Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsThis is where things really started to heat up in British Leyland's battle of the brands, because the Triumph Stag is the reason why the V8-engined MGB came only in GT form.Despite Ken Costello's conversions – and, many years later, Rover Group's RV8 – proving otherwise, British Leyland claimed that the MGB's bodyshell was not structurally able to handle the output of the Rover V8.Former Abingdon staff, meanwhile, will also attest just as strongly that BL held no such tests.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsTutting over with, and the Triumph Stag has become infamous for its reliability issues from new – yet another of many promising BL cars that turned sour in the transition from motor-show pin-up to driveway reality, in this case due to overheating issues with its new 3-litre engine.AdvertisementAdvertisementToday, however, that is now ancient history thanks to the efforts of Stag enthusiasts.Transport yourself back to the early 1970s, and the Triumph would have been the car with the bigger showroom appeal.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsAlthough both have Italian DNA in their styling, the Triumph was fresh, while the MGB GT V8 was a variation on a theme first unveiled in 1965; its soft-top (with optional hardtop) would have further increased market desirability.It was a feature that was denied the MG, unless you paid Lenham to convert your BGT V8 into an ungainly 2+2 drop-top – and precious few did.Sitting behind the wheel of Derek Athey's 1972 Stag (registered in 1977), it is clear that, true to past form, Triumph provided a peculiar driving position.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsThe steering column is quite upright, but the pedals are drastically offset to the right.AdvertisementAdvertisementNot so in Graham Brown's 1974 MGB GT V8, which is far straighter, and more laid-back and GT-like – although the later, more padded MGB seats do poach some headroom.Running both in enclosed form, the MG does a better job of piping its warbling V8 to your appreciative ears.This comes as a surprise, because a roofless Stag supplies its driver and all those around it with a deliciously rich score – but then, the removable hardtop suffers with more wind noise than the fixed-head MG.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsOver our smoothly surfaced test route, it really is hard to separate the ride and handling of these GTs – despite the Stag's independent rear and the MG's manual steering.AdvertisementAdvertisementSo minute are the differences that, in the end, you do wonder: is the Stag's ride more accomplished? Does the BGT V8 have a slightly sportier edge?Boasting a smaller steering wheel than would have been standard, this Stag's helm is in a different league from other examples I've driven.Before, the steering has been so over-assisted and numb that when roll transferred load from the inside wheel, the resultant lightening of the PAS would lead to more lock being involuntarily wound on.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsNot good, but such is not the case with this car: in terms of gearing and weight at speed, it is incredibly close to the MG, only lacking in ultimate feel.AdvertisementAdvertisementAs you'd expect, the MG's larger 3528cc V8 is more effortless with its delivery of 193lb ft. There is no sudden burst of power: it just fires you along with boundless energy.At a mere 2000rpm, the BGT V8 can cruise at 70mph, with 90mph at just over 3000rpm; visits beyond 4000rpm are necessary only for the mechanical sadist.Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsIn the Triumph, the 170lb ft powerplant has a definite moment of glory around 3-3500rpm before building to its peak power at 5500rpm.It must be said, however, that the long, meaty throw of the Stag's gearbox does seem at odds with the rest of the car's control surfaces – so I would certainly concur with Derek's comment that the Triumph is better suited to its optional three-speed automatic.AdvertisementAdvertisementAnd the winner is…Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsIn the end, this is an incredibly close contest, but it comes down to ergonomics.To relish a long-legged GT, it is best to be comfortable, and for that I need a straightforward driving position.I realise that this is a very personal choice, but it is the MGB GT V8 that better fits me.Images: Tony BakerThanks to: the Stag Owners Club; MG Car Club V8 RegisterThis was first in our July 2013 magazine; all information was correct at the date of original publicationFactfilesClassic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsMGB GT V8Sold/number built 1973-'76/2591Construction steel monocoqueEngine all-alloy, ohv 3528cc V8, twin SU carburettorsMax power 137bhp @ 5000rpmMax torque 193lb ft @ 2900rpmTransmission four-speed manual with overdrive, RWDSuspension: front independent, by wishbones, coil springs, anti-roll bar rear live axle, semi-elliptic leaf springs; lever-arm dampers f/rSteering rack and pinionBrakes discs front, drums rear, with servoLength 12ft 11in (3929mm)Width 5ft (1524mm)Height 4ft 3in (1295mm)Wheelbase 7ft 7in (2311mm)Weight 2418lb (1097kg)0-60mph 8.6 secsTop speed 125mphMpg 20Price new £2293Classic & Sports Car – MGB GT V8 vs Triumph Stag: in-house rivalsTriumph StagAdvertisementAdvertisementSold/number built 1970-'77/25,939Construction steel monocoqueEngine all-alloy, sohc-per-bank 2997cc V8, twin Zenith-Stromberg carburettorsMax power 145bhp @ 5500rpmMax torque 170lb ft @ 3500rpmTransmission four-speed manual with overdrive, RWDSuspension independent, at front by MacPherson struts, anti-roll bar rear semi-trailing arms, coil springs, telescopicsSteering power-assisted rack and pinionBrakes discs front, drums rear, with servoLength 14ft 6in (4420mm)Width 5ft 4in (1626mm)Height 4ft 2in (1270mm)Wheelbase 8ft 4in (2540mm)Weight 2807lb (1273kg)0-60mph 9.5 secsTop speed 118mphMpg 20Price new £2399We hope you enjoyed reading. 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