We recently travelled to Kilgarvan Motor Museum, where Trevor Mitchell reminisced about his mother Joan’s red 1971 Triumph Stag, a car that has been part of the family for forty years and once carried him and his brother to school as a daily driver.
Bought by the Mitchell family four decades ago, the Stag is a 2+2 sports tourer produced by the British Triumph Motor Company between 1970 and 1978, with around 26000 examples built. Styled by Giovanni Michelotti, it was an elegant and ambitious car, though one that became known for engine issues and inconsistent build quality. Joan’s car was no exception, although it did benefit from 1971 model upgrades of improved hood catches, a revised bonnet release mechanism and a larger fuel tank. Very early in its life, the original V8 was replaced with a Triumph six cylinder engine.
When the son of the original owner visited some years ago, he recalled that the Stag suffered two engine failures within its first two years. The first engine failed and the second, fitted under warranty, also failed. Triumph then refused to supply a further replacement, so a Triumph 2000 (2.5 litre) engine was installed instead. As John Mitchell told us, “it has been in the car ever since and is still going strong today. We have covered thousands of miles in it on holidays all over Ireland and also to the Isle of Man.”
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A DESIGN COMMISSION
The story of the Triumph Stag begins not on the road, but in a design studio. In the mid-1960s, Triumph’s engineering director Harry Webster turned to Italian stylist Giovanni Michelotti, a long-standing collaborator who had already shaped much of Triumph’s visual identity. Michelotti had been responsible for cars such as the Triumph Herald and the Triumph 2000 and his work brought a distinctly Italian elegance to the Coventry marque.
Webster commissioned Michelotti to develop a new sporting model, one that could elevate Triumph into a more exclusive market. The brief was clear: create a fast, stylish and refined grand tourer that could rival cars like the Mercedes-Benz 280 SL, but at a more attainable price. Michelotti produced a sleek coupé concept, though it never made it to the Turin Motor Show as originally intended. Instead, Triumph chose to develop the design further in-house, adapting it into what would become the Stag.
CHANGING INDUSTRY
As development progressed, the wider British motor industry was undergoing consolidation. Triumph became part of the newly formed British Leyland group, bringing it into close alignment with Rover. Cars such as the Triumph 2000 and Rover P6 were now effectively stablemates, developed under the same corporate umbrella.
This shift brought both opportunity and complexity. Engineering resources and ideas were increasingly shared, but so too were the challenges of managing multiple marques with overlapping ambitions.
During this critical phase, Harry Webster left Triumph and responsibility for the Stag project passed to Spen King. He had worked on advanced experimental vehicles such as the gas turbine-powered JET1 and T3 prototypes and would later become closely associated with landmark vehicles including the Rover P6, the Range Rover and the Rover SD1.
STRUCTURAL PROBLEMS
From an engineering perspective, the Stag’s development was not without difficulty. One of the most serious issues was a lack of structural rigidity in the body shell. Early hand-built prototypes exhibited severe scuttle shake, particularly in open-top form.
Harry Webster later recalled just how pronounced the problem had been, describing how the steering wheel could shake violently in testing. Despite attempts to strengthen the shell with double-skinned panels, the fundamental weakness remained.
The solution was both practical and distinctive. Engineers introduced a rigid T-bar structure linking the windscreen frame to the rear of the car. This restored torsional stiffness and dramatically improved stability. While it also offered roll-over protection, its primary purpose was structural. The T-bar would go on to define the Stag’s appearance, becoming one of its most recognisable features.
SOMETHING GENUINELY SPECIAL
The Triumph Stag was launched in 1970 to considerable acclaim. It arrived as a car that appeared to have everything in its favour: elegant Michelotti styling, a purposeful stance and a unique position in the market as a four-seat convertible grand tourer.
At its heart was Triumph’s own V8 engine, which delivered strong performance and a distinctive exhaust note. The Stag seemed well placed to compete internationally, offering refinement and character at a competitive price. For a moment, it appeared that Triumph had created something genuinely special.
MECHANICAL TROUBLE
However, early promise was undermined and reports of unreliability began to surface, many of them linked to engine issues and inconsistent build quality. These difficulties quickly affected the car’s reputation, particularly in export markets.
Criticism grew and the Stag became known as a car that did not always live up to its potential and its standing suffered as a result. Over time, many owners chose to replace the original V8 with alternative engines in search of improved reliability.
Despite its challenges, the Stag remained in production until 1977. Over its seven-year run, just under 26,000 cars were built.
A PERFECT DAY OUT
The Kilgarvan Motor Museum offers more than just cars and Joan Mitchell’s lovely Triumph Stag. Visitors can explore a large collection of automotive memorabilia, classic motorcycles and motorised bicycles. Outside, you’ll find forest walks in the lush County Kerry countryside, vibrant gardens filled with exotic blooms, tranquil picnic areas and a charming café, perfect for a relaxing break during your visit.
Whether you’re an automobile enthusiast, a history lover, or simply looking for a memorable day out in County Kerry, the Kilgarvan Motor Museum promises a warm welcome and a journey back through time.
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