814) 446-6729 Your source for all your repairs Internet: www.the-roadster-factory.com Ragtop I Winter I 2012/13 www.TorontoTriumph.com 9 events April 2013 JUNE 2013 AUGUST 2013 Events Calendar Club meeting - Tech Talk, Britcars, Drive Event/Car Show - VARAC Drive Event/Car Show - Brits on the Lake, Woodstock Canadian Historic Grand Prix, Canadian Port Perry For Full Event List & More Details Go To Saturday, April 27, 10am Tire Motorsport Park Saturday/Sunday, August 10/11, 9am (Dates to www.TorontoTriumph.com Renowned Triumph expert Philip Allen of MAY 2013 Sunday, 16, 7:00 am be confirmed) Britcars will host a technical session at his Club meeting - Tech Talk, J.D. Auto, The highlight of the VARAC season is the Growing every year, this popular event will now draws over 1000 British cars and 8,000 March 2013 shop, demystifying the inner workings of Rexdale Canadian Historic Grand Prix at Canadian once again grace the main street in Port spectators. The event is the largest, one- Club meeting - Tech Talk, Jakes carburettors and how to tune & balance Tuesday, May 21, 7pm Tire Motorsport Park on June 13 -16, 2013. Perry. Check www.britsonthelake.com for day, all-British car event in North America. Boathouse, Brampton them. Followed by lunch (subsidized) at Joe Dukova will hold a tech session at his www.canadianhistoricgrandprix.com Da- confirmation of dates and schedule etc. For more information visit www.BritishCar- Tuesday, March 19, 7pm a local restaurant. Check our website and shop, topic to be degreeing a cam and set- vid Tushingham will be organizing a TTC Day.com (Updates posted March onwards) Join Dave Lambert from UK company Au- your e-mail box for details. ting your timing. Light refreshments pro- drive to this fun event. Check our website Club Meeting - Location and style of toglym in open discussion about the do’s vided. Check our website and your e-mail and your e-mail box for details. meeting TBD OCTOBER 2013 and don’ts of cleaning and protecting your Ancaster British Car Flea Market, box for details. Tuesday, August 20 (Provisional) Event - VTR Nationals & Triumphfest, car. Includes demos, some ‘myth busting’ Ancaster Fairgrounds Annual BBQ San Rafael, CA, USA and hands on experience. Sunday, April 21, 9:30am onwards Annual Spring Fling, Date and location TBD SEPTEMBER 2013 Wednesday, October 2 Southern Ontario’s largest British car parts Thursday, May 30 (2pm onwards) - Sunday, June 2 Club Event - British Car Day, 30th The Triumph Travelers Sports Car Club is Driving tour - March Madness, location/ flea market featuring both used and new This year it is the TTC’s honour to host and JULY 2013 Anniversary Party, Bronte Park, hosting a combined Triumphest and Vintage route TBD. parts for all types of British cars. You will the location will be lovely, Peterborough, Drive Event/Car Show - Brits in the Park, Burlington Triumph Register National Convention, Octo- Date/Time - TBA also find books, clothing, regalia, car club Ontario. Plan your arrival for the evening Lindsay Sunday, September 15, Gates open for show ber 2-6, 2013. www.triumphtravelers.org Clear off the winter cobwebs, we’re going for information and much more. of Thursday May 30th as we have two full Sunday, July 21, 9:00am cars 8:00 am a drive! Weather permitting an early drive is Open from 9:30 to 3:00, Admission is $7.00 days of activities planned for Friday and The Victoria British Car Club presents their British Car Day is hosted annually by the NOVEMBER 2013 scheduled for those suffering from ‘Triumph (Youths under 18 are free) Saturday. Sunday June 2nd will be the de- annual British classic event in downtown Toronto Triumph Club, on the third Sunday Club Meeting - Annual General Meeting, withdrawal’ and the winter blahs. Check our www.ancasterbritish.ca parture day home. Visit the Calendar page Lindsay. Registration/entry fee $10.00. www. of September. Since its inaugural event in Downsview website and your e-mail box for details. of our website to register and pay. victoriabritishcarclub.ca 1984, it has grown in leaps and bounds and Tuesday, November 19th

AUTO/MARINE SOFT TOP DETAILING KITS Don’t throw out your perfectly good but faded tops or covers just yet! Would you like a Brand New looking Cloth Top for under $100 ? Boat Canvas or Vinyl or Plastic Windows looking Tired and Drab? Europe’s #1 recommended Soft Top Care products for over 12 years ! WORLD FAMOUS RENOVO KITS TO THE RESCUE! • Easy to use DIY Kits with Money Back Guarantee. Professional Results ! • Ultimate Mould, Mildew & Stain Removal with a Formidable Inhibitor. • Powerful, long lasting UV protection & an Unequalled Water Proofer. • Easily clear scratched, yellowing and Un-Safe Plastic Windows. • Revive original deep, dark, rich factory color of cloth or canvas tops. • Brighten and Re-condition dull Vinyl tops, dashes and upholstery. • All products Water-based and Safe for your “baby” ! • Cloth tops, Vinyl tops, dashboards, motorcycle visors and screens, RV awnings, deck furniture, sail covers, radar covers, lifeboat covers, snowmobile seats, Same day shipping! umbrellas, upholstery, ATV covers and anything else cloth, vinyl or plastic! North American Distributor – Convertible Top Renew – Kelowna, BC, Canada Website: www.convertibletoprenew.com – Toll Free 1-888-697-0089

10 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 11 owner’s manual

British Car ¼ page ad 2012 Editor's choice: horizontal orGetting vertical layout. to know our members 7.5”x2.4375” 19.06cm x 6.27cm Dave sims Background: Brought up and worked in Name/ Owner: Dave Sims Three people I would invite to dinner: 3 great Lincolnshire and Yorkshire in England before www.transportbooksBorn: Horncastle, Lincolnshire, England Canadians.com – Leonard Cohen, Peter Robinson, Maggie & I emigrated to Canada in 1977. Land- Residence: Burlington, Ontario Jacques Villeneuve. ed in Edmonton in February and the first car we 16 Elrose Avenue saw on the highway outside the airport was a Member Since:1st January 2011 Hobbies: Cars, travel, birding, playing piano (just Transport Books Toronto, Ontario TR6. Tried to find a good example of a TR6 as Triumph: 1968 TR250 started),reading, hiking Cars, bikes, boats and planes… M9M 2H6 Canada my first car in Canada, but the cars I test drove Occupation: Retired Favourite music: Mid-sixties to mid seventies trucks, tractors, tanks and trains. (416)744-7675 were very rough, so I ended up with a Datsun Pets: 2 cats – Tumbleweed & Mithril Rock,(800)665-2665 Classical 240Z. So far we’ve lived in Edmonton, Cal- Canada's largestChildren: selection See aboveof motoring books & motorsportOther vehicles videos currently owned: 2008 Porsche gary, Lethbridge, Mississauga and Burlington. I owned a series of Datsun, Nissan and Porsche British Car booksSignificant a specialty: other:Maggie historical, pictorial &911 technical. Carrera S, 2010 Subaru Forester Favourite place: Our next big vacation Past restorations: Nothing since I was in sports cars over the years and then after an Mon-Sat 10am-5pm - free parking – free mailing list impromptu visit to British Car Day in 2010 I re- www.autophile.ca Favourite reading: Detectives, thrillers, Britain, where I owned various rolling restorations alized how much I would like to own a LBC. I adventure, car magazines (esp. Ragtop) including Morris Minor, Morris 1000 convertible, joined the TTC, got some advice from Tush and Favourite movie: The Great Escape Wolsley 1500 and Triumph TR5. ended up purchasing the TR250 you see in the 3.75”x 4.9375” 3 ¾ x Favourite4 15/16 food:9.53cm Italian x 12.55cm attached photo. I love it! ragtop

Transport Books ULTIMATE Car Care Joerg Hess Cars, bikes, boats & planes... TRANSPORTATION trucks, tractors, tanks & trains PRODUCTS Langka - Professional Paint Chip Repair SY LANGER Canada's largest selection of P.O Box 633 Tel: 519-323-4028 23 Markwood Lane Manufacturer Approved Mount Forest, Ontario motoring books & popular Convertible Care Cell: 519-589-7901 Phone: 416-822-0096 or 905-616-0421 Thornhill, Ontario L4J 7A6 Canada N0G 2L0 Phone: 416-580-7327 Fax: 519-323-2820 motorsports videos. Toll Free: 1-866-532-3630 Web: www.wheelwax.ca British Classics Email: [email protected] Email: [email protected] businessEmail: [email protected] cardDIY Power Bleeder for British Car books a specialty: Brakes/Clutches Global Parts & Car Logistics www.bmciltd.com Web: http://www.a-professional-appraisal.ca historical, pictorial & technical ads TRADING LOGISTICS Mon-Sat 10am-5pm free parking – free mailing list DRB MotorsClassic and Antique www.transportbooks.com Vehicle Appraisal Hub 94 Automotive Consulting Maurice91 Rylander Blvd. Unit 7-142 45 years Classic Brit Specialist 16 Elrose Avenue Phil Law Scarborough, Ontario Retail Sales Tax Appraiser M1B 5M5 Wilf Eden Home 905-884-2001 Cell 647-226-9494 Toronto, ON M9M2H6 Canada LicencedBramhall Mechanic 647-393-4856 Services include: (416)744-7675 (800)665-2665 Vehicle Restorer [email protected] Mechanical consulting, minor mobile repairs, assistance with winter lay up, www.tlcappraisal.ca spring commissioning and pre-purchase inspection-all makes and models. [email protected]

12 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 13

RAGTOP 45 historically speaking

an optional V-8 to follow. The second choice was a new 2.5-litre fuel injected 90 degree V-8 which shared some design sim- ilarities to the Slant-4 engine comprising an overhead camshaft with cast iron block and aluminium head which had been developed for the Triumph Dolomite as well as for the Saab 99 and which was subse- by Terence McKillen quently used in the TR7. A further option considered was a 3.5-li- “A Likeable and Lively Car, Unusually Well Equipped” – Autocar 1972 TRIUMPH STAG tre V-8 unit brought to the mix through the Rover merger. Rover had acquired the s readers of Ragtop may by who might be persuaded to revert back management wanted up-market trim Buick-developed engine from General Anow have realized, I have a long-standing to a sporty car. In a sense, Triumph had al- with cast alloy and wire wheels as op- Motors. It is often reported that prideful admiration for the Triumph Stag, colloqui- ready tested this market segment through tions, power steering, a 14-gallon fuel Triumph engineers rejected the Rover ally billed in its day as the ‘Monarch of the the Vitesse 6 convertible as early as 1962. tank, plus manual with overdrive or au- engine because it wouldn’t easily fit in to Road’. The interest goes back over 43 years The Stag is perhaps one of those cars tomatic gearbox options. the Stag, but likely Rover simply could not to the release of the Mark 2 Triumph 2000 that is better appreciated today than it was Michelotti’s original prototype It was originally planned to develop supply the number of V-8 engines needed which was based on the impressive Stag during its short production lifetime. Its fail- the car over a two year period for release to match the anticipated Stag production styling exercise. ure to conquer the North American market idea was to create an open-top car based in 1968. However, release was delayed by numbers. The T2000 saloon engine bay I have been seriously stalking an ex- is reminiscent of Standard Motors’ earlier on the Triumph 2000 saloon. Harry Web- a further two years as a result of many had been designed for an in-line engine, ample of the species for some time. Next attempt with the post-war Mayflower and ster, Triumph’s Engineering Director at the issues, not least by financial constraints so substituting a V-8 resulted in consider- to the Triumph saloon cars such as the is at variance with the success Triumph time, was seeking a car to compete with and establishing priorities and rationali- able reworking, adding time and expense T2000/2500, T1300, Toledo and Dolomite, achieved in the same market place with the Mercedes 280SL but using as many The Triumph 2000 Mk II was based on the Stag design sation for new model releases following to the Stag’s development. However, later it is probably the least well known Triumph its TR roadsters. There are many reasons parts as possible from the existing T2000 the 1967 merger between British Leyland Stag aficionados have successfully grafted model to Canadian autophiles, principally for the failure of the Stag to penetrate the to produce a contender for the Grand resulted in a very stylish four-seat (2+2) (Triumph) and Rover and engine selec- the Rover engine into their cars without because it was never officially imported to identified market niche including external Touring market and open another chan- convertible with removable hard top. At tion for the final production car. Triumph too much difficulty and the Rover V-8 ac- this country. factors such as escalating hostilities in the nel for Triumph sales into the U.S. In 1971, the time, such cars were not particularly struggled to get Stags into dealerships in tually provides more elbow room in the Middle East, Ralph Nader-inspired regula- Triumph’s marketing material called the common among British or for that mat- the UK by late 1970. The cars didn’t reach engine compartment. tory changes in the United States with re- Stag a “beautifully and finely engineered ter, European manufacturers and Triumph American show rooms until 1971 due to spect to safety, fuel economy and exhaust ‘Grand Touring’ car noted for its high per- had not previously bothered competing further compliance issues with U.S. regu- gas emissions and a myriad of internal rea- formance for long Continental cruising so in the luxury vehicle class. The Michelotti lations. Ongoing supplies to the home sons related to availability of capital, en- that sportsmen can drive untiringly across design received immediate approval from market were subject to severe delivery gineering decisions and rationalization of the long European Autoroutes and Auto- Triumph’s board of directors who ordered delays as emphasis was placed on supply- model development during the late 1960s strada or be equally at home on the great that the styling lines from the Stag be im- ing cars to the U.S. export market. to mid-1970s within Standard-Triumph and cross-country turnpikes and expressways mediately adopted for the revised Triumph The choice of engine for the production later, in the expanding Leyland-BMC con- of America.” It went on to state that the 2000/2500 Mk II saloon and estate models glomerate, as well as issues that affected Stag is “rightly named after that noble being planned, which reached showrooms the wider British car industry at the time, animal, noted not only for its speed and in 1969, ahead of the Stag, leaving many such as labour union strife, government grace, but fierce devotion. The ‘Monarch people to erroneously conclude that the Mk 1 Stag in convertible mode with North American (Fed- eral) specification wire wheels mandated factory locations designed to of the Glen’ is now a monarch of the road.” Stag design was copied from that of the Mk Mk 1 Stag, this particular car has the Rover V-8 engine, 16 relieve chronic regional unemployment The name Stag was the code name II saloon. The same familial design concept inch wheels and colour-matched trim on the T-bar brace. The Stag was arguably Triumph’s first at- issues and currency exchange variances given to the concept model but was later was later carried over in turn to the Spitfire The brace was considered an advantage in meeting po- tempt to enter the luxury car segment and between Sterling and the U.S. Dollar which adopted as the actual name during devel- Mk IV and GT6 Mk III models as well as to An early Mk1 Stag in convertible mode and dealer- tential U.S. safety regulations for convertible cars although the term Yuppie wasn’t coined had a marked impact on export sales. opment in 1966, although, for a short pe- the T1300/Toledo/Dolomite saloons. installed side rub strip until the 1980s, it was Triumph’s hope that The Stag was initially conceptualized riod of time, the TR6 name was assigned Triumph’s North American dealer net- By 1969, the production engineers, now the Stag would appeal to the ‘younger ex- as far back as 1963 as an independent to the project. The prototype had a short- work was also seeking an upmarket car, model contributed to some of the delay under the direction of Spen King, discard- ecutive’ who was ready to move on from a styling effort by Italian designer Giovanni ened wheelbase from the T2000, a roll bar preferably with a V-8 engine, to compete in bringing the Stag to market in a timely ed any idea of using the six cylinder engine two-seat sports car to something more lux- Michelotti, who had collaborated previ- and concealed lights. It was equipped with with Mercedes and Jaguar and also the manner. Two engines were originally con- and opted for the Triumph V-8 but ordered urious and refined that could also qualify ously with Triumph on several successful a 2.5 litre 6-cylinder engine from the TR likes of Alfa Romeo and Porsche. Conse- sidered. The first option was to use a 2.0 that it be bored out to 3.0 litres (2,997 as a family car or alternatively, to catch the designs, including the Herald, Vitesse, TR4, which did not carry through to the pro- quently, American consumer acceptance litre fuel injected in-line six cylinder which cc) to increase horsepower and low end fancy of the more affluent ‘empty nester’ Spitfire and T2000 models. Michelotti’s duction model. However, the final design of the Stag was seen as crucial. Triumph was Harry Webster’s preferred choice with torque (127/145 bhp SAE/DIN and 142/170

14 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 15 The engine bay – not much working space. Surprisingly, the Rover V8 installation provides considerably more elbow room lb-ft SAE/DIN respectively) to cope with wheelbase was trimmed six inches. Uni- engine suffered from inadequately sized ted to the glove-box lid and tion of the Stag to Australia didn’t reverse the extra weight added by the strength- body construction was retained, as was main bearings, but this problem was recti- also interior lights moved the trend although Australia went on to ening required by the convertible. Fuel an all-coil independent suspension with fied in the 3.0 litre engine before going into from ‘B’ post to the centre of become the Stag’s best overseas market. injection was dropped in favour of twin front MacPherson struts and antiroll bar, production. Nevertheless, many U.S. im- the T-bar. The engine had a In total 25,939 Stags were built over the Zenith-Stromberg 175 CDSE carburettors and subframe-mounted rear semi-trailing ports required engine changes within two higher compression ratio (but seven year production run. Of this num- not only to meet U.S. emission standards arms. Brakes were servo assisted front disc/ or three thousand miles, causing Triumph’s not U.S. models) along with ber, 8,120 were export models, of which but to avoid problems being experienced rear drum, steering was power-assisted warranty plan to dip into the red. Other redesigned domed pistons only 2,871 went to the United States. Tri- elsewhere with the Lucas PI units. A stron- rack-and-pinion and electric windows were problems occurred with stretching of the and combustion chambers. umph did not introduce the Stag to the ger gearbox and final drive, plus larger standard. The Stag design team adopted timing chains which were long, simplex 1976 and 1977 models were sufficiently By 1975, the tail panels were back to body Canadian market although some dealers brakes and 14-inch wheels instead of 13- new graphics for the instrumentation, roller link chains and often lasted less than different to represent a third phase in colour again and in October 1976, the last may have imported one or two, from the inch were specified to deal with the higher replacing earlier ‘whispy’ style lines and 25,000 miles, resulting in very expensive the car’s development. major change was the fitting of a Borg U.S., as a special order. Sales in the home power output and all resulted in the final numbers with cleaner, bold lettering that damage when they failed. Other problems The first Stags were offered with soft Warner type 65 gearbox on cars with auto- market were also affected by long deliv- Stag production car loosing much of the was easier to read at a glance. This instru- were related to inadequate engine main- top, hard top or both. Manual transmis- matic transmission. The Stag shared body ery waits which could be up to 12 months planned commonality with the T2000. mentation design would later be adopted tenance due to a factory-specified 7,500- sion was standard. Automatic transmis- colours with other Triumphs models and or longer and to reliability issues, but UK The Michelotti styling also created on all subsequent Triumph models. With its mile oil change interval. The aluminium sion was optional but a large number through its short production run as many sales outnumbered exports by about two some issues. For example, the headlights refined styling, distinctive T-bar and hard/ heads often warped due to poor castings, of cars were fitted with a Borg-Warner as 40 different colours were offered - more to one. It is estimated that approximately on the prototype were hidden behind slat- soft top options, the Stag received wide ac- and poor fitting head gaskets restricted 3-speed automatic transmission (type 35). than for any other Triumph model. 9,000 Stags still exist in the UK which rep- ted doors that slid electrically on tracks. clamation, and was quite literally, a “car for coolant flow, leading to overheating. Ret- Early 4-speed manual transmission mod- U.S. destined models comprised resents about 36% of the production to- Cold weather testing indicated that the all seasons” as the Australian advertising rospectively, Triumph engineers referred els could be ordered with an A-type Lay- unique combinations of features spe- tal. According to Michael Coffey, founder sliding mechanism was prone to freezing brochures of the day proclaimed. The rear to the head gaskets as the Stag’s Achilles’ cock overdrive unit and later ones came cifically designed for compliance with of the Triumph Stag Club USA, as many as and was therefore abandoned for regular window on the hard top came with open- heel, blaming the Purchasing Department with a J-type Laycock unit on 3rd and 4th regulations of various States (particularly 950 to 1,000 Stags may still be in existence exposed lights. Although this saved some ing quarter lights and an electric demister. for securing a poor quality product. gears only. These first cars had their tail California) and other marketing require- in the U.S. and Canada out of what he es- money, there was no way to economize The water pump, which was located panels painted in the corresponding body ments, and were designated by Triumph timates was 3,500 cars imported. Tony Fox through the sharing of body panels with between the V of the cylinders just under colour. January 1972 saw changes includ- as “Federal Specification”, which included believes that there are currently about the saloon models because of the unique the air filter box, was mounted too high ing stainless steel sill trim strips, a thermo- such things as U.S. Federal Department 35 Stags in Ontario. Whatever the actual front and rear ends and the two-door, so even a small drop in coolant level left statically controlled engine air intake and of Transportation compliant lighting, air number of exports to the U.S., the global short-wheelbase format. In the end very it running dry. Water pump failures also re-designed cooling system. conditioning, side impact beams in the survival rate appears to be around 45% few body panels were shared although occurred because of premature wearing Mk II models can be differentiated ex- doors, laminated windshields and tinted which is not bad for a so-called failure! some of the mechanical parts were com- of the jackshaft bearing surfaces. In some ternally by emblems changing from light side glass, front seat headrests, various The Stag was originally manufactured mon to both models. cases, overheating was caused by clogged warning lights and buzzers, a lower com- at Triumph’s Speke factory in Liverpool As part of the refinements in the com- waterways in the cylinder block which pression engine, and a wide range of with the completed body shells being petition with Mercedes, a fully adjustable were subsequently found to be filled with emissions controls not found on vehicles transported to the Canley plant for final as- steering column was added, which later casting sand left over from manufacture. In exported to other markets. sembly with the addition of the drive line led to difficulties in complying with U.S. addition, soft tops leaked and water was Troubled by far too many warranty and chassis. In 1975, with the introduction safety regulations. More serious engineer- able to get into the boot/trunk. claims, Stag sales in America, the prime of TR7 assembly at Speke, full assembly of ing problems encountered were structural British Leyland can be criticized for fail- target market, were abysmal. Further sales the Stag was moved to the Canley plant. floppiness and scuttle shake. The torsional ing to invest the necessary resources into were lost following the 1973 oil crisis which Luxurious internal trim finish was ahead of its peers stiffness of the saloon car body disap- the development of the Stag or in more also impacted other so-called gas-guz- peared in the convertible and the only However, it didn’t take long for more quickly solving the engine problems, but zling models, although to be fair, the Stag available solution was to join the A- and ominous clouds to appear and Harry Colley, the car did evolve and many of the V-8 clocked in at a respectable 30 MPG in stan- B-posts with a torsional box across the top, who was the senior engineer responsible for problems were ironed out by independent A home market Mk 2 Stag recognisable by the black rear dard transmission format, closer to 20 MPG giving the Stag an effective superstructure the development of the Stag from the first mechanics or restorers with alternative panel and badge background as well as the lack of rear with three-speed automatic. To Triumph’s “hoop” with a T-bar brace to the windshield prototype until 1974, was, by the middle aftermarket solutions, if not by Triumph’s quarter lights on the ragtop management it must have seemed some- header. Although an engineering neces- own engineers. grey background to black; sills and tail pan- what like déjà vu all over again, reliving the of 1971, solving a host of major problems Factory-built Stag Fastback Prototype sity, it was also considered to be an ad- particularly with engines overheating and The early cars, often referred to as els being in matt black rather than body failure of the Triumph 2000 to penetrate vantage in meeting anticipated U.S. safety cylinder heads warping. Some of the faults the Mk I were manufactured between colour as with the TR6, twin pinstripes the American market place eight years ear- There have been a number of special regulations for convertible cars. were due to poor build quality, endemic of 1970 and February 1973 when the Mk were added and 5 spoke alloy wheels be- lier, although in the latter case, it wasn’t re- Stags created through the years, most of Technically, the car was very advanced the British motor industry at the time, while II model was introduced. The Mk II had came an option. The clear side panels in liability issues that were the problem. which were by specialist converters and at its launch in 1970 and was very well fur- others related to design issues in the engine a number of mechanical and cosmetic the soft top were removed to avoid creas- Triumph’s aim was to have sales of individual enthusiasts, but at least two nished in comparison to other models of itself which had a cast chrome-iron block differences. Although cars remained Mk ing and splitting problems. Internally, in- 12,000 Stags a year but this was never variants were factory conceived and de- the day. The Stag’s rear-drive chassis was and aluminium-alloy cylinder heads. IIs, as far as Triumph was concerned, un- strument dial designs changed along with achieved. The best year was 1973 when signed but which never progressed be- similar to that of the T2000, though the It is reported that the prototype V-8 til production ended in June 1977, the the removal of the map reading lamp fit- sales peaked at 5,508. Even the introduc- yond the prototype stage. One was a rath-

16 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 17 er attractive fastback and the other used on the indifferent build quality, so-called The Stag can be considered a brilliant REFERENCES the Fergusson four-wheel-drive transmis- gutless automatic transmission and unre- state-of-the-art design success, but unfor- Triumph Cars – the Complete History, Robson, Gra- sion similar to that later adopted on the sponsive steering. They complained that tunately its transformation from drawing ham & Langworth, Richard, MRP Publishing (2004) the optional hard-top was heavy and awk- board to show room was a flawed exercise Jensen Interceptor FF. New Zealand Stag Car Owner’s Club, Triumph ward to fit and the lack of leather uphol- at many steps along the way. In the end the Although not a race contender, the Stag’s Development History - http://sites.google. stery placed the Stag outside the realm of Stag did not achieve the success Triumph Stag did apparently join the Triumph com/site/stagownersnz/history competition program for a limited time the Mercedes SL. was seeking, the reasons for which are nu- in the U.S. as a rally car in the 1971 SCCA Russ Smith, writing in the May 2012 merous, with at least some being beyond New Zealand Stag Car Owner’s Club, Triumph National/Regional championships and issue of Thoroughbred and Classic Cars re- the control of the Triumph car division. Stag’s Development History - http://sites.google. British Leyland often supplied a Stag for ferred to the Stag, together with the Lancia One is left to ponder what the out- com/site/stagownersnz/history use as a pace car at racetrack events. In Gamma, Alfra Romeo Montreal and Citroën come might have been had the origi- Classic Cars For Sale – on-line magazine, May 2011, the U.K., Tony Hart of Hart Racing Ser- SM, as the ‘four classics of the Apocalypse’ nal fuel injected in-line six or the Rover www.classiccars4sale.net vices built a Stag to Modified Sports cars renowned for overheating engines, snap- V-8 engine been adopted or if Triumph regulations and competed in Modsport ping and jumping cam belts and self- had remained outside of the expanding How Stuff Works, the Triumph Stag, http://auto.how- championships until 1983. The engine The author’s recently acquired 1972 Jasmine destructing gearboxes – tales he goes on BLMC conglomerate and the ensuing stuffworks.com/1970-1977-triumph-stag1.htm Yellow/Saddle Tan interior late Mk 1 Stag was the original Stag V-8 with special to admit may largely be rooted in folklore inter-marque fratricide. The Triumph Stag, Wikipedia – the free encyclopae- four branch manifolds and custom ex- rather than reality. The Stag was nevertheless a car ahead dia, http://en.wikipedia.org/wiki/Triumph_Stag haust. Carburettors were replaced by In 2010, Classic Cars for Sale magazine of its time with a modern but classic design Stag Parts & Accessories Catalogue, Rimmer Brothers four 40DCOE Webers. Car & Car Conver- Stag Stalk Ends in the UK awarded the Triumph Stag the that has, 42 years on, more than withstood sions magazine recorded a 0 to 60 mph best classic Grand Tourer award and sec- the test of time, allowing enthusiasts the Mort, Norm & Fox, Tony, The Essential Buyer’s Guide time of 4.8 seconds (against 9.3 seconds ond-best overall, after the Jaguar E-Type opportunity of easily coping with long-dis- – Triumph Stag, Veloce Publishing, 2009 s I indicated at the beginning of this piece, I had been actively searching for a for the standard Stag) and a top track A and went on to note that it has never tance touring while comfortably mingling Triumph Stag for some time and in the summer of 2012, with the assitance of Toronto Coffey, Michael, Stag News, Spring 2012, Issue 75 speed of 160 mph. looked better. with today’s traffic. Triumph Club Stag guru, Tony Fox, I am pleased to report, to the lasting gratitude of Over the years, some auto-journalists O’Rua, our Irish Setter, that the stalking mission is over and that a fine specimen of the labelled the model as the “Triumph Snag”. Monarch of the Road - a mid-1972 late Mk 1 in Jasmine yellow now has pride of place in However, Maurice Smith of Autocar who our newly completed garage workshop. was in charge of two long-term test cars I have done some delving into the prov- and wrote test reports in June 1971, Feb- enance of the car through the British Motor ruary 1972 and February 1977 had noth- Heritage Trust and the Ontario Ministry of ing of substance of which to complain Transport and feel I now have the complete other than the delivery delays, but praised ownership history of this car sorted out. the Stag as “a likeable and lively car, un- The car was first registered to Dr. Anthony usually well-equipped.” (Tony) Barringer, a British-born geologist- Likewise, a 1973 road test published geophysicist who came to Canada in the in Motor could only find minor com- mid-1950s and established a geophysical in- plaints like limited luggage space, dif- strumentation research company in Toronto ficulties in erecting the hood (soft top) during the 1960s and 1970s, a gentleman that and the weight of the hard top and de- I actually knew professionally in the 1970s al- scribed the Stag’s standard equipment BAD THINGS HAPPEN though I did not know of his ownership of the as lavish. Admittedly, removing the hard The author’s 1972 Mk 1 Stag Stag at the time. top is a two-person job unless one has It appears that the car was shipped directly from the UK to Canada as a personal rigged up some sort of sling from one’s export delivery through Henly’s Limited dealership in Coventry and not through a U.S. garage ceiling, but the soft top opera- dealership as were the few other Stags that were imported to Canada. The BMHT were tion is far simpler than that of the TR6 able to confirm my car had been allocated a local Coventry number plate (AWK 970) TO GOOD CARS as there are no button clips to contend prior to shipment to Canada. with on the lower edges. The article reaf- Dr. Barringer owned it from 11 October 1972 until 6 July 1977, when ownership firmed Motor’s initial impression that the transferred to Dr. Geyza Dekenedy, a Hungarian-born urologist, living in Barrie who kept car was “not only unique in character and it for 33 years until his death. Tony Fox acquired the car in May 2010 and passed it on to a highly desirable property, but that the me in June 2012. standard of finish makes it a world-beat- This car is therefore probably the only Stag (or one of a very select few) that was er at the price.” imported directly from the UK to Canada. Neat, eh? However, U.S. commentators honed in Classic Car Insurance

18 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 877-922-3391www.TorontoTriumph.com | www.hagerty.Ca 19 RIMMER AD SPITFIRE USA_Layout 1 04/10/2012 15:29 Page 1

       TR2-TR3/3A TR4/4A-TR5 TR250 marque my words



  STAG

SPARESby Terence McKillen Co-Stag Marque Coordinator

TR2-8 Spitﬁre Herald

Stag GT6 Vitesse Engine repair kit Image from Rimmer Bros’ Triumph Stag Catalogue

Dolomite 2000/2500 wners of Triumph Stags, par- er survivor rate and the fact that the Stag ated by Triumph Stag Club USA founder, Free Catalogues All the parts and accessories Oticularly those resident outside of the Unit- was actually imported there, even if only Michael Coffey, is the only US-based dis-

ALLTHEPARTSYOUNEED ed Kingdom and more particularly those in for a limited, two year period. tributor of replacement parts for the Tri- TRIUMPH you will ever need Canada, have had a somewhat harder time In the U.S., parts for Stags were available umph Stag. TSPUSA also added some of 948, 1200, 12/50 & 13/60 Visit our website PARTS & ACCESSORIES CATALOGUE obtaining spare parts on a timely basis for through long-established Stag specialists, the Holliday inventory to its existing sup- for prices and availability: routine maintenance and rebuild projects Walter Holliday, of Tuscon, Arizona. Howev- plies and can provide parts at competitive than their confreres in the UK. This is be- er, early in 2012, Rimmer Bros, the largest prices and with reasonable shipping costs. www.rimmerbros.co.uk Toll-Free Ordering cause of the very limited number of Stags worldwide supplier and manufacturer of Unfortunately TSPUSA does not maintain RIMBROS present in the country, currently estimated parts and accessories for the Triumph Stag an on-line parts catalogue or inventory de- EDITION 2.1 1-855- SOURCE CODE HCM7 tel: 01144 522 568000 1-855-7462767 at about 45 to 50, of which 35 reside in On- (as well as other Triumph and LBC models), scription, so all transactions must be done

fax: 01144 522 567600 8.30am - 5.30pm UK Ofﬁce Hours Mon - Fri tario. This has resulted in local LBC parts acquired most of Holliday’s parts inventory on a one-to-one basis over the telephone. Parts service for Land Rover, MG Rover and Jaguar also available suppliers rarely attending to this segment and now can provide timely and competi- In the United Kingdom there are three email: [email protected] of the market. The situation in the United tive delivery to U.S. destinations. or four Stag parts suppliers who maintain a LAND States is a little better with the slightly larg- Triumph Stag Parts USA, a business cre- reasonably complete inventory: Triumph House, Sleaford Road, Bracebridge Heath, ROVER

Lincoln, LN4 2NA. England from 1998 to 2011 20 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 21

Shandong, China-made The rotor arm for the Stag is similar aluminium radiator. Im- to that used on 1994-95 Land Rover age from Winner-Racing Defender, Discovery and Range Rover or website Through the auspices of the Stag Owners Club in the UK, the 1996 Aston Martin DB7 or V-8 MGB Stag Owners Tooling Fund Limited (SOCTFL) was established in the early 1990s for the purpose of encouraging the remanufac- James Paddock, established in Ches- worldwide. Their products are also Triumph Roadster parts supplier, ture of high quality body panels and other parts for the Triumph ter, UK for over 30 years, is a supplier of available through Triumph Stag Parts such as the likes of British Auto Sport, Stag that are no longer available from original sources. Despite quality parts for Triumph Stag and other USA, Rimmer Bros and James Paddock. Peninsula Import Auto Parts or Obsolete the small production volumes involved, SOCTFL is able to make Triumph models, and offers an on-line With any UK or U.S. based supplier, there Automotive in Ontario or Drakes’ British limited grants and loans to manufacturers to subsidise tooling mail order service. is the added cost of freight and/or customs Motors, in B.C. or Moss Motors, the Road- and production, and has established a distribution network in LDpart, an online shop for Triumph and brokerage fees which does tend to ster Factory and Victoria British in the U.S., co-operation with specialist suppliers. Some examples of prod- Stag parts located in Wendlebury, Ox- preclude one from just ordering a single with some items even being available at ucts supported by SOCTFL are reinforced water hoses, water fordshire, carries a range of 700+ parts part. However, parts obtained from the UK your local Bentley, Aston Martin or Land pump shafts, and body panels such as door skins, wheel arch for the Triumph Stag which meet or ex- are shipped VAT free and without duty so Rover dealership, but probably at a con- panels, rain channels, rear light rubber gaskets, camshaft covers ceed OE standards. are 17% cheaper than the published UK siderably inflated price. However, none of and cylinder heads. A current list of available parts is published Rimmer Bros, founded in 1982 by Bill price, which helps offset some or all of the these businesses may actually be familiar each month in the SOC Magazine along with details of suppliers & Graham Rimmer, and located in Lincoln, freight charges. with the commonality of parts usage be- who normally carry stock. provides a full parts service for the Stag Closer to home, MacGregor British Car tween the models/marques. It is interesting to note that parts for the Stag are being with extensive on-line and glossy coloured Parts, in Dundas, Ontario, maintains some Included in this category are such ele- manufactured in all corners of the world, including China and catalogues. My own experience with Rim- parts for Triumph Stags, such as door and ments as the air filter (TR7), oil filter (TR7), India. You can now buy an apparently very nice aluminium mer’s is that an order placed on-line on a A-pillar seals and door handle gaskets, distributor cap (TR8), distributor rotor arm radiator for the Stag from China and stainless steel bumpers Sunday will be delivered to my door in Mis- windshield glazing rubber, rubber boot (TR8, Land Rover, Bentley, Aston Martin, from Vietnam. It’s astonishing that Stags should create such sissauga as early as mid-day on Wednes- and bonnet seals, replacement soft tops, MGB V8), front brake pads (TR8), trailing interest in the Far East for parts manufacture. However, the day. Under three-day door-to-door deliv- parts for soft top frames and tonneau cov- arm bushings (TR6), coolant expansion buyer must remain vigilant and be aware of potential pitfalls. ery service is difficult to beat! er seals, pedal rubbers, wool carpets and bottle (TR7), viscous fan coupling (TR7), Poorly hardened steel may be used in some critical products EJ Ward Motors, of Upper Brunting- mats and a supply of English leather cloth. crankshaft timing chain sprocket (TR7), that will not meet or exceed original Triumph specifications. thorpe, Leicestershire offer an on-line parts Fortunately, the Stag also shared parts timing chain tensioner (TR7), water pump Caveat emptor! ragtop service for Triumph Stags as well as sales, with other Triumphs and even other British gasket (TR7), water pump (TR7), starter repairs and restoration services. cars, particularly electrical components, motor (TR8), clutch cover, clutch plate and Aldridge Trimming, of Wolverhamp- so these can be sourced from your regular release bearing and yoke (TR6), timing t t We p i ton, have been auto trimmers for chains (BMW 325i), engine mounts (TR6 ee K over 70 years. The business offers and TR8). There are some other parts TOYOTA TO TRIUMPH an extensive range of high quality common between the Stag and the trim kits (carpeting, door panels, Triumph 2000/2500 and Dolomite 5–Speed Transmission upholstery and soft tops saloon cars although this Conversions as well as related trim and does not particularly help Flat Tappet & Ethanol fuel problems Solved! seals) for Stags and other Canadian or U.S. owners. We • Reduces engine friction Triumphs. Aldridge are slowly building up a • Keeps parts wet & minimizes TR-2 through TR-6 provides mail or- cross-referenced in- cold start wear. • Increases compression der services ventory of such High Performance • Reduces engine wear, heat, non-exclusive to cus- Additive noise & vibration and friction in tomers parts. for Engine, gearboxes and differentials • Removes sludge and varnish Hydraulic, from engine parts Synthetic, and • Withstands frictional contact up Gear Oil. to 200,000 psi

Day Distributing TOLL FREE 1-888-808-3185 176 Victoria Street OFFICE 905-898-3185 Newmarket, ON CELL 416-697-0891 L3Y 4E1 Day Distributing Day Distributing Herman van den Akker www.daydistributing.caTOLL FREE 1-888-808-3185TOLL FREE 1-888-808-3185176 Victoria Street 176 Victoria Street OFFICE 905-898-3185 Newmarket, ON P.O. Box 6812, Pine Mountain Club, CA 93222-6812 OFFICE 905-898-3185 Newmarket, ON CELL 416-697-0891 L3Y 4E1 Phone: (661) 242-1253 • E-mail: [email protected] CELL 416-697-0891 L3Y 4E1 www.hvdaconversions.com www.daydistributing.ca www.daydistributing.ca

22 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 23 marque my words

by Robin Searle Co-Stag Marque Coordinator LEARNINGRobin describes his move TOfrom a TR3A to a 1973 Stag A STAG

In 2010, Tony Fox invited me to navigate and test drive his Stag at Spring Fling. What a totally different driving experience from the TR3A! Power steering, servo assisted brakes, electric windows, tilt steering wheel, automatic transmission and four seats, all in a convertible, The beautifully polished burr walnut dash was very impressive. The V-8 one of many flatbed rides for Lilybelle before problems back into the classic car family and I even engine was so different from were permanently resolved the 4-cylinder 3A. retained my no claims status. We first fired up the Stag in 2011 and ed by the time he arrived. Alan suggested Tony had warned me that all automatics driving around the block and he would fol- “drip” transmission fluid and to place a tray low. She died again so Alan picked her up under the car at all times. The transmission for her second flatbed trip to his garage. also tends to “clonk” when engaging drive He checked the fuel pump which was bout a month after ”Nellie,” our or reverse. I found that the tachometer was working fine, but then took off the newly TR3A,A was taken from us in a horrific ac- not working and sent it to Rimmers for a fitted fuel filter (only 11 miles on it) - it was cident on May 25, 2008, my wife Ria told rebuild. Meanwhile Tony leant me a spare clogged. The fuel tank had been cleaned me, while still in hospital, that her days of which worked fine. We did a few local jour- out previously and had a new supply of riding in any TR roadster were over. None neys and the transmission fluid more than gas. We decided to press on and duly ar- of the TRs could be considered as she had dripped, it leaked out, about a ¼ of a pint rived at Spring Fling only to have the car recurring nightmares over the events that each time. I had spoken to Michael Coffey die as we entered the parking lot. After din- enveloped us immediately following the of the Triumph Stag Club USA and he also ner, I bought three fuel filters at Canadian 2008 Spring Fling. Her decision was very confirmed that all Stags dripped and rec- Tire so that we would hopefully be good understandable as she had remained fully ommended catching the fluid and pouring for the Saturday tour. Overnight, about ½ conscious through the whole incident, it back in again. As Tony had earlier had the pint of transmission fluid was in the dish. while I had, and still have, no memories of transmission completely rebuilt, I was not Another major issue concerned getting the event at all. Ria did add though, that overly concerned at the time. the Stromberg carburetors to idle at 750 she ‘might’ consider a Stag, but she would Spring Fling 2011 was held at Notta- rpm. John Lille, “Mr. Carb”, took a look and have to see how things progressed. Robin and Ria’s Mk 2 Stag wasaga Inn, not far from our home, so we offered to come up to Brechin and “play” Stag guru, Tony Fox, learned of this flick- decided to take the Stag on her first major with them in my garage. After two visits, er of interest and quietly found a Stag in Vir- Tony also took Ria out for a ride and in- still wasn’t a “yes”, but a less emphatic “no” For Christmas 2010, I gave Ria a set of outing, including Hwy. 400, which I knew several removals and adjustings, they still ginia with a fantastic body, but in need of vited her to drive the car. She commented and we revisited the Stag several times to custom license plates ‘RIAS STAG’. How was going to bother Ria, but she agreed to refused to idle below 1300 rpm and I heard some mechanical work as it had not been that she felt “claustrophobic” compared to witness its rebirth and agreed to store it could she say no after that! So in March go along. All went well until we reached words from John that I never knew were running in 18 years. He transported it to riding in our ‘no doors’ 3A, but agreed to in our garage over the winter of 2010, as 2011, we became the proud owners of a Orillia when the car stalled at a set of lights in his vocabulary! A phone call to Tony New York where the body was repainted visit Burlington to see the Stag with the Tony needed the space, Ria still gave no signal red 1973 Mk 2 Stag. Tony Lant, from and refused to restart. I phoned our “flat- indicated this was a fairly common occur- before bringing the car north to Burlington. engine and transmission out. Her answer commitment. Lant insurance, personally welcomed us bed man,” Alan, but had the engine restart- rence in some Stags, but one solution was

24 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 25 to switch over to Holley carbure- I had replaced the temperature gauge with tors. Tony was able to let me have a combination oil and water gauge and it Pssst! a brand new set with the Stag shows good oil pressure and temperature. adaptor fitting. Afterwards, John Ria and I then took the Stag to Brighton Want Some Great Advice? had no problem getting the idle where we met up with Harold McQueen, speed down to 700-750 rpm. an original club member who had hosted The tachometer arrived back the very first British Car Day on his farm from Rimmers but it still did some 29 years ago, and who still drives not work. I refitted Tony’s and it his 1959 TR3. Harold rebuilds and updates The air intake for the Holley carburetors worked fine. I returned the re- auto radios, and has done so for 50 years. built unit to Rimmers and bought a used fix it while you are away.” We returned 7 As our confidence grew, we decided to one from Michael Coffey which he had weeks later to find Ian had cured it! Despite join the Finger Lakes - Canadian Invasion tested and guaranteed worked fine – but three removals and installations, the trans- trip to upstate New York. John Lille agreed not in my car! As I was going over to the mission shop had failed to fit a breather to ride shotgun and we departed on the UK, I decided to take it to a guy who re- pipe that goes up to the engine bay and four day trip with high hopes. The Stag be- builds Smith instruments. However, closer sits behind the wiper motor. This allows the haved flawlessly for the 1,000 mile journey, to home, I discovered Nisonger Instru- fluid to expand when the car is started and including four laps of the Watkins Glen cir- ments of Marmaroneck, NY who have been then drain back again. By now it was mid- cuit. Ria sat in the car, eyes closed, regret- Smith’s agents since 1949. On their website October and no major trips at hand, but ting having agreed to the ride, especially in they note that most Smiths electronic ta- the Stag finally seemed to be working well. chometers do not interact with electronic During the fall of 2011, I ambitiously re- ignitions unless a circuit board has been moved the soft top and rebuilt and painted added to allow the two to communicate. the frame, replacing all the bolts, installing Neither Tony nor Michael was aware of this a new hood and new seals. Tony was good issue. Three weeks and four tachometers enough to come over, as he was experi- later, I finally had a working instrument! enced, to help refit it all back again. If we You could search big catalogues for the best price My relationship with RIAS STAG almost got the front two pins to lock into place, came to an end with the leaking transmis- the rear plunger would not reach into its You could buy parts from various suppliers sion. Tony was very upset as he had prom- hole or vice versa. I removed and disman- ised a working Stag, so he asked for the car tled the rear catch and saw an attached You could pay huge shipping and crazy broker fees to be returned to the transmission shop in welded nut to allow ¼ inch play, so had Burlington, leading to her third ride on Al- two extra nuts welded on top, re tapped You could be returning the parts an’s flatbed. The transmission was removed all three, refitted the plunger, adjusted the Tony Fox gives advice on the soft top rebuild and the seals replaced, but Tony was wor- length and problem was solved. You could... ried about a secondary clonk when shifting In early 2012, with only two weeks’ no- the corners, as it evoked memories of the from 2nd to 3rd, so out it came again. He tice, I prepared the car for the CIAS show May 2008 accident. I discovered that the 1565 Hwy 5 West, RR#1 graciously sent the car over to RB Racing in Toronto where she represented the Stag Stag performed well on the tight corners ...but why would you? where Howie went over the Stag, tweaked model. Many compliments were received and at speed. Troy, Ontario, L0R 2B0 the engine and ignition system and prop- on her appearance and our great neighbor, I began to notice that more and more We are your local source for quality parts and only stock erly set up the Holley’s and so back home Ted, helped with the loading on and off for paint chips were appearing which stirred Toll Free 1-888-485-2277 the best. When you consider the benefits of friendly local again on Alan’s flatbed. the show, as we were away South. memories of my TR3A rebuild 27 years pre- Local: 905-627-9995 My brother Ian, who operated his own At this stage, Tony’s instruction to me viously. Once again, John Lille took a look 24hr Fax: 416-410-6479 service, no quibble exchanges, next day delivery or same garage business for many years and owns was to get some miles on the car. Our first and opined that the original preparation E-mail: [email protected] day pick-up, plus great advice and customer service, an Austin Healy 3000, came over to take a trip was to Muskoka and all worked per- did not appear to have been done well and British Auto Sport is hard to beat. look. We started the Stag but within two fectly, so I decided that we would join the the finish looked “wavy.” We both noticed minutes he yelled, “Switch her off, the Queenston Heights brunch run in spring on the edge profiles that the paint ap- transmission is peeing fluid everywhere!” 2012. Ria by now was a real skeptic, but peared thin and the original brown colour Try us for your next project! At that moment I would have sold the Stag the Stag behaved flawlessly over the 360 was leaking through. John suggested tak- for a dollar. Ian took a look at my dejected mile one-day outing and Ria did some of ing it to his friend Ralph, who had painted face, knew Ria and I were off on a train trip the driving. There are absolutely no drips John’s TR4. Ralph, who took one look at the to Europe in two days, told me, “Go away, or leaks anymore, the fuel system works car and said it made him feel seasick from British Auto Sport and enjoy yourselves. Forget the Stag. I will and the tachometer functions as it should. all the waves in the finish. He concluded Toll Free 1-888-485-2277 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 27 JENSENMERCEDES TRIUMPH AUSTIN-HEALEYAUSTIN ALVISJAGUAR ASTON BMW MARTIN BENTLEY ROLLS-ROYCE SUNBEAM LOTUS CORD TVR The Stag in Ralph’s DAIMLER MG RALEIGH VAUXHALL paintshop BRISTOL PORSCHE ANGUS-SANDERSON ALLARD MORGAN two-coat finish being added. I am glad now, in retrospect, that I de- LANDROVER WOLSELEYLNER RELIANT Next Ralph insisted that he cided to go whole hog and fix everything would personally polish the as the car itself was generally in great con- AUDI ARMSTRONG-SIDDELEY LANCHESTER STRAKER-SQUIRE car which took him almost dition. However, there were problems that TROJAN INVICTA MORRIS ARGYLL a week, including an entire we discovered that could have caused a weekend. On November 22nd potential major problem, fire or frustration 905-953-0052 www.lnerautomotive.ca we had Bull Pull Corp., who sometime in the future. both collected and returned I have been blessed with knowledge- all the Triumphs to the CIAS, able people helping, especially Tony Fox that it would require a complete strip down pick up the Stag and return it to Brechin. and John Lille who never gave up and my with new hood hinges to try and level the December has seen me refitting all of brother Ian, who finally cured the trans- front of the hood. All of the trim, lights, the parts that I had removed. The lights mission leak. interior, roof, windows, door interiors and have been cleaned, bulbs and wiring We have named our Stag, “Lilybelle,” in the rear half of the exhaust would have to checked and then refitted and rechecked, honour of our first grand-daughter Lily, be removed. I said that I wanted to strip the but I noticed that the grounding was sus- and we are both now entirely in love with car at home and then trailer it down when pect, so I added a couple of body ground- our ‘new’ Triumph Stag. The journey to he was ready to accept it, which turned out ing wires to correct that. The reversing this point has been tortuous and a huge to be September. lights had never worked so the switch learning experience. If anybody out there Having spent many, many hours build- under the shift lever was replaced, but it is getting despondent working on their Tri- ing the Stag up to running perfectly it still didn’t work. In the end, I ran a new ig- umph, do not give up, but do check that seemed counterintuitive to now take it all nition-controlled wire to the switch, with the people you engage know what they apart again. However, I am glad that I did positive results, but not without discover- are doing. Unfortunately, we wasted the as I learned a lot more about the car in the ing at least five twisted wire connectors 2011 driving season as a result of repeated process. Lights were removed first and a under the carpet wrapped in electrical mistakes made by the transmission shop. few horrors turned up. Some wires were tape, now all fixed safely. Roll on spring! ragtop twisted together and then just taped and exposed to the elements, as well as a lot of overspray from the previous paint job. The one thing that made the task easier was the fact that Tony had put back parts that had been removed previously, so there were no rusted or seized bolts. Re- moving the door windows and mechanism proved tricky, as was removal of the T-bar roof. All parts were placed in bags and labeled, together with the nuts and European Classic Car Specialists bolts, which made it easier later to check Maintenance and Service each one and refurbish the part if needed, including painting some pieces, and re- Complete Mechanical Repairs am placing seals and/or gaskets. Dre John was good enough to visit the car ur Complete Electrical Repairs o regularly, take pictures and keep me in- Y formed on progress. The whole body was Parts New and Used s U stripped and flatted and imperfections

Parts Fabrication g resolved including two internal rust break- n

i throughs that were about to happen at the

r Restoration of Body and Interior B front of the door sills, near the wheel wells. November 10th was final paint day with all the pieces that Ralph had removed being bolted back on and the final of the Robin gets his repainted Stag delivered home at last

28 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 29 A Staggering num- events ber of Stags at Hid- den Valley Park Canadian and British flags. Eleven Stags took part in the events on Friday, 14 on Saturday and there were THE 24 Stags present for the car show on Sunday – not a re- country around Lowville and cord but a very satisfying turn Kilbride and then on to Wa- out nevertheless for this less terdown and ending with a AMERICAN common Triumph model. picnic lunch at Hidden Val- Roughly half of the cars came ley Park in Burlington. After from the United States, led by lunch the group reassem- TSCUSA President, Michael bled at Tony and Michelle’s Coffey, with visitors from as house for tea, coffee and des- far afield as Scranton, Rochester, Ohio, Indi- the Stag roof is so much easier to put up sert, followed by the expenditure of some ana as well as from the Detroit and Chicago than that of the TR6 and earlier roadsters). elbow grease as cars were washed and pre- areas. Five or six of the Stags were locally We stopped at The Landings for lunch at pared for Sunday’s show. INVASIONby Terence McKillen owned cars, while a further five belonged the 50 Point Marina on Lake Ontario. An A very enjoyable gathering and ban- to TTC members. afternoon excursion to view some of the quet was held at the Admiral’s Inn on the The first day’s tour started out from the wineries along the Niagara Escarpment Saturday night primarily organised by Lyn- Admiral’s Inn in Burlington and included a was curtailed due to the heavy rain that da with a less formal dinner get together at tour of Dundurn Castle in Hamilton, now had settled in for the day. Jake’s Grill & Oyster House in Burlington on significantly more famous for its connec- The Saturday tour was a Fox family event the Friday evening. All-in-all, a great week- tion with a forebearer of the Duchess of with Tony (Jnr) and wife Michelle pitching end of Triumph nostalgia, new friends Cornwall. Prior to leaving Dundurn, rag- in with the organisation. A leisurely morn- made and old acquaintances renewed. tops were hastily erected (and I must say, ing drive was completed through scenic Bring on next year! ragtop

London Trading Post Fine English Countrywear www.londontradingpost.ca Spencefield House 189 County Rd 49 High Performance Bobcaygeon, ON K0M 1A0 Tel/Fax: (705) 738-1956 Synthetic Lubricants Open most weekends Dealer Cell: (905) 510-9437 Sat. 10am-3pm Sun. 11am-3pm or by appointment [email protected] www.lubedealer.com/oils

Some of the 24 Stags at Bronte 2576 Dunwin Drive The Soda Pro Unit # 5 Mississauga, ON Lakes area in June and decided to up the gatherings organised over the Friday and L5L 5P6 ante by returning in force to British Car Day. Saturday prior to BCD. Tom Humphries Actually, this is an annual event which Tony Fox, TTC’s Stag marque coordina- Tel: 905.593.0684 has been encouraged and facilitated by tor and Regional Director of TSCUSA, or- Fax: 905.593.0686 here was Laura Secord the indomitable Tony Fox for the past ganised the itinerary, together with part- Cell: 416.807.3037 whenW needed? The Triumph Stag Club USA ten or more years. This year I had the ner Lynda Hill, including a mass arrival at Environmentally sensible cleaning and Email: [email protected] coating removal by abrasive blasting www.sodapro.com must have heard of the Toronto Triumph pleasure of joining up with members of the Bronte show grounds on the Sunday Club’s 2012 Invasion Classic to the Finger TSCUSA for a series of outings and social morning with the lead Stag sporting the

30 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 31 historically speaking THE

Triumph Fury Prototype (1963) CONNECTION Photo Source: Brian Snelson ITALIANTHE ACHIEVEMENTS OF MAESTRO MICHELOTTI by Terence McKillen Although the automobile industry has employed countless millions of people and thousands of car models have been optional ‘Surrey’ made over the last century or so, it is inter- or ‘Targa’ top, the esting to contemplate that only a handful latter often assumed as a of people may have had a really significant Porsche invention from influence on the fate of the business. The 1966, but in reality a Mi- single most important attribute in the auto chelotti concept from five business is probably that of design and years earlier. asthetics. At the end of the day, perhaps Almost all of Triumph’s 1960s and 1970s only a few dozen individuals have actually some point offerings can be credited to Michelotti’s shaped the destiny of car design. One such Giovanni ‘Micho’ Michelotti. Webster com- designs, including the Herald introduced individual was Giovanni Michelotti. PhS oto ource: www.influx.co.uk/wordpress/tag/michelotti mented that they were in 1959, the Vitesse, Spitfire, GT6, TR4, In a December 1978 speech delivered wasting their time so why TR5/250, 2000, 2500, 1300, 1500, Stag, To- in Rome at a conference organized by the Born in Turin in 1921, the son of a coach- ensured that a new didn’t Michelotti just start afresh ledo and Dolomite. The only Triumphs after Italian Order of Architects, Michelotti stat- builder, Michelotti is arguably one of the generation of Triumph with a clean sheet of paper. Michelotti 1960 that were not his work were the TR6 ed, providing my translation of the Italian most important individuals in the history of cars would have signifi- apparently rose to the challenge and and the TR7/8 as well as the Honda-based is correct, that the “designer has a very deli- Italian automobile coach building and yet cantly more flair than their predecessors. in three or four minutes had sketched Acclaim. At the time of the TR5 re-design cate task which is to dress up a car and the is one of the least well known. He remained Michelotti had a reputation for working the Herald coupé and they immediately requirement for the TR6, Michelotti was car is always comprised of four wheels, a independent throughout a prolific career best under tight schedules and could set off transferring everything to scale. It too involved in other projects to cope with steering wheel and an engine. As a design- which took him from the role of apprentice come up with a sketch for a whole new car was almost midnight when Webster final- the short time line required by Triumph, er, you need to know how to move these with Carozzeria Farina (now Pininfarina) in design in as little as half an hour, worked neva motor show in 1957. However, the ly left the studio and returned to his car but in 1979 Micho was responsible for the components around to create a car which 1936, at the age of 15, to a partnership with out on a table napkin or menu card over concept car turned out to be more luxu- where his wife Peggy and their daughter re-design work on the TR7, removing the will be accepted by the public.” Carrozzeria Alfredo Vignale, before open- dinner with Webster, who would often rious and consequently more expensive were huddled asleep. While Webster and roof to create the more successful roadster Michelotti’s name is pretty much syn- ing his own design studio (Studio Technico drive from Coventry to Turin and back in a than Triumph was willing to consider for a his family searched for a hotel, Michelotti model. Following the merger with British onymous with the design of almost all of e Carrozzeria G. Michelotti, Torino) and tak- weekend to confer with the maestro. new production model, but it did provide a worked all night completing sketches of Leyland, Michelotti also undertook a face- the post-World War II Triumph offerings. ing on work for other design houses such From 1957, “Micho”, as Webster affec- platform for the TR’s future. the Herald sedan, estate and convert- lift of the BMC 1100 and designed the Aus- The Italian born Michelotti was unques- as Bertone and Ghia. tionately called him, was responsible for The story of Michelotti’s initial engage- ible. Working together, the pair saved the tralian built Leyland P76, often referred to tionably one of the most prolific sports car One year at the Turin Motor Show, more all new models produced by Standard-Tri- ment as recounted by Webster is pretty Zobo project and assured Triumph’s sur- as Australia’s Edsel, as well as the Leyland designers of the 20th century. Outside of than thirty of the cars on display were of umph, starting with a facelift of the Stan- impressive. He was asked to help correct vival and credibility. National single-deck bus. He also pro- the Triumph group, Michelotti was associ- his design creation, spread over several dard Vanguard and designing the Triumph and finalise the Zobo prototype developed In due course, the TR4 emerged and al- duced a proposal for the Triumph Puma- ated with other European marques such marques. During his career he designed Italia 2000 Coupé, the latter based on the by the team of Arthur Ballard for the new though the chassis came from the TR3, han- Rover P10 project which subsequently was as BMW, Ferrari, Lancia, Maserati, Renault, more than 1,200 cars. When asked whether TR3 chassis and mechanical components small, economical sedan (four seats, two dling for the new roadster was improved renamed RT1 (denoting Rover-Triumph), to DAF and Volvo. He was also associated with he had ever designed anything other than although the car was manufactured by Vi- doors) subsequently to become the Her- by a three-inch wider track and a switch signify that this was a car that integrated truck and bus designs for Leyland Motors cars, Michelotti admitted to having once gnale in Italy. This was followed by several ald. Webster stopped off in Turin on the from cam-and-lever to the more precise both Triumph and Rover engineering and and British Leyland. Although dominantly designed a coffee making machine. attempts to create a successor for the TR3 return journey from a holiday in Sorrento. rack-and-pinion steering, but the pressed- which eventually led to production of the focussed on European marques, Miche- It was Harry Webster, then Director of while at the same time rescuing Triumph’s As it happened, Michelotti had not come steel body used by Michelotti was the car’s Rover SD1 model. lotti was also a pioneer in design work for Engineering, who through a chance meet- new saloon car – project Zobo or the Tri- up with any inspiration, so Webster parked most important feature. It had a stylish Michelotti also created a number of Japanese automakers as they geared up to ing was introduced to the mercurial little umph Herald as it became known. These his car at Michelotti’s studio at three in the full-width shape and broke new ground Triumph prototypes which did not go attack European and North American mar- Italian and signed him up as a consultant efforts included the famed TR3 Dream car afternoon, leaving his wife and daughter in for a sports Triumph with wind-up door into production, such as the Fury, the kets in the early 1960s. to Standard-Triumph in 1957 and thereby prototype which was presented at the Ge- the car and started to monitor progress. At windows and a novel hardtop as well as an Lynx, the Zest and the Zoom, as well as

32 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 33 BACK THEN WE WERE THE EXPERTS AT INSURING ‘57 CHEVYS the BLMC ADO70 and ADO74 prototypes, 1975 takeover of DAF both Mini-based designs and the P82 in- by Volvo, culminated tended to replace the Morris Marina for in the Volvo 66. He was Leyland Australia. The Triumph Fury was a also responsible for the very interesting two-door roadster design absolutely gorgeous exercise carried out in 1963. It was based DAF 55 Siluro coupé on a monocoque body using components prototype revealed at from the Triumph 2000 saloon including the 1968 Geneva Mo- the 2.0L 6-cylinder engine, although the tor Show. use of the 2.5L 6-cylinder was possibly in- He worked on de- tended, had the car gone into production. signs for other Euro- Unfortunately, the Fury lost out to the pean marques such TR5/250 and TR6 series which continued as Ferrari, Fiat, Lancia, with the separate body on chassis con- Maserati, Renault’s Al- struction. It appears that the main consid- pine, and even the oc- eration for Triumph in sticking with sepa- casional contract for rate chassis construction was to facilitate Jaguar and Ford, as the complete knockdown format (CKD) well as for Japanese for assembly in overseas markets and the manufacturers Nis- ability to quickly interchange body styles san-Prince, Hino and on the same rolling frame. Daihatsu. The Reliant Michelotti’s favourite car design, the Triumph Spitfire. Not long afterwards, Michelotti went on Scimitar SS1 was his last design to reach to construct the Stag prototype following production, although posthumously four ciation with Triumph resulted in the cre- AND WE STILL ARE. the same basic design inputs considered years after his untimely death from can- ation of almost all of the models that we for the Fury. The Stag design was initially cer in 1980. hold so dearly to this day. His sports car an independently conceived project which In a 1977 interview with Italian journal- designs provided fun, exciting, afford- Michelotti hoped to exhibit as a concept ist Clelia d’Onofrio, Michelotti was asked able top-down motoring for the mass car at the 1966 Turin Motor Show but Harry which of his designs was his favourite. He market and contributed greatly to the Webster, with a keen eye for expanding immediately responded, “The [Triumph] creation of the ‘car enthusiast’ hobby sales in the crucial North American mar- Spitfire, as it has been in production for that we continue to enjoy forty to fifty ket, officially adopted it for development fifteen years, but I designed it in 1957.” Ac- years on. In a recent conversation with A LOT OF INSURANCE COMPANIES SAY THEY KNOW CLASSIC AND ANTIQUE CARS. B UT WE BELIEVE NO ONE KNOWS THEM by Triumph, although it took a further four tually, production of the Spitfire continued fellow TTC members on this subject, all BETTER THAN STATE FARM. A FTER ALL WE WERE INSURING MANY OF THESE CARS LONG BEFORE THEY BECAME CLASSICS. years to complete. until 1980, a spectacular run of 18 years. agreed that, leaving aside engineering AND AS THE WORLD’S LARGEST CAR INSURER, WE CURRENTLY INSURE WELL OVER 120,000 OF THESE UNIQUE MACHINES. During his career, Michelotti intro- Not only was the Spitfire one of the most developments, the unique timelessness WITH STATE FARM YOU ’RE ALWAYS SURE OF GETTING COVERAGE THAT’S RIGHT FOR YOU --- AND YOUR CAR. AT SOME OF duced a few cars under its own name, in- popular cars by Giovanni Michelotti, it was of Michelotti’s styling designs can still THE MOST COMPETIVE RATES AVAILABLE. P ERHAPS THAT’S WHY SO MANY CLASSIC AND ANTIQUE CAR OWNERS INSIST ON cluding the Fiat 127-based ‘Every’, a luxury clearly the car that gave him the most satis- hold their own against almost anything INSURING THEIR AUTOMOTIVE TREASURES WITH STATE FARM THAN WITH ANY OTHER COMPANY . version of the Daihatsu Taft and the ‘PAC’, faction, and perhaps it will be remembered created subsequently. ragtop SO CALL YOUR STATE FARM AGENT TODAY AND YOU ’LL LEARN THAT JUST LIKE SOME CARS, SOME INSURANCE COMPANIES a one-off city car prototype, based on the as the maestro’s masterpiece. ONLY IMPROVE WITH AGE. Daihatsu Cuore. Micho’s son, Edgardo, together with REFERENCES Michelotti’s association with BMW other enthusiasts in July 2001, on the eight- http://en.wikipedia.org/wiki/Giovanni_Michelotti ieth anniversary of the birth of Giovanni started with the BMW 700 coupé in 1959. http://www.michelotti.com/ ZENON KOLTALO In 1961 he introduced the successful Neue Michelotti, founded L’Associazione Reg- http://www.autodesignmagazine.com/articoli/ AGENT Klasse or New Class series of designs of istro Storico Michelotti (www.michelotti. es/154/michelotti.htm 702 BURNHAMTHORPE ROAD EAST, SUITE 7 STATE FARM which the most notable was the BMW 2002. com) with the goal of establishing a re- http://www.tssc.org.uk/index.php?option=com_ (CORNER OF CAWTHRA ROAD) INSURANCE COMPANIES Michelotti also worked with the Dutch au- cord of Michelotti designed cars still in content&task=view&id=291&Itemid=236 MISSISSAUGA, ON L4Y 2X3 CANADIAN HEAD OFFICES tomaker DAF, starting in 1963, when he existence around the world, as well as to http://www.bmwism.com/bmws_designers.htm 905-276-2440 FAX: 905-276-2450 : redesigned the Daffodil 31. The DAF 44, in organize cultural events around such cars. http://www.influx.co.uk/wordpress/tag/miche- [email protected] AURORA, ONTARIO 1966, was a completely new design from Membership of the Association is open to lotti/ his drawing board and he also helped form any owner of a Michelotti designed car. http://www.registrospitfire.it/articoli/Michelotti_ its later derivatives, which following the Michelotti’s twenty-odd year asso- Profilo.html L IKE A GOOD N E IGHB OUR S TA TE FAR M IS T H ERE.

34 www.TorontoTriumph.com Ragtop I Winter I 2012/13 model review

overdrive. The rear axle was changed to a top speed of 91 mph (146 km/h), with the rear suspension, the Mark 2 was fitted with an uprated differential. Front disc brakes 0 - 80 mph (0 - 130 km/h) time decreasing a completely redesigned layout using Roto- were standard as were larger rear brake from 46.6 seconds to 33.6 seconds. flex rear couplings. This system, also shared TRIUMPH drums, and the Herald fuel tank was en- The Vitesse 6 sold extremely well for Tri- with the new GT6 MkII and the early GT6 by Terence McKillen larged. The front suspension featured umph, and was the most popular Vitesse MkIIIs, (GT6+ in the US market), tamed the uprated springs to cope with the extra variant sold during the model’s lifetime with wayward handling somewhat and gave the weight of the new engine, but the rear 31,261 units produced over its four year pro- Vitesse a firmer, progressive road holding. suspension was basically standard Her- duction run (22,814 saloon models). The car Other improvements included tweaking The unique slanted 4-head- ald – a swing-axle, transverse-leaf system was favourably received for its performance the engine to provide 104 bhp (78 kW), cut- VITESSElights on this Mark 2 Vitesse which Herald, Spitfire and GT6 owners as well as its fuel economy, and the interior ting the 0 - 60 mph time to just over 11 sec- distinguished it from the quickly discovered to be inadequate, es- was well-appointed. The Vitesse had few ri- onds and providing a top speed over 100 Herald in a head-on pecially for the more powerful Vitesse and vals in its price range and it was able to per- mph (160 km/h). The main changes were to he Vitesse celebrated it’s 50th anniver- view. GT6. The chassis was basically the same form as well as many sports cars of the day, the valve timing, to give earlier opening of Tsary in 2012 and had a nine year production as the Herald, and the Vitesse but had the advantage of being a four-seat the inlet valves compared with the earlier 2 run from 1962 to 1971. It was another spec- was available in convertible family car. The convertible, in particular, was litre engine through a re-profiled camshaft tacular design success by Giovanni Miche- and saloon forms. Unlike the virtually unique in the marketplace and it and the use of the cylinder head from the lotti who raided the existing parts bins at Tri- Herald, a coupé never got wasn’t until the advent of the Stag in 1970, TR5 allowed for increased inlet valve di- umph’s Coventry plant to create essentially beyond the prototype that another 4-seater sporting convertible ameters and better porting. The exterior a new model out of thin air. The Vitesse was stage and only a hand- became available. featured a new grille, wheel trims and rear conceived as a sportier, roomier and smooth- ful of Vitesse estates The Vitesse 6 convertible was exported panel and the interior was upgraded once er Triumph Herald and was produced in sa- were assembled to to the U.S. in LHD format as the Triumph more in order to share parts with the newly loon and convertible variants. The Vitesse special order. Sports 6, from 1962 until 1964. It was mar- revised Herald 13/60. Additional colours was equipped with an in-line six-cylinder en- The interior was sig- keted as a “limited edition car”, but had were offered for the Mark 2 models. 9,121 gine which started life as a 1.6 litre displace- nificantly improved over very “limited” success with only 679 being cars were produced over the final three year ment growing to 2 litres in the 1966 and later the Herald models with sold before Triumph called it a day and production run (5,649 saloons). models, giving it a considerable edge over wooden door cappings focussed on its two-seat roadster models. Although it took six years to finally the rather mediocre powered Herald. The in- added to match the Although the Sports 6 was better suited achieve the necessary refinement of the line six was similar to the power plants later and the wooden dashboard and it to American highways than the Herald, it original design, the Mk2 was the ultimate used in the contemporary GT6 and Triumph Triumph was provided with better qual- faced competition from local cars such as Vitesse variant, a saloon or convertible 2000 models and which went on to evolve in 2000 later ac- ity seats and door trims. Exterior the new Ford Mustang convertible, par- with performance superior to that of its to the 2.5 litre motor used in the TR6. quired by my trim was also improved with stain- ticularly in regard to pricing and general contemporary MGB, Sunbeam Alpine or As a 17 year old in the summer of 1963, I dad, obviously less steel side trim and satin-silver panache. The Vitesse was also offered in TR4 roadster models, but with four prop- could hardly believe my good fortune when I ignited some anodised alloy bumper cappings replacing Canada in Vitesse 6 and Sports 6 formats, er seats and a good sized boot/trunk. was offered the keys by a family friend to her sort of spark in 6, as the early model was known, from a the white rubber Herald design. Like the but sales volumes are not readily available. Over the nine year production cycle, the brand new Vitesse convertible for a week dur- the dark recesses Herald, but from the front, the Vitesse was Herald, the Spitfire and GT6, the Vitesse In 1966, Triumph upgraded the engine Vitesse sold 51,212 units of which 15,421 ing the school holidays. There was only one of my psyche for quite distinctive as it had been given a re- was designed with a large forward hinging to 1998 cc, in line with the new GT6 cou- (30%) were convertibles, until it was with- catch; I had to show her 16 year old nephew, things Triumph which has only recently been worked bonnet/hood that was flatter and bonnet which included the wheel arches, pé, and relaunched the car as the Vitesse drawn in July 1971, even though sales in on a visit from the United States, something fulfilled, fifty years later, through ownership which sloped up at the sides, together providing full access to the engine and 2-Litre. Over the two-year production run, the U.K. were still respectable and the of the Irish countryside and life style. Well, of a TR6 and earlier this year through the ad- with a distinctive slanted 4-headlamp front suspension. 10,830 units were produced (7,328 sa- Dolomite and Dolomite Sprint replace- we took that car on every twisty back road dition of a Triumph Stag. design. The initial engine was a 1596 cc In mid-1963, just over a year after the loons). Power was increased to 95 bhp (71 ment models were still respectively 12 we could find in the Wicklow Mountains and The Vitesse name had previously been version of Standard-Triumph’s traditional car’s launch, the Vitesse received a mod- kW). In addition to detail modifications, to 24 months away from showrooms. All- we drove up the Enniskerry hillclimb circuit used by Triumph on a car made in the im- straight-6 derived from the engine used est facelift when the dashboard received a a stronger all synchromesh gearbox and in-all, not a bad little Triumph to add to so many times we could likely have done it mediate pre WWII years (1936-38). How- in the Standard Vanguard Six, but with a full range of instrumentation instead of the uprated brakes and an improved, stronger one’s collection! ragtop blindfolded! Although the term ‘chick mag- ever, by the early 1960s, thought was smaller bore diameter of 66.75 mm (2.628 large single dial, and from September 1965, differential were added. The performance net’ hadn’t yet been coined, the convertible being given to a sports saloon based on in), compared with the 74.7 mm (2.94 in) the twin Solex carburettors were replaced increase highlighted the excessive under- REFERENCES Vitesse certainly worked its charms whenever the successful Herald, but using an exist- bore on the Vanguard. It was aspirated by twin Stromberg CD 150s. Power output steer deficiency of the original rear suspen- Triumph Cars, Robson, Graham & Langworth, Rich- we pulled up at a corner store, coffee house ing 6-cylinder engine from the Standard through twin Solex B32PIH semi-down- increased from the original 70 bhp (52 kW) sion, which wouldn’t be corrected until the ard, 1979-2004, ISBN 1 899870 72 5 or whatever passed as a teenage haunt in side of the business. Michelotti devised a draught carburettors, later replaced by at 5,000 rpm to 85 bhp, enough to provide launch of the Vitesse Mk 2 in 1968. http://en.wikipedia.org/wiki/Triumph_Vitesse those days. It was a sad day when I had to re- design that used almost all the body pan- B321H carburettors. The Herald gearbox a useful performance boost and making The Mark 2 was the final update to the http://www.atcc.org.nz/cms/?page_id=53 turn the keys and revert to my regular daily els from the Herald. From the rear, it was was strengthened and offered with op- the car a much more flexible performer. Vitesse range. Essentially intended to be Tri- http://www.ridedrive.co.uk/classic-triumph-vi- transportation – a Honda 50! That Vitesse, almost impossible to distinguish a Vitesse tional Laycock De Normanville ‘D-type’ Contemporary motor road tests indicated umph’s answer to growing criticism of the tesse.htm

36 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 37 restoration

by Terence McKillen IGNORANCE & Confidence “All you need in this life is ignorance and confidence; then success is sure.” - Mark Twain

Within the first category The job is always easier with there are those that are com- an assistant and a heavy fortable with performing only t is often said in motorcy- lump hammer. the very basic of routine main- clingI circles that Harley David- tenance chores while at the son owners have, out of neces- other extreme are those quite sity, evolved the ability to hear comfortable and capable of at a special frequency. This syn- conducting complete drome is not caused by the ex- body-off restorations cessive noise emanating from and engine rebuilds with the full-bore pipes attached to a wide variety of capa- most Harleys or the fact that bilities in between. they rarely wear crash helmets. If Since the early there was a medical term for this 1990s and with each passing aptitude it would likely be diffi- new model year, modern cars cult to pronounce, so it is simply have become more and more The advantage of learning on a motorcycle engine best referred to as the ability to advanced, such that it is in- is the ease of access and the ability to lift individual deal with “parts falling off.” The creasingly more difficult for component parts up on to a workbench without the uninitiated might conclude that the average car owner to con- necessity of inspection pits, hoists and lifting tackle. a small stone has been kicked template, let alone actually ist? If you can find a reliable, economi- up by a tire and thrown against work, on their own vehicle. cally realistic and trustworthy example British models, Bultaco from Spain and a mud guard, engine sump or Long gone are the days when of the latter, then hang on to that con- some early Japanese machinery for good frame, but experienced owners the average person could fix nection because with each passing year measure. I quickly learned how to strip recognize the difference. They any number of issues with just there are fewer professionals out there down and carry out almost any type of can instantly distinguish that a basic set of hand tools. Of with the know how to keep our LBCs maintenance and repair. The advantage metal-on-metal sound and will course, for classic LBC owners, running. New graduates of auto main- of learning on a motorcycle or other quickly look over their shoulder these time-honoured skills are tenance schools will likely never have small engines, such as outboard motors, or glance in the rear view mirror still an essential necessity. Our worked on a carburettor aspirated motor ATVs or Skidoos, is the ease of access and to see what may have separated cars will always have oil, spark or know how to adjust ignition points, the ability to lift individual component from their machine and fallen on plugs, brake fluid, radiator flu- particularly if they are the double type parts up on to a workbench without the to the pavement. id and the likes to be inspect- as used on the Triumph Stag. There are necessity of inspection pits, hoists and Some owners of classic British cars pension which manifests itself through work and upgrading people are prepared ed and changed and low mileage inter- so many differences between a 1960- lifting tackle. But the basic knowledge have developed the same uncanny syn- one’s posterior every time the car passes to tackle themselves before seeking out- vals; ignition timing and carburettors to 1970s era British car and today’s North can be applied to any four, six or eight drome. In the case of the HD owners it is over a manhole cover or expansion joint side professional help. I have concluded be adjusted and routine bits and pieces American or international automobile cylinder four stroke engines. the base frequency shock waves from the in the road surface. Of course, there may that classic car owners can be divided into to be replaced. Our cars will continu- that the average repair shop jockey will When I first purchased my 1973 TR6 a low revving twin cylinder thumpers that, be the added ingredient of careless reas- several categories of ability, but there are ally be in need of on-going maintenance be scratching his or her head and learn- couple of years ago, I was a little daunted given half a chance, vibrate apart any and sembly following any maintenance or up- basically two main types: those that do which may often have to be carried out ing on your car as they go along – not the initially with the prospect of tackling any every nut and bolt that is left unattended grade work. most of their own mechanical work and at the side of the road or in the parking best situation to be in. major tasks as it had been some time since for any period of time. In the case of our In conversation with Triumph and those that do very little in-house repair lot of some overnight pit stop. I spent a good portion of my teens I had actually done any hands-on mechan- LBCs, it is the result of Father Time act- other LBC owners over the past year or work and contribute their share to the es- The key decision to be made is who and early twenties involved with motor- ical repair work. However, with the help ing through the rather outdated body on two, I have tried to gain some perspective timated annual $35 billion North Ameri- will do that maintenance; the owner, a cycles, not just road machines but off- and encouragement of fellow TTC mem- frame design and less than modern sus- on the type of maintenance, restoration can historic car service sector. corner mechanic or a classic car special- road competitions involving post-WWII ber Colin Pillar, and later with the added

38 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 39 A myriad of jobs were tackled with none so difficult that it could not be managed by a team of amateur mechanics. it right! We also discovered that some of but on the Stag it turned out to be a night- have to maintain and preserve the cars, assistance from Colin’s neighbour, Sean the instructions in the Haynes or Bentley mare from which my knuckles and finger but we have to ensure the necessary skills Doherty, it soon became apparent that manuals were incorrect, so it pays not to tips have only just recovered! and knowledge are passed along, sharing we could tackle almost any task that the blindly follow the steps in the book with- If classic car clubs such as the TTC are them with those newer to the hobby and Triumph could throw our way. Between out thinking. We did conclude, however, going to survive in the long term and the handing them down from one generation my Six and Colin’s Six, we quickly delved that a job is always easier with an assistant vehicles to which we are dedicated to pre- to the next. into the nether regions of clutches, trans- and sometimes a heavy lump hammer. serve and drive are going to continue to One way to do this is to contribute missions, overdrives, drive shafts, differ- With the addition of a Triumph Stag to be driven well into the future, an impor- technical articles for publication in mag- entials, valves, big and little end bearings, the stable earlier this year, we are finding tant goal has to be keeping the necessary azines such as ‘Ragtop’ or to conduct a thrust washers, pistons, rings, carburettor that comparable jobs that could easily be automotive skills and knowledge base technical session for fellow club mem- rebuilds, brake system overhauls, electri- tackled on the Six are much more compli- alive. In Southern Ontario, we are very bers, or perhaps offer to help a fellow cal diagnostics, installing relays and rewir- cated and time consuming on the Stag. It is fortunate to have a number of excellent member work on their car, passing on ing, dealing with cooling issues, replacing not that the work itself is more complicated, British car parts suppliers and component not only the technical knowledge, but cam shafts and timing chains, refurbishing but just getting at a particular component repair specialists on our door step, all of equally importantly, the confidence, to a gauges, replacing windshields, repairing requires the removal of so many other com- whom seem to be more than willing to new generation of enthusiasts. soft tops, rebuilding seats and a myriad of ponents that it adds significantly to the time share their collective knowledge not only I would therefore encourage any classic other jobs both large and small. We found and difficulty element. One of the first tasks with the variance in quality of the parts car owner to follow the advice of Samuel that none of the tasks were so difficult as I had to tackle on the Stag was the replace- being supplied, but also on the intricacies Langhorne Clemens (otherwise known as to move them beyond the capabilities of ment of the left hand side engine mount of the task being tackled. Mark Twain) and proceed with a little ig- an amateur mechanic. We made the occa- as the original rubber component had col- As owners and lovers of classic British norance and some degree of confidence sional mistake along the way, but we did lapsed, leaving the engine sitting at a some- cars, we all have a role to play in support- when you undertake your next mainte- learn from our mistakes – although somewhat unnatural angle. On the TR6, it would ing not only the Triumph tradition, but nance or repair work. It may not be as dif- times it took four or five attempts to get have been at most an hour or two’s work, the wider LBC heritage. Not only do we ficult as you assume!ragtop

J.D. AUTO SERVICES Ragtop distribution provided by: Driven by Quality and Passion...

(416) 755-9191 Josip (Joe) Dukova • Bulk Mail Service • Letter Shop Services • List Management • Order & Product Fulfillment IMPORT, DOMESTIC & SPORTSCARS 301 Rexdale Blvd. Unit C, Etobicoke, Ont. M9W 1R8 TEL: (416) 746-1048 • FAX: (416) 746-9935

BRITISh CAR N REpAIR ShOp

• TRIUmph Rexdale Blvd. • mG • LOTUS • JAGUAR

• SAFETY & E-TESTING Martin Grove

40 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 41 Colin made up maintenance a lever to assist with rotating the motor and avoiding scraped knuckles

Rotating the motor to locate Adjust the regulator on the tester until the needle on the tester gauge is the sparking point. Note the at 0 in the area of the gauge marked “Set.” white ground wire. A leak down reading of less Holding up under pressure than 20% is about as good TR6 Owner, Colin, examines the value of the ‘Leak Down Test’ by Colin Pillar as it is likely to get on a TR6 motor and a reading of less also that, if one has the time and the incli- than 30% is acceptable. nation, a compression tester can be adapt- ed to become a leak down tester for about $25.00 for additional connections and t think it would be fair to say that most hoses. If you are interested, YouTube , has ITTC members are familiar with the use of a video that does a good job of describing a compression test as a diagnostic tool. how to go about this. Many may even have a compression tester The first step in performing a leak down in their kits and there is no question that test is to ensure that your car is in neutral a compression test is an effective way to and will not roll. Do you trust the parking quickly evaluate the health of a motors’ top brake? If not, chocks may be a good idea. end. Warm up the engine, pull the plugs Once sure that “Trumpy” is going to stay TDC (think about standing on the upper the knuckles! To help with this problem, I cylinder to cause the motor to rotate. Once and check each cylinder. With a few drops put while in neutral, pop the hood, num- pedal of a bicycle when the crank is in the invested some time and effort into making everything has been double checked, and of oil in a suspect cylinder, one can even ber the spark plug wires and remove all the vertical position). For me, the simplest way up a lever that hooked to the hub of the with fingers out of harm’s way, connect the get an idea as to whether the problem re- spark plugs. I think that having the spark to locate TDC on the firing stroke in a fully fan body and enabled me to rotate the mo- gauge side of the tester to the spark plug lates to valves or rings. Not bad, but with a plug wires numbered is a good idea in gen- assembled motor is to use the spark plug tor easily and with good control. side and read the gauge. In my experi- little more effort and equipment, one can eral, but this is particularly important here as an indicator. With a grounded spark With the piston correctly located, the ence, a leak down reading of less than 20% perform a leak down test which will go well as you will want to be able to easily and plug inserted into the sparkplug wire re- actual leak down test process is straight is about as good as it is likely to get on a beyond simply getting an idea as to what’s The Leak Down Test gear includes a compressor, a quick quickly identify which wire is for which cyl- lated to the cylinder to be tested (hence forward. The tester has a quick disconnect TR6 motor and a reading of less than 30% what up top. With the leak down test one connect/disconnect hose attachment with brass spark plug inder. This brings us to the only tricky part the need to number the wires), turn on the between the gauge side of the tester and is acceptable. Readings over 40% indicate will be able to evaluate each cylinder, each adaptor, air regulator and other minor bits and pieces. of the test. The piston of the cylinder being ignition and rotate the engine by hand in the hose with the spark plug thread adapt- that you have an internal problem and that valve, the piston rings and even the head tested should be at, or near, top dead cen- the normal operating direction until the er. With the two components disconnect- help is needed. If the motor does rotate, gasket. Furthermore, and perhaps of great- by simply looking and listening. ter on the firing stroke. For the #1 cylinder, spark plug sparks. The snap of the plug will ed, screw the adapter into the spark plug reset and check the piston location and est value, this test can also be undertaken The tools required to perform a leak this is not very difficult. For the other cylin- be heard as well as the spark seen but it opening of the cylinder (finger tight is fine) try again. If the problem persists, reducing at various stages during the assembly of a down test include an air compressor capa- ders, a little more thought is required. may help to reduce ambient light levels in to be tested and connect the gauge side the output pressure from the compressor motor. You can check as you go rather than ble of producing something in the range of There are two reasons for the piston of order to see the spark more clearly. Once of the tester to the air compressor. Turn on should help. waiting until the key can be turned to see 4 cfm at 100psi (most 110 volt home hob- the cylinder being tested to be correctly the spark has been seen, rotate the motor the air compressor and allow the compres- Remember though, the “set” position of if everything is ok! All this and you don’t by type units should comfortably achieve located. Firstly, and most importantly, both a further 10º or so to allow for static spark sor to run until it cycles off automatically the leak down tester will likely have to be even need a computer! this), a basic tool kit, a length of hose and a the exhaust and intake valves must be fully advance and you will have the piston in a (it is preferable to keep ambient noise to a readjusted to 0 again in order to accom- Essentially, the leak down test differs leak down tester. closed. Locating the piston at ‘top dead position workably close to TDC. Starting minimum). Set the regulator on the output modate for the reduced pressure. from a compression test in that it measures For me, an air compressor is such a ba- centre’ (TDC) on the firing, or compres- the test sequence with the #1 cylinder is side of the compressor to between 90 and If the reading is found to be acceptable, the amount of air leakage within a cylinder sic tool that I can hardly imagine getting sion stroke, will ensure that both valves a good idea as the TDC markings on the 100psi and adjust the regulator on the tes- one can simply move on to the next cylin- by introducing compressed air into a sta- by without one. For one thing, I don’t think are closed. Or at least, as closed as they are pulley will serve as a double check to the ter until the needle on the tester gauge is der and repeat the process. If the first cyl- tionary motor while the compression test that I can remember how to hammer in a going to get depending on their condi- process for the first test. at 0 in the area of the gauge marked “Set.” inder to be tested was #1, then one would requires that the motor be cranked over in finishing nail by hand and I am certainly tion! Also, it is important to remember in With my TR6, I found that it was possible Double check that the car is in neutral simply move on through the 1, 5, 3, 6, 2, 4 order to measure the amount of compres- not inclined to pay to check my tire pres- a four stroke motor that each piston has to rotate the motor using the fan blades and that you have left nothing near any cylinder firing order of the TR6 motor. This sion the piston can generate within the sure at a gas station. With an air compres- a TDC on the compression as well as the providing that the spark plugs were all moving parts of the motor. If a lever was would result in each test requiring only a cylinder. All motors leak air, the question sor in hand, setting up to do a leak down exhaust stroke. The valves are fully closed removed. After a few rotations, however, I used to rotate the motor, be sure that it has 120 degree rotation of the motor at which is how much and from where. With com- test only required the purchase of a leak only on the compression stroke. Secondly, decided that this method of rotating the been removed. Keep in mind, even with point the next plug should fire indicating pressed air and the motor in a stationary down tester. I bought my tester from NAPA, the piston will be less likely to be forced motor provided limited control and cer- the piston at TDC, it is possible for the com- that that cylinder is nearing TDC. position, this information can be obtained in stock, for about $80.00. I should mention downward by the compressed air when at tainly proved to be a good way to bang up pressed air that will be introduced into the If a cylinder is found to have excessive

42 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Ragtop I Winter I 2012/13 www.TorontoTriumph.com 43 The source of cylinder leakage A bad exhaust valve can can be accurately determined by be identified by listen- using a length of plastic tube as a ing to the tube while listening device. inserted into the exhaust pipe.

leakage, the source of the leakage can be Intake valves can accurately determined by using a length of be checked by lifting the carburetor plastic tube as a listening device. piston and insert- A failed head gasket can be detected ing the tube into by inserting the tube into the cylinders the intake side of adjacent to the cylinder being tested. Ex- the carburetor. cessively worn rings can be identified by listening to the tube while held to the dipstick opening. A bad exhaust valve can be identified by listening to the tube while inserted into the exhaust pipe and intake valves can be checked by lifting the carburetor piston and inserting the tube into the intake side of the carburetor. The noise heard from a problem component will be very notice- able while the noise from a good component will be subtle or not present at all. The only exception to this will be listening for had the motor fully assembled complete down, and before the rocker assembly is ring issues at the dipstick opening. There with coolant, oil and exhaust system only added, takes only a few minutes because will always be a hiss of air as it escapes to find that the motor wouldn’t start due all the valves are closed. Resolving prob- through the gap in the piston rings. to a lack of compression. After a few frus- lems that are found at this stage takes a In this case one will have to evaluate the trating days, and nights, I picked up a leak fraction of the time that would be ex- degree of leakage by comparing different down tester and quickly concluded that pended if the problem were only discov- cylinders. Also, if everything else is quiet, the head gasket was leaking between vir- ered at completion of the reassembly. then it would be logical to look to the rings tually all the cylinders. When it came time One thing is for sure! We will never fully as being the problem. to do Terence’s car, we performed a leak reassemble a motor without performing a For me, however, the most important down test once the head was installed leak down test once the cylinder head is benefit of the leak down test is that it and found that the head gasket of his car bolted down. We are converts! can be performed on a motor at various had also failed to seal between two of the I would like to thank TTC member, points during the reassembly process. As cylinders. We quickly solved the problem friend, neighbour and sometime LBC as- Terence McKillen mentioned in the Brit- by increasing the torque of the cylinder sistant mechanic, Sean Doherty, for tak- ish Car Day issue of Ragtop, the ability to head bolts to the maximum noted in the ing the photographs used to illustrate test that a cylinder head gasket has sealed Bentley Manual where we had initially this article. ragtop completely before taking the time to in- tightened them only to a middle point in stall other components is a major ben- the range with the idea that we would re- efit. Terence and I both had occasion to torque to a higher setting after the motor REFERENCES remove the cylinder heads from our cars had run in for a few hundred miles. A leak Cylinder Leak Down Tester, How To Build, YouTube this past winter. We did my car first and down test when the head is first bolted www.youtube.com/watch?v=7UcOn8OEt0Y

44 www.TorontoTriumph.com Ragtop I Winter I 2012/13 YOU PAID HOW MUCH ? Speke Easy by Terence McKillen

If you don’t mind paying too much My last Triumph outing of the 2012 loons will be celebrating 50 years (1963). rotor but is manufactured from a red-co- Look out for more information on these his- loured, highly non-conductive resin and the season was on December 24th when I took 1970 the Six out for a run over to Bronte with toric models in future issues of ‘Ragtop’. brass contact is molded to the body rather for your parts, there is no need to Triumph TR6 Colin Pillar, stopping on the way home to than riveted. All of which eliminates the This is a very top off the gas tank prior to the winter lay common causes of rotor failure. This prod- read any further. If you would like nice TR6 that away. The Stag’s last outing was on Decem- Speaking of tools, I plan to tackle a few uct, which comes with a 3 year warranty, is lived its entire ber 18th but earlier, on November 29th, jobs on both cars over the winter period. available through British Auto Sports and life in California. the day before the first brief snowfall of the The Stag will get a new set of saddle tan co- is only marginally more expensive than a to buy your parts at the best prices No rust or body season, David Sims accompanied me in his loured carpeting and a new battery clamp. regular aftermarket replacement. damage before we had the paint TR250 on an excellent drive over the back The Six will be going on the hoist to have in Canada, read on. Drakes’ British redone in origi- roads north of Oakville/Burlington through the oil seals and gaskets replaced on the nal Jasmine yel- Kilbride and on to the escarpment. The front timing cover and the engine plate in According to the latest edition of ‘Tri- Motors can supply any part from low. New bum- remnants of an early morning frost on the order to cure a minor but annoying oil leak. umph World’, the Standard Motor Company pers, sill chrome, windshield and trim seals were fitted throughout and the switch-back curves provided some excite- While the radiator is out, I plan to fit a new Limited has been reborn! It seems that the suspension and complete braking system was rebuilt. The engine had been ment! On that occasion, we stopped off set of green coolant hoses with authentic Standard Motor Club in the UK (membership the Moss catalogs at the most previously rebuilt and runs great, so we just did a tune up, added new belts, to visit MG aficionado, Rudy Koster, who period clamps. c. 1,000) was able to obtain the registration hoses and fuel pump. We also added a fully rebuilt overdrive and the wire has a 1976 TR6 restoration project and re- from the Companies House in London and wheels were refinished complete with new hubs, chrome knockoffs and new reasonable cost to you. But, don’t Coker redline tires. The complete interior was replaced with all new correct lated Triumph parts for sale. It could be an has incorporated itself as a company limited reproduction components and is the original light tan, we also fitted a new interesting but fairly onerous project for l Moss, the founder and spirit of Moss by guarantee. The club members have now A take our word for this. The next Robbins top with the correct reflective strip. This car is one small step away someone to take on but the price would Motors, passed away on September 25, become members of the company with li- from being called a full top to bottom restored vehicle, it looks stunning and be right. Over coffee, David noted that our 2012 at the age of 80. Al changed his Cali- ability capped at £1.00. What a great way to runs and drives as nice as it looks. $22,500 $20,200 opening drive of the season had been an fornia based business from British sports preserve the name for posterity! time you need something, send impromptu TTC outing organised by David car repairs and service in 1961 to develop Fidler on March 11th, giving us a driving a mail order parts service. By 1977, he had us an email for a quote. We will season this year of nine months. As Colin purchased 48 tons of obsolete inventory ant to perk up the intensity of your W 1974 understated in an email the day after the from Standard-Triumph and published the rear or side marker lights? Consider re- Triumph TR6 snowfall, “With the white stuff from above first comprehensive TR2-4 catalogue and placing the light bulbs with LED equiva- get right back to you with a price. Californian TR6. the rest, as they say, was history. lents. However, if you use LED bulbs in the as well as from the bowels of public works No accidents, trucks, it looks like it may be time to give turn signals it will be necessary to change no rust, paint is up the road and get out the tools!” over to an electronic flasher unit as the nice with only I previously reported experiencing an issue LED bulbs draw too little current to acti- minor defects, with the distributor rotor arm in my Six fail- vate the original mechanical blinker unit. Many TTC members are already on a beautiful, There are some ing twice last season. I had initially blamed If sticking with conventional bulbs, to straight body. notable Standard and the lack of spark on the Pertronix electronic help the intensity of the rear turn signals believers. Get in touch for a quote New front & rear Triumph anniversa- ignition unit or the Lucas coil. However, it and rear/stop lights, consider making new bumpers, stainless trim rings and tires. Tan interior has new seats, panel ries coming up dur- appears that the carbon content of the plas- reflectors out of silver mylar. A 2x8 ft. roll – [email protected] kit, dashtop, sunvisors, tan Robbins top, retractor seatbelts and wind- ing 2013. It will be the 90th year since the tic now used as a replacement for bakelite of mylar costs about $4.00 and is readily shield and seals. Engine is strong with electronic ignition and the overdrive transmission was rebuilt two years ago. 4 tip Ansa exhaust system. production of the Triumph 10/20 in 1923, in most new rotor arms is too high and the available at craft and hobby shops or from Front end rebuild including bushings, ball joints, tie rod ends, and steering Triumph’s first car; the 110th year since the plastic itself can becomes a conductor. This www.amazon.com. Don’t know where to rack boots & at the rear new differential mounts and trailing arm bushings. condition not only potentially robs spark look for suitable LED bulbs? Moss Motors founding of the Standard Motor Company Hydraulics all redone with new clutch and brake master, slave cylinder and in 1903; and the 125th year since Triumph energy at the plugs resulting in misfires but, (www.mossmotors.com) now stocks suit- We are also a Canadian distributor for hoses. $16,600 $14,500 opened its first factory in Coventry in 1888. as in my case, the spark can be completely able replacement bulbs for tail lights, back Dayton Wire Wheels. As far as other models go, the Triumph Su- misdirected to the spring clip on the under- up lights, turn signals and panel lights as per 8 and Gloria 10 will celebrate 80 years side of the rotor, thereby grounding out on well as electronic flasher units which can (1933), the Triumph Dolomite 1½ litre will the shaft of the distributor with resultant no also be sourced through Fred McEachern be 75 years (1938), the Triumph 2000 Road- spark at all. The solution is to use a premi- at British Auto Sports or you can also mail ster and Saloon will be 65 years (1948), the um rotor arm from Advanced Distributors order from LiteZupp (www.litezupp.com). Drakes’ British Motors Inc. TR2 will be celebrating 60 years (1953) and (www.advanceddistributors.com) whose LED bulbs are not cheap, costing around (250)763-0883 Ph., (250)861-8051 Fax, email [email protected] the Triumph 2000 Mk 1 and Standard 8 sa- rotor design is based on the original Lucas $25 a piece. ragtop 2286 K.L.O. Road, Kelowna, B.C., V1W 3Z7 WWW.DRAKESBRITISHMOTORS.COM 46 www.TorontoTriumph.com Ragtop I Winter I 2012/13 Next to the warehouse is a garage full of British cars. And our co-workers often commute in theirs. We put these cars to work every day. When new parts are developed, we test them. If a part is returned, we’ll bolt it on, analyze it, and work with the manufacturer to make it right. If we are not happy with a part being on our cars, we wouldn’t think of selling it to you. And, just to make certain you are satisfied, we stand behind our parts with the longest warranty in the business. Call us. We’d love to send you a free catalog.

800-667-7872 www.mossmotors.com