The archive itself
Changelog
This page records substantive changes to the archive: corrections, new pages and material withdrawn. Small edits such as wording and typography are not listed. Where a reader or a check on the ground prompted a correction, the source is named.
Commission plate location corrected
Corrected the commission plate location (left-hand door shut pillar), explained commission number prefixes and suffixes, and added the 1970 launch roof options.
Mice, rats and a stored car
Storage article: new section on mice, rats and a stored car.
Where the Stag was built
Added a short section on where the Stag was built to the history page.
Triumph Cars Compared
Added Triumph Cars Compared, 1923 to 1984
Triumph: The Complete History
Added Triumph: The Complete History, 1886 to 1984
Building the Stag at Speke
Added John Barron's recollection that when No. 2 plant closed, all the parts stock was crushed and sent for scrap.
Building the Stag at Speke
Clarified that John Barron worked in both plants as a Production Engineer, and that after No. 2 plant closed the TR7's bodies came from Swindon, with assembly at Canley and later Solihull.
Building the Stag at Speke
New page: Building the Stag at Speke, the recollections of John Barron, Industrial and Production Engineer at Triumph's Speke plants from 1974.
Correction: no metallics, and no black, from the Speke paint shop
Withdrew the claim that the Stag was offered in metallic colours, and recorded that no Stag was painted black or metallic at the Speke plant, on the recollection of John Barron, engineer at Triumph's Speke No. 2 plant from 1974.
Correction: wheels, sanctions and badge inserts
Corrected wheels (steel with all-chrome trims on 1973–75 cars; alloys optional until standard from October 1975), added the factory's sanction numbers and the grey-to-black badge change. Thanks to a reader for the correction (sources: Rimmer Bros, Practical Classics, Classic & Sports Car).
Correction: where the Stag was built
Corrected where the Stag was built: bodies were built, painted and trimmed at Speke, Liverpool, with final assembly at Canley, Coventry. Thanks to John Barron, who worked at the Speke plant for the correction (source: AROnline).
FAQAROnline, Triumph Stag development story: https://www.aronline.co.uk/cars/triumph/stag/triumph-stag-development-story/
A new way to describe a symptom and find the right page
Owners can now describe an engine symptom in their own words and be pointed at the fault-finding entries and guides that cover it. The matching is done against a fixed catalogue of pages that already exist here, so it can only link to the archive's own material, and it quotes no figures of its own. It is a finding aid rather than a diagnosis, and the fault-finding index and guided diagnostics remain the places to browse.
The V8 engine guide deepened on reliability and fixes
The V8 engine guide now sets out the modern remedies fault by fault, cooling and corrosion, seeing both banks with a second temperature sender, heads and studs within the accepted skim limit, timing chains renewed as a service item, and the bottom end's need for clean oil, and adds a frank passage on what reliability actually means on a Stag in 2026. The page also now links directly to the archive's detailed guides on overheating, cooling upgrades, timing chains and cylinder heads.
Correction: US sales figure verified and reinstated
The archive previously withdrew the figure of 2,871 Stags sold in the United States because it could not verify it, and said the Triumph Stag Club of the Americas was the right place to establish the number. We asked them. Their editor, Terence McKillen, went to the records of the US distributor, Jaguar Cars of Leonia, New Jersey, and documented 2,871 sales. The sourced figure is now reinstated, with the year-by-year breakdown of 552 in 1971, 807 in 1972, 1,100 in 1973, 407 in 1974 and 5 in 1975. The 1974 and 1975 cars were remaining 1973 models. The Federal-spec guide also now records the American introduction and withdrawal and begins a dated register of Federal cars delivered new outside the USA.
US Federal-Spec Triumph StagResearch by the Triumph Stag Club of the Americas, documented by editor Terence McKillen and supplied directly to The Stag Archive in September 2026.
Publication dates now come from one source across the whole site
The archive keeps every page's first-published and last-reviewed date in one file, and the footer line at the bottom of each page reads from it. The structured data did not always agree. Twenty-six pages held a review date and showed it to the reader while publishing no date at all in their structured data; they now publish it. Eleven pages carried their own hardcoded dates instead of reading the shared file, and one of those had already drifted, telling search engines it was reviewed on 6 September while its own footer said 31 August; all eleven now read the same source, and that contradiction is gone. Two sitemap entries also overrode the shared file with dates that had fallen behind it, so those overrides have been removed and the sitemap reads the same source as everything else.
Correction: the archive network now named in full
The author has added two more archives to the network, a Jaguar E-Type archive at jaguaretype.org and a Jaguar Mk2 archive at jaguarmk2.com, but the press kit's long boilerplate still described the network as covering only the Giulia Spider, the MG T-Series and the AC Aceca. That wording is the text journalists and clubs are invited to copy verbatim, so the omission propagated outward every time it was used. The boilerplate now names all five, and the sitewide author structured data does the same: its description names the two Jaguar archives alongside the others, and its list of the author's sites now matches the one published on the about page.
Correction: the history page's export figure
The history page gave 6,780 Stags as exports against 17,819 UK-market cars, which does not add to the 25,939 total in the same sentence. The export figure is now 8,120, the total published on the production data page and backed there by a year-by-year table whose UK and export columns sum to exactly those two figures. The page also withdrew its claim that roughly 2,871 Stags went to the United States, which was unverified; the specifications page already states that the UK, export and US split is omitted pending verification against Stag Owners Club or factory records, and publishing a US figure on another page contradicted that. In its place the page now says plainly that a US-market figure has not been verified and is therefore not published, and that the Triumph Stag Club of the Americas is the right place to establish one.
HistoryProduction figures: Stag Owners Club / DVLA, as published on the production data page. The arithmetic error and the unverified US figure were found on internal audit.
The storage guide gathered up, and a coolant contradiction settled
The guide to storing a classic car was titled and described around dehumidifiers, which is only part of what it covers and not what people search for, so both now lead on winter storage and lay-up. Its article dates are published as structured data for the first time, three questions about unheated garages, cold and how long a car can stand were added to its FAQ from material already on the page, and its section navigation was rebuilt to match the document. The Ownership hub told readers to drain the coolant and leave it empty for a long lay-up while the storage guide called for a refill with corrosion-inhibited antifreeze; the hub now agrees with the guide and points to it rather than competing with it. Three internal links were straightened out, the storage guide and the winter driving page now link to each other, and the site-wide FAQ and the new owner's guide both reach the storage guide for the first time.
Contact messages: one verified sender, and a record of what was delivered
Messages sent through the contact form were notified by email from a sandbox sender address rather than from the archive's own verified domain, and the subject line ran the standing text and the enquirer's subject together without punctuation. Both are fixed, and the notification now uses the same sender as the welcome email. More importantly, a failed notification used to disappear in silence: every outcome reported success. Each message now records whether its notification was delivered and, if not, what went wrong, and a new admin-only page lists the messages with any failed notification marked at the top. A visitor is still told their message was sent, because it was; what is being recorded here is the alert, not the message.
Search logging: failures no longer vanish, and clicked results are counted
Two faults in the site search log. A failed write was discarded without inspection, and because the query had already been marked as logged, one failure blacklisted that query for the rest of the visit; a failure is now noticed, reported to the console and rolled back so the next attempt can succeed. And anyone who clicked a result within nine tenths of a second of their last keystroke was never recorded at all, because closing the overlay cancelled the pending write. The search is now logged before the overlay closes. Nothing about the search itself, or how it looks, has changed.
Valve clearances: why the manual never says hot or cold
The archive has been publishing, honestly, that it could not find the Repair Operation Manual stating whether valve clearances are set hot or cold, and would not assume. Both relevant sections have now been read at source and neither gives a qualifier. The operation itself explains why: checking the clearance means taking the camshaft covers off and putting a feeler gauge between cam heel and tappet, and adjusting it means lifting the camshaft off and swapping selective pallets measured with a micrometer, so the engine is necessarily cold by the time anyone takes a reading. The question only arises where there is a screw and locknut, and the Stag has none. On that reading, which is the archive's own, Rimmer Bros stating cold is not a contradiction of the factory. The specifications page has also gained the manual's own target figures, 0.017 and 0.009 inches each plus or minus a thousandth, and a new section explaining the pallet arithmetic, including a transposed nought in one of the manual's worked examples. The cylinder heads page has gained the instruction that head studs are fitted to full depth of thread finger tight, the camshaft bearing cap and camshaft cover torques, the annular groove that identifies the left hand camshaft, and an inconsistency in the manual's inlet valve seat dimension where the inch and millimetre figures do not convert to each other.
SpecificationsTriumph Repair Operation Manual, Section 12, operations 12.29.18, 12.29.27, 12.29.34, 12.29.48 and 12.29.76, read at source.
Correction: compression ratio, carburettors and spark plugs, from the manual itself
The archive has obtained the factory Repair Operation Manual and read Section 05, Engine Tuning Data, at source. Three published figures were wrong. The compression ratio was given as a single 8.8:1 with the other figures in circulation recorded as a disagreement between sources; there was no disagreement, and the ratio changed by year and market, 8.8:1 to 1972 and 9.25:1 from 1973 on home and general export cars, with USA cars falling to 8.0:1 and then 7.75:1 as emission requirements tightened. The carburettors were given as 175 CDSE, which is the 1970 USA unit; home market 1970 cars have CD2S and the type changes with year and market thereafter. And the archive recorded the manual and Rimmer Bros as disagreeing over the spark plug grade when the manual in fact lists Champion N-11Y or N-12Y together on one line, so the disagreement was an artefact of a partial transcription. The plug gap is corrected from 0.6 mm to 0.64 mm. Idle speed has also been reframed: the manual gives 650 to 850 rev/min hot, agreeing with Rimmer Bros, while the Service Training Notes give 600 to 650, so the disagreement is between two factory documents rather than between the factory and a supplier.
SpecificationsTriumph Repair Operation Manual, Section 05, Engine Tuning Data, page 05-1, read at source.
The ballast resistor disappears at commission number LD/LE 20001
The archive published this afternoon, from a general Lucas manual, the caution that a ballast resistor does not always take the form of a porcelain block and is sometimes a resistive cable instead. The factory manual makes that specific and dated for the Stag: a Lucas 3BR resistor of 1.3 to 1.4 ohms was fitted only up to commission numbers LD/LE 20001, and after that the ballast is a resistance wire of 1.3 to 1.5 ohms built into the harness with no separate block at all. An owner of a later car hunting for a block will not find one, and may fit the wrong coil on the strength of it.
Electronic ignitionTriumph Repair Operation Manual, Section 05, Engine Tuning Data, page 05-1.
Coil primary resistance published, and the confirmation of the firing order
The ignition parts page now carries the factory coil specifications, which the archive said this afternoon it did not have: a Lucas 16C6 on earlier models at 1.43 to 1.58 ohms primary winding resistance, and a Lucas 15P6 or 15C6 on later models at 1.30 to 1.45 ohms. The owner in the misfire thread reported 1.7 ohms, which is above both ranges, and the page now says so. Separately, and worth recording, the manual confirms at source the firing order 1-2-7-8-4-5-6-3, number one cylinder at the front of the right hand bank, and the instruction to time the engine on number two cylinder at the front of the left hand bank. The firing order was corrected in September after a club member reported the error, and the factory document now confirms he was right.
Spark plugs, coil & firing orderTriumph Repair Operation Manual, Section 05, Engine Tuning Data, page 05-1.
Lucas's own figures, for the starter and the ballasted ignition
A Lucas fault diagnosis manual has given the archive figures it has spent two days saying it did not have. The electrical guide now carries the maximum permitted voltage drop on the starter installation, half a volt, against Lucas's general rule of ten per cent of system voltage; the battery terminal voltage to expect under load; the minimum state of charge before any of it means anything; the test that separates a faulty solenoid from high resistance in the circuit feeding it; and the bonding strap, which the archive had never mentioned and which Lucas say can immobilise a vehicle. The tuning guide has gained the ballasted system figures, including the approximately six volts to expect at the coil positive terminal with the ignition on and the contacts closed, the test that confirms the ballast is being shorted out while cranking, and Lucas's explanation of why a ballast coil runs cooler: the resistor dissipates part of the heat, so a coil whose ballast has been bypassed carries a thermal load it was not designed for. A short wire colour reference has been added for the circuits those pages discuss, cited as a forum compilation rather than as a Lucas publication. What the archive still does not have is a coil primary resistance figure, or whether the Stag's original starter was an inertia or a pre-engaged type, and both are stated on the pages.
ElectricalLucas Fault Diagnosis Service Manual, Catalog No. XIA116, and an uncredited compilation of the Lucas wiring colour code, both consulted as copies circulated on the Stag Owners Club forum.
The starter that hammers, and the connection nobody suspects
The electrical guide had nothing at all about starting. It now explains what a rapid hammering from the starter actually means: the solenoid pulling in and dropping out as the supply collapses under the motor's load, which is a supply or earth fault rather than a failed starter. A Stag Owners Club thread of September 2026 records one owner tracing exactly that symptom to a corroded battery quick disconnect on the negative pole, having traced the same symptom two months earlier to a loose negative cable, neither of them original equipment. A second case on the same thread, triggered by heat and not helped by a booster pack, is recorded as unresolved, together with the observation that the fault in that car predated the high torque starter fitted to cure it. The diagnostic tree has been sharpened to match.
ElectricalStag Owners Club forum, starter motor thread, September 2026.
Correction: the Stag has one fuel pump, not two
The interactive diagnostic tree told readers to check the twin electric fuel pumps in the boot. The Stag has a single SU electric pump. The wording is corrected in every node that carried it, and the diagnostic now points a reader with a silent pump at the inertia cut out switch first. The fuel pump page has also gained the pump's location, in the boot area beside the tank, on the evidence of a published restoration account, together with the practical detail that the spare wheel and boot floor have to come out to reach it. Some owners fit an additional lift pump, which is the likely origin of the error, and the page now says so.
Fuel pumpOwner's own knowledge, the Rimmer Bros parts catalogue, and a Bridge Classic Cars restoration account of April 2025.
Fuel pump: pressure, flow, and where replacements come from
A Stag Owners Club forum discussion of October 2024 offers a reading of the 2.7 lb/in² figure that circulates for this car: that it is the maximum the carburettors will take rather than a delivery target, that around 2 psi is sufficient, and that flow matters more than pressure. That is recorded as a reading rather than resolved, since the archive still has not read the factory data at source. The page also now names Burlen as an OE specification source and the ECCO pump sold as AZX1311Z, with a club moderator's account of running one for 45,000 miles since 2010.
The coil that fails when hot, and how to find the cylinder banks
Two additions from the club forum. The ignition parts page now covers a coil that breaks down when hot with no ballast mismatch at all, including the rule that a coil should get warm but never too hot to touch, a free roadside test using chilled water, the fact that a brand new coil is not an alibi, and the point that a coil sitting down against the block runs hotter than one raised off it. The thread is unresolved and the page says so. Separately, the V8 engine page now records that both cylinder heads carry RH and LH cast into the face of the timing chain case, and that the right hand head is the one carrying the power steering pump, which gives a reader a physical way to identify the banks rather than counting.
Spark plugs, coil & firing orderStag Owners Club forum threads of October 2024 and September 2026.
The fuel pump, and the switch that stops the car
The archive published nothing at all about the Stag's fuel pump. It now has a page: the SU electric pump and the absence of any mechanical one, how the throw over mechanism works and why the rate of ticking is a diagnosis rather than a noise, the volute spring that sets the pressure so that voltage cannot raise it, the diode that makes the AZX series polarity sensitive, points against electronic, the service part numbers, and the fibre banjo washers that sit between the pump and ethanol blended petrol. Most usefully it records the inertia cut out switch on the right hand bulkhead beside the fuse box, which trips on a pothole or a slammed door and leaves a car apparently dead. Several things the archive cannot yet establish are stated on the page, including the delivery pressure, the pump's factory location on the car, and when the inertia switch was introduced.
Fuel pumpPrompted by Bill Roach, who pointed out that the Stag V8 never had an engine driven fuel pump.
Valve clearances and oil pressure published, with the inlet disagreement stated
Both were missing from the archive entirely. The exhaust valve clearance of 0.016 to 0.018 in is agreed by the Repair Operation Manual and by Rimmer Bros. The inlet is not: the manual gives 0.008 to 0.010 in and Rimmer gives 0.006 to 0.008 in, and the two ranges meet at exactly one value, so 0.008 in is the only figure that satisfies both. That is published as a disagreement rather than resolved silently. The manual as transcribed does not say whether the engine should be hot or cold, and the archive says so instead of assuming. The page also now records that clearances are set by swapping selective pallets with the camshaft off rather than by a screw and locknut, which makes it a much larger job than most owners expect. Oil pressure is given as approximately 40 psi at 1,000 rpm with the relief valve opening at about 50 psi, and the warning light figure of three to five pounds is published with the point that the light goes out at about a tenth of running pressure and is therefore a catastrophe warning rather than a low-pressure one.
Cooling figures published, and the thermostat trap nobody mentions
The archive argued that the Stag's reputation rests on a marginal cooling system and then published none of the figures a reader needs to act on it. The thermostat opening temperature of 82°C, the system pressure, the coolant capacity in imperial pints, the fan specification and the antifreeze standard are now given, with the factory General Specification Data and Repair Operation Manual named. The specifications page has gained a cooling table and a full capacities table, neither of which existed before. More importantly, the cooling upgrades guide now explains the bypass port and the blanking disc: a Stag thermostat has to close the bypass as it opens to the radiator, most thermostats have no blanking disc to do it, and fitting one of those gives a car a new thermostat and a worse cooling system with nothing looking wrong. Three units that do have the disc are named. The automatic transmission capacity now carries both the factory figure and the Rimmer Bros from-dry figures, because they are probably measuring different things and the archive is not going to choose between them silently.
Correction: the car was not collected and returned mid-restoration
Two pages said or implied that the car came home part way through and went back again. That is wrong. The car stayed at Malton Coachworks throughout the restoration itself, was collected at the end of March 2026, and returned once in June for part of the top section to be resprayed. A passage generalising from the error, to the effect that a restoration never ends on the day you collect the car, has been narrowed to what the documents actually support. The correction came from the owner.
The restoration record gets its seat foam photographs and its ending
Three photographs have been added to the seat foam section: the base cushion out of the car after fifty years, the rubber diaphragm with what was left of the original foam broken down to crumbs, and the original covers back in the car over new foam. Two closing sections have been added in the owner's own voice. The first sets out why a good car was restored at all, and gives the credit for its survival to fifty years of previous owners rather than to the factory. The second argues that the Stag's bad press was largely deserved but that its faults were fixable, that the car is better looking than its rivals and sounds better than the Rover V8 it is so often said to deserve, and that the point of the exercise is not money but keeping a car that was never quite allowed to deliver alive and on the road.
Restoration record gains the seat foam, and what separates a good job from a cheap one
The documented restoration page has gained a section on the seat foam, replaced on the first day alongside new diaphragms, which is the part of a fifty year old car that fails invisibly under a cover that still looks respectable. It has also gained a section setting out what separates a professional restoration from a cheap one, argued entirely from the documents already on the page: a workshop that writes down that the car is sound, that bundles jobs to cut the bill, that talks the owner out of two of them, and that spends sixty four and a half hours preparing a car before any paint. A sentence saying the account was incomplete has been removed, because the invoice it referred to was not missing after all. The radio is now recorded as a period-style Retrosound fitted in place of the car's eight-track player.
KKH 295N restoration record corrected against the workshop's papers
The featured car page described the 2025 to 2026 restoration from memory rather than from the documents. Checked against the workshop's inspection report, estimates, job sheets and invoices, five statements were wrong or incomplete. The work ran to June 2026 rather than March. The underside was stripped to bare metal and coated in epoxy and Raptor rather than resprayed, while the top half was resprayed without being stripped. The gearbox was overhauled by a specialist rather than in house. The front seats were rebuilt on new diaphragms and base foams rather than re-upholstered. The clutch, the door gapping, a seized brake pressure differential valve and a fractured overdrive solenoid were not mentioned at all. The page now also states plainly that the car belongs to the author and that the archive and the restoring firm link to each other.
A restoration documented from the workshop's own papers
A new page sets out one Triumph Stag restoration from the workshop's inspection report, estimates, job sheets and invoices, October 2025 to June 2026. It records what a professional found on a car that was already good, that the cost overrun came from the running gear rather than the structure, that preparing the body for paint took 64.5 hours on its own, and that the car went back three months after it came home. Costs are not published at the owner's request. The car is the author's own and the relationship with the workshop is disclosed on the page.
Torque figures published
The archive has reversed its policy of withholding torque figures. The withholding was justified on copyright grounds which do not apply to a figure, since a figure is a fact. The cylinder head figures and the tightening sequence are now published with their sources, and two disagreements are set out: the Service Training Notes give 50 to 55 lbf ft rather than a flat 55, and a Triumph Stag Club of the Americas technical article argues that the manual's figures were estimates rather than derived for this engine. Bottom end figures from a single uncorroborated source are published separately and marked as such.
Cylinder heads & head gasketsVintage Triumph Register transcription of the Repair Operation Manual torque data; Triumph 2997cc V8 Engine Service Training Notes; Triumph Stag Club of the Americas technical article on cylinder head fastening.
Audit of published figures
An audit following the firing order correction found four further figures that belonged to other engines or other variants: the dwell angle, which was the single point figure and also the Rover V8 figure, where the standard Stag distributor is twin point; the spark plug grade, which was a TR6 heat range; the idle speed; and the automatic gearbox oil capacity, which matched neither Borg-Warner box. The ignition timing, the gearbox and overdrive capacities, the fuel tank capacity and the top speed have been made specific by variant rather than given as single figures, and sources are now named alongside the figures they support.
Tuning referenceInternal audit prompted by the firing order correction reported by Bill Roach. Figures checked against Rimmer Bros, the Repair Operation Manual General Data, the Triumph 2997cc V8 Engine Service Training Notes and the Motor Sport road test of October 1970.
Firing order corrected
The archive published the Triumph Stag V8 firing order as the Chevrolet small block sequence, and it was wrong. The correct order is 1-2-7-8-4-5-6-3. It has been corrected on every page that carried it, in the search index and in the structured data. The cylinder numbering has been added at the same time, because a firing order is close to useless without it, and the site had previously told readers to look it up elsewhere. A corrupted passage on the ignition parts page, left by an earlier failed attempt at this same correction, has been rewritten.
V8 engineReported by Bill Roach, citing the Stag Repair Operation Manual. Checked against the Vintage Triumph Register's Stag material and against Rimmer Bros, both of which give 1-2-7-8-4-5-6-3.
A page on Stag tyre pressures
Searching for Stag tyre pressures returned generic modern-car figures, one of them 34 psi as a single number for both axles. The archive now gives 26 psi front and 30 rear cold with its sources, reports the period Pirelli data that disagrees with Michelin, and explains why a universal figure cannot be right for this car.
Tyre pressuresRimmer Bros vehicle information, period Michelin and Pirelli fitment data reproduced by Longstone Classic Tyres, TyreSafe, Toyo technical guidance and the FBHVC.
A page on the Triumph Stag battery
Added a guide to the Stag's battery: the factory 56 Ah negative-earth specification, the type 071 modern replacement, the lead change at commission number LD20001, and why the tray underneath matters more than the battery itself.
BatteryRepair Operation Manual data by way of published transcription and the Rimmer Bros catalogue.
A page on what a Stag actually returns for fuel
Fuel consumption was answered online only by specification scrapers, one of which calls the Stag front-wheel drive. The archive now gathers owner-reported figures with the conditions attached, explains the imperial, US and metric unit confusion, and covers heavy consumption as a fault to diagnose.
Fuel consumptionOwner reports from the Stag Owners Club forum, PistonHeads and Fuelly.
A page on driving a Stag through winter
Everything published about classics and winter is about laying a car up, so the archive now covers the other choice: using one through the season, the salt routine that decides whether it goes well, and underbody protection weighed without recommending any product.
Homepage rewritten and the-car repositioned
The homepage carried about 150 words and competed with the-car for the same terms. It now explains what the archive is, who writes it and why, and the-car reads as the history and variants page.
A dedicated overheating page
The cooling material sat under a title about upgrades, which is not what somebody searches for when their car is running hot. Overheating now has its own page.
Colours and paint codes
Added a page on the paint and trim coding system, the commission plate, and the change from numeric to three-letter codes in March 1977. It does not publish a colour list, because no verified one could be sourced.
A first-month guide for new owners
Added a page for somebody who has just bought a Stag and does not know where to start, including the recommendation to join the Stag Owners Club.
Journal entry: over the tops to Goathland
Added a first-hand journal entry, a drive from Thornton-le-Dale to Goathland in KKH 295N.
AG Classic Car Tuning entry reframed
The panel read as a paid placement. It now states plainly that this is a personal recommendation following work on the author's own car, that nothing was paid and no arrangement exists. The telephone number and email address were removed.
Owner registry withdrawn from public view
The Stag Owners Club maintains its own register and this archive has no wish to set up a rival to it. The registry pages remain, out of public view.
Sign-in and event submissions withdrawn
Visitors were being invited to create accounts, and the event submission form wrote to a table nothing read. Both are gone from public view.
Privacy, cookies and terms published
Added the three legal pages, written from an audit of what the site actually collects rather than from a template.
Gallery photographs credited
The gallery photographs are used with the permission of Classic and Sports, and now say so.
Spotted an error? The contact page is the way in, and corrections are recorded here.
Last updated . First published .