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The Stag modelled was purchased from BL Dealers F.W. Warwick and Son, Petersfield, Hampshire, on June 12th 1974, by David Ford, from Hayling Island. It cost £3146.56, including a £41.45 laminated windscreen and a whopping £292.98 for a Radio-Mobile 108SR cartridge 8-track player. He had major engine repairs carried out on the car in 1980, which resulted in a court case with the garage concerned; correspondence in which Ford stated "car worse than before" has remained with the car. Stag specialist Clive Tate did a full engine rebuild in 1990, after it had blown up while Ford was holidaying in Wales. He obviously loved the car though, as he kept it until July 2011. David Ford had the body restored in 1994 at a cost of £4300, and second owner, Peter Harper, carried out more restoration work including having the seats retrimmed in the original shadow blue Ambla vinyl, a new blue hood, and new stainless steel bumpers. However, he only kept it 18 months before current custodians, Cambridgeshire-based David Currington and Helen Field, purchased it in December 2012. It's now covered just over 90,000 miles and, having been well looked after, is a very good but usable example. David and Helen have had the hard-top resprayed and the manual-overdrive gearbox rebuilt after reverse gear sheared off. They are enthusiastic members of the Stag Owners Club, attending events regularly, and enjoy using the car all year round. Engine: 2997cc V8 SOHC; Power: 146bhp@5700rpm; Torque: 167lb.ft@3500rpm; 0-60 mph: 9.3 seconds; Maximum speed: 116mph; Weight: 1274kgs.

Triumph Stag Mk1 Signal Red, (LD10) 10th Pre-Production Car The Triumph Stag was announced in 1970 and was, in both looks and ambience, a genuine British-built rival for the Mercedes-Benz SL. Its mellifluous V8 engine promised effortless performance and the glamorous styling by Italian legend Michelotti meant it looked at home in Monte Carlo or Chelsea. Parent company British Leyland were troubled though, and the Stag acquired a reputation for overheating in both the UK and the lucrative US market. Consequently only 25,939 were produced before production ceased in 1977. It has, however, come of age as a classic, and has both a very high survival rate and a thriving owners club

Triumph Topless Collection Post-war, Triumph had become moribund when, in 1945, their Coventry neighbour Standard purchased them to utilize their prewar reputation for fine sporting and luxury cars. Standard-Triumph, as they later became, launched the TR2 in 1953 to immediate sales and motorsport success. Subsequent TR models evolved until the last ‘separate-chassis’ TR6, was produced in 1976. The smaller 1962 Herald-based Spitfire emulated that success until production ceased in 1980, while the beautiful 1970 Stag was a car with the panache and performance needed to succeed in the luxury GT market. These models reflect the three families of sporting car emerging from Triumph’s Canley factory during an era when the company were triumphant on road and track Triumph Spitfire Mk3 Wedgwood Blue Length 84mm The Spitfire was announced at the 1962 Earls Court Motor Show and would remain in production, with four distinct updates, until 1980 by which time 314,332 had been made. It was based on the Herald, the company’s small saloon for the 1960s, a car which, unfashionably at the time, was built on a separate chassis allowing them to very easily create various models for different markets including the Vitesse, GT6 and Courier van. The Spitfire was created to compete with BMC’s Austin Healey Sprite and MG Midget twins but was just a little bit larger, making it a more practical touring car. Triumph Stag Mk2 White Length 101mm Stylist Walter Belgrove resigned from Standard-Triumph in late 1955 leaving the company with a void in the styling department which was not filled until, by a series of coincidences, they began to work with Italian genius Giovanni Michelotti in late 1956. By 1965 his relationship with Triumph was so strong that when he requested a 2000 saloon as a basis for a one-off show-car, one of the Le Mans team’s support vehicles was driven to his Turin studio after the race. When Triumph executives saw the show-car being built, they were so impressed they bought the design and it became the Stag. Triumph TR6 Signal Red Length 92mm Michelotti did, though, become a victim of his own success, so much so that he simply did not have the capacity to undertake an update of the TR5’s styling because of the work he was doing for both Triumph and the company that had bought them in 1960, truck manufacturers Leyland Motors. German coachbuilders Karmann were therefore given the job of modernising the TR5 bodyshell while retaining the scuttle, doors and interior packaging. The resulting 1968 TR6 was considered very successful by company and public alike and, although it proved to be the last separate chassis TR, it remained in production until July 1976.

The TR5 modelled was built on Thursday September 12th, 1968 (exactly a week before the last TR5 left the production line), and despatched to Lankesters Limited, Kingston-on-Thames on the 26th. It™s believed that the second owner, in around 1969, was a Guildford-based David Jacobs who may, or may not, have been the famous DJ and TV presenter¦ Ray Gill, of specialists TR Improvements™, sold it to Dorset-based TR enthusiast Tim Toogood in summer 1979. He used it for his honeymoon and wife Sam christened the car Waste Paper Basket™ because of its WPB number plate. The Toogoods sold it in late 1987 by which time it had covered over 80,000 miles and needed restoration. In 1989 it was purchased by London-based Christopher Lillingston-Price who stripped and partially restored the car but was unable to finish it. In July 2011, Nottinghamshire-based enthusiast Conrad Hunt bought it and finished the restoration to a very high standard. It was returned to the road in 2014 and featured on the front cover of Practical Classics magazine in August 2017, where it starred in a feature celebrating the 50th anniversary of the TR5 which compared it with two period rivals, the MGC and Austin Healey 3000. Somerset-based enthusiast Huw Boyce purchased it in July 2018, achieving a lifetime™s ambition in the process as he™d wanted a TR5 since owning a Spitfire in his youth. He is an enthusiastic member of the TR Register. Engine capacity: 2498cc 6IL OHV Power: 150bhp@5500rpm Torque: 164lb.ft@3500rpm

Triumph realised the Michelotti-styled 1961 TR4 body was looking dated by 1967. However, it just needed restyling to remain competitive. It had received a new IRS chassis in 1965 to become the TR4A, and in 1967 Triumph had slotted in their smooth 2.5-litre 6-cylinder engine to create the TR5. With Michelotti too busy, West German coachbuilders Karmann were tasked with modernising it and the resulting 1969 TR6, which featured new panels front and rear on the TR5 base, was immediately successful. The TR6 remained in production until July 1976 and 91,850 examples of the last separate-chassis TR were built, making it the most numerous of a family started by the TR2 in 1953. The TR6 modelled was first registered in London in September 1973 and was extensively restored between 1986 and 1988 by then owner, Robert Cleveland, who kept the car until 1999. It was then sold to sixth owner Robert Russell who used it for just over a year before putting it into dry storage until 2012. Current owner, Kent-based Jon Bell, purchased it in June 2012 from specialist TRGB, Somersham, Huntingdon, when it had covered just over 73,000 miles. He immediately commenced recommissioning the car, rebuilding the brakes, fuel injection and numerous other components, but didn't need to paint it as that had survived well. He enjoys using the car regularly and took it on a trouble-free journey to Le Mans in 2017. Engine: 2498cc IL6 OHV; Power: 150bhp@5000rpm; Torque: 164lb.ft@3000rpm; 0-60mph: 8.2seconds; Maximum speed: 119mph; Weight: 2473lbs. The Triumph logo and the Triumph wordmark are trademarks of BMW AG and are used under license.

This meticulously crafted CORGI Vanguards 1:43 scale diecast model recreates a remarkable Triumph TR6 that has journeyed across continents and become a cherished touring companion. Ready to display straight from the box, this collectible captures the elegant lines and distinctive French Blue finish of a carburettor TR6 that left Triumph's Canley factory on 21st May 1975. From its transatlantic voyage aboard the SS Atlantic Conveyor to its repatriation and conversion to right-hand drive, this model celebrates a car with an extraordinary story spanning decades of adventures across Europe. Key Features Ready to display - no assembly required Authentic 1:43 scale diecast construction Finished in period-correct French Blue Premium metal construction with detailed components Celebrates a real TR6 with documented heritage History This particular TR6 began life as a left-hand drive North American specification car, exported from Seaforth, Liverpool, aboard the SS Atlantic Conveyor - a vessel that would later gain tragic fame during the Falklands conflict when it was sunk on 25th May 1982 with the loss of 12 lives. First purchased by Thomas J. Kaag through BL dealers Nemet Auto International in Newark, New Jersey, the car was repatriated to the UK on 24th August 1989 and converted to right-hand drive whilst retaining its original components. Current owners Wendy and Darren Salmon, based in Nottinghamshire, acquired the TR6 from TR Enterprises in June 2005 with 50,000 miles on the clock. After joining the TR Register and enjoying a trip to Le Mans, they committed to the car as a 'keeper', commissioning a body restoration by local Triumph expert Rob Forster in November 2006. The couple have since used it for extensive European touring, including memorable drives on the legendary Stelvio Pass. In the summer of 2012, ethanol contamination in Swiss petrol damaged the fuel system during a tour, though they successfully nursed the car home using a borrowed fuel pump. Rob Forster subsequently rebuilt and uprated the engine, gearbox and other mechanical components. The TR6 has received numerous club awards and been featured in Practical Classics and Classic Car Weekly, but for Wendy and Darren, the real joy comes from touring holidays - they've covered over 60,000 enjoyable miles throughout Europe in this remarkable sports car, creating memories that span decades of adventure.

The TR6 modelled was ordered with a hardtop instead of the usual hood and was built on November 6th, 1973, then despatched two days later to British Leyland’s Swansea-based dealer Lex Mead. The first owner took delivery on January 1st, 1974, and, apparently, took it home to his wife who immediately said, ‘you’d better take that back I’m pregnant’. He kept it for around three months then returned it to Lex Mead. It was purchased shortly afterwards by David Morrish who had to wait to take ownership because the steering wheel had been stolen. Lex Mead eventually supplied the car with the Mota-Lita wheel it still has as Triumph couldn’t provide a replacement. David Morrish used the car regularly and had it maintained by Triumph wizards Bill and Mack at Philog Garage, Whitchurch, Cardiff. Suitably decorated, it featured in his wedding to Sue in 1978 and new-born son Nick was taken home from hospital in it in 1980. David needed a more practical car in the late eighties so his father, Ernest, used it until the late nineties at which point it went into storage. David commissioned a TR specialist to restore the car in 2008 and since being finished in 2012 it has been maintained by Triumph specialist Spiro Tanti at Classic Cars, Cardiff. Nick has been its custodian since 2015 and his young son, Ted, is looking forward to driving this family heirloom one day.