So what were they?

Sorry I forgot, here is the Stag cam timing figures;

Inlet opens 16 degree's BTDC, closes 56 degree's ABDC
Exhaust opens 56 degree's BBDC, closes 16 degree's ATDC

Fairly tame then! Similar to the late PI/TR6 18/58 cam, that was also not known for it's 'sportyness'.
However it makes the Stag's output look quite impressive given it's tame cams. More power and torque than the 150bhp TR6 (really 142, rounded up for good PR), from less sporting cams than the late strangulated 125 bhp PI/TR6. The Stag was quoted straight out of the box at 145bhp, and 170 lb ft. It makes you wonder what a decent set of cams alone might make to a Stag motor? I have always liked the 25/65 cams fitted across the board to late 60's early 70's Triumph's, the Vitesse, GT6, Spitfire MKIII, 2.5PI MK1 and early MKII, etc. That to me seemed to be the best compromise between power/torque/ecomomy/driveabilty, of any standard Triumph camshaft. I'm just about to start building up a Stag motor (no not a 32 valve, not yet anyway!) for our RBRR entry this year, I wonder if I can get someone to grind me up a set of cams to something with a little more 'sparkle'? I know Tony Hart got Piper to grind him a set for his modsports car a few years ago, and that and a set of quad Webers reputedly kicked out 250 horse power. I'm not after that sort of increase, after all once the RBRR is done the car will go back to the school run as the wife's plaything. It might be worth fabricating a set of headers as well, difficult to do a nice job given the constraints of the Stag engine bay, but I can't do any worse than some of the shocking efforts Iv'e seen from other specialists. We bought another Triumph V8 saloon (Rover V8) recently, and the 'performance' tubular headers under that are a sight to behold, bloody terrible!
One other thing to come to light with all of this Stag research, is that a Stag is a full 100lb heavier than a 2.5 saloon, fat b$%@£*d!