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</o:shapelayout></xml><![endif]--></head><body lang=EN-GB link=blue vlink=purple><div class=WordSection1><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'>Hi, Sujit<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'>In answer to your query, very likely. I never got really close to engineering variances because I was in Export Sales but part of the job was to study and remember all the Engineering Change Bulletins and Service campaign changes. It makes sense to have an engine plate that would cover both engines and especially for Stag. What many people don’t know is that the Stag was originally going to have the TR6 2498cc engine as standard for all markets except North America where the V8 was to be a standard fitting with the V8 also being optional for all other markets. The decision to fit the V8 for all markets was taken very late in the day. I doubt there would be different engine mounts for the in-line or V8 because quite a large number of Stags in the UK have been retro fitted with the 2498cc engine, suitably tuned with twin SU carbs, a. TR5 cylinder head and camshaft and they are just a quick as the V8. The only thing missing is the V8 noise. Upgrading the axle ratio from the original 3.7:1 unit in favour of one from the fuel injected saloon of 3.45:1 is another improvement, especially with a four speed Borg Warner or ZF slush box from a Volvo or BMW.<o:p></o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'>As you may know, the Stag body was a shorter version of the larger saloon car whose monocoque body was exceptionally rigid. I do clearly recall the torsional rigidity of the saloon was exceptional for its day, requiring 6,500 lbs/ft of torque to twist it one degree. By Michelotti revamping the saloon into an open top tourer, much of that rigidity would be lost and that is why the ‘T’ bar was fitted. It wasn’t quite as twist resistant as the saloon, but good enough. At least you didn’t have to call on brute strength to line up the soft or hard top to engage the locking pegs on the screen rail. <o:p></o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'>Hope this helps. <o:p></o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'><o:p> </o:p></span></p><p class=MsoNormal><span style='font-size:12.0pt;mso-fareast-language:EN-US'>Jonmac<o:p></o:p></span></p><p class=MsoNormal><span style='mso-fareast-language:EN-US'><o:p> </o:p></span></p><div style='border:none;border-top:solid #E1E1E1 1.0pt;padding:3.0pt 0cm 0cm 0cm'><p class=MsoNormal><b><span lang=EN-US>From:</span></b><span lang=EN-US> Sujit Roy <triumphstag@gmail.com> <br><b>Sent:</b> 30 June 2020 17:27<br><b>To:</b> John Macartney <John.Macartney@ukpips.org.uk><br><b>Cc:</b> Triumphs <triumphs@autox.team.net><br><b>Subject:</b> Re: [TR] Manual gearbox with J type OD<o:p></o:p></span></p></div><p class=MsoNormal><o:p> </o:p></p><div><p class=MsoNormal>Hello Jonmac,<o:p></o:p></p><div><p class=MsoNormal>Thanks for your email. On the Stag, the engine appears level. The offset is taken up by the engine plate. I dont have my parts book with me but was that engine plate repurposed from a Triumph 2000, 2.5 as there are some oddities on it which don't match up with the bell housing on the Stag.<o:p></o:p></p></div><div><p class=MsoNormal>Regards, Sujit<o:p></o:p></p></div></div><p class=MsoNormal><o:p> </o:p></p><div><div><p class=MsoNormal>On Tue, Jun 30, 2020 at 4:19 AM John Macartney <<a href="mailto:John.Macartney@ukpips.org.uk">John.Macartney@ukpips.org.uk</a>> wrote:<o:p></o:p></p></div><blockquote style='border:none;border-left:solid #CCCCCC 1.0pt;padding:0cm 0cm 0cm 6.0pt;margin-left:4.8pt;margin-right:0cm'><div><p class=MsoNormal>The in line six engine was tilted by six degrees on the Triumph 2000 and 2500 to achieve a low bonnet line. As the Stag was originally planned to have two engines - the 2500 six and the V8, the position of the engine mounts was clearly never changed.<o:p></o:p></p><div><p class=MsoNormal><o:p> </o:p></p></div><div><p class=MsoNormal style='margin-bottom:12.0pt'>Jonmac<o:p></o:p></p><div id="gmail-m_1436546667506141566AppleMailSignature"><p class=MsoNormal>At the Battle of Waterloo, 1815:<o:p></o:p></p><div><p class=MsoNormal>Lord Uxbridge: “By God, Sir - I’ve lost my leg”<o:p></o:p></p></div><div><p class=MsoNormal>Duke of Wellington: “By God, Sir - so you have!”<o:p></o:p></p></div><div><p class=MsoNormal><o:p> </o:p></p></div></div><div><p class=MsoNormal style='margin-bottom:12.0pt'><br>On 30 Jun 2020, at 00:50, Sujit Roy <<a href="mailto:triumphstag@gmail.com" target="_blank">triumphstag@gmail.com</a>> wrote:<o:p></o:p></p></div><blockquote style='margin-top:5.0pt;margin-bottom:5.0pt'><div><div><div><h2 style='margin:0cm;margin-bottom:.0001pt;background:#EBF4F9;vertical-align:baseline;font-size:1.6rem'><span style='font-family:"Arial",sans-serif;color:#111111'><o:p> </o:p></span></h2></div><p class=MsoNormal>While installing the gearbox this weekend on a Stag, I noticed the gearbox is very slightly tilted to the right. I'm wondering if the TR6 which shares a similar looking box is also tilted?<o:p></o:p></p><div><p class=MsoNormal>If it is does anyone know why?<o:p></o:p></p></div><div><p class=MsoNormal style='margin-bottom:12.0pt'>Sujit<o:p></o:p></p><div><div><div><p class=MsoNormal>Sujit Roy<br>Cupertino, California<o:p></o:p></p></div><div><p class=MsoNormal style='margin-bottom:12.0pt'><br><a href="https://triumphstagblog.wordpress.com/" target="_blank">https://triumphstagblog.wordpress.com/</a><o:p></o:p></p></div></div></div></div></div></div></blockquote><blockquote style='margin-top:5.0pt;margin-bottom:5.0pt'><div><p class=MsoNormal>** <a href="mailto:triumphs@autox.team.net" target="_blank">triumphs@autox.team.net</a> **<br><br>Donate: <a href="http://www.team.net/donate.html" target="_blank">http://www.team.net/donate.html</a><br>Archive: <a href="http://www.team.net/pipermail/triumphs" target="_blank">http://www.team.net/pipermail/triumphs</a> <a href="http://www.team.net/archive" target="_blank">http://www.team.net/archive</a><br><br>Unsubscribe/Manage: <a href="http://autox.team.net/mailman/options/triumphs/john.macartney@ukpips.org.uk" target="_blank">http://autox.team.net/mailman/options/triumphs/john.macartney@ukpips.org.uk</a><o:p></o:p></p></div></blockquote></div></div></blockquote></div><p class=MsoNormal><br clear=all><o:p></o:p></p><div><p class=MsoNormal><o:p> </o:p></p></div><p class=MsoNormal>-- <o:p></o:p></p><div><div><div><p class=MsoNormal>Sujit Roy<br>Cupertino, California<o:p></o:p></p></div><div><p class=MsoNormal style='margin-bottom:12.0pt'><br><a href="https://triumphstagblog.wordpress.com/" target="_blank">https://triumphstagblog.wordpress.com/</a><o:p></o:p></p></div></div></div></div><div id="DAB4FAD8-2DD7-40BB-A1B8-4E2AA1F9FDF2"><br />
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