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Triumph Stag (1972) classic sports car & what it is worth

What is it Worth for a Triumph Stag (1972) classic sports car. For this estimated value the Triumph Stag (1972) classic sports car must be similar or match the information provided.

Posted by worthmoney on July 13, 2017

what is it worth,money


Triumph Stag (1972) classic sports car

 

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What is it Worth for a Triumph Stag (1972) classic sports car. For this estimated value the Triumph Stag (1972) classic sports car must be similar or match the information provided.

Description : Triumph Stag (1972) classic sports car

The bodywork is very straight with a smart paint finish and the car has recently benefitted from bodywork to include new door skins for the first time. The car is structurally excellent and presents well. The interior is totally original, a little untidy in places but vinyl seat covers are still in good order, carpets and door cards are excellent. With top class MKI examples now commanding over £25,000/£30,000, this is a car that offers superb value. Recent expenditure totalling around £3000 includes a rebuilt overdrive unit, brand new rear bumper and new soft top hood. This is by no means a show car, but a superb driving Stag that with some careful detailing and TLC, can be taken to the next level.

This largely original, low mileage manual Triumph Stag offers an excellent opportunity. Firstly the car is the highly desirable MKI model, with preferred manual transmission and overdrive, and has covered just 80,000 miles from new and is still in original specification. Further to this, the car comes with a wonderful history to include original bill of sale, Triumph Motor Company Limited correspondence, MOT's back to 1980 when the car was eight years old and invoices for various work carried out over the years.

Make Triumph
Model Stag
Model name Stag
Series n.a.
Year of manufacture 1972
Chassis number n.a.
Gearbox number n.a.
Report n.a.
Condition category n.a.
Mileage 80,000 mls
Previous owners n.a.
First registration n.a.
Engine number n.a.
Matching numbers n.a.
Technical details
Body style Convertible
Power (kw/hp) 108/145
Cubic capacity (ccm) 2,997
Cylinders 8
Doors 2
Steering Right (RHD)
Transmission Manual
Gears 4
Drive Rear
Front Brake Disc
Rear Brake n.a.
Fuel Petrol
Individual configuration
Exterior colour White
Manufacturer colour name n.a.
Sunroof No
Folding roof No
Power Assisted Steering No
Central locking No
Electric windows No
Interior colour Black
Interior material Leather
Electric heated seats No
Air conditioning No
ABS No
Airbag No
Cruise control No

Information about the Triumph Stag

Envisioned as a luxury sports car, the Triumph Stag was designed to compete directly with the Mercedes-Benz SL class models. All Stags were four-seater convertible coupés, but for structural rigidity – and to meet new American rollover standards of the time – the Stag required a B-pillar "roll bar" hoop connected to the windscreen frame by a T-bar. A removable hardtop was a popular factory option for the early Stags, and was later supplied as a standard fitment.

The car started as a styling experiment cut and shaped from a 1963–64 Triumph 2000 pre-production saloon, which had also been styled by Michelotti, and loaned to him by Harry Webster, Director of Engineering at Triumph. Their agreement was that if Webster liked the design, Triumph could use the prototype as the basis of a new Triumph model. Harry Webster, who was a long time friend of Giovanni Michelotti, whom he called "Micho", loved the design and took the prototype back to England. The end result, a two-door drop head (convertible), had little in common with the styling of its progenitor 2000, but retained the suspension and drive line. Triumph liked the Michelotti design so much that they propagated the styling lines of the Stag into the new T2000/T2500 saloon and estate model lines of the 1970s.

The car was launched one year late in 1970, to a warm welcome at the various international auto shows. The Stag rapidly acquired a reputation for mechanical unreliability, usually in the form of overheating. These problems arose from a variety of causes.

First, the late changes to the engine gave rise to design features that were questionable from an engineering perspective. For example, the water pump was set above the engine. If the engine became hot in traffic, coolant escaped from system via the expansion bottle and the overall fluid level then fell below the level of the pump. As well as preventing coolant from circulating, this also caused rapid failure of the pump. Even when the system was topped up again, the failed water pump would not circulate coolant and further overheating ensued. Water pump failures also occurred due to poorly hardened drive gears, which wore out prematurely and stopped the water pump.

A second cause of engine trouble was the choice of materials. The block was made from iron and the heads from aluminium, a mixture that required the use of corrosion-inhibiting antifreeze all year round. This point was not widely appreciated either by owners or by the dealer network supporting them. Consequently the engines were affected by electrolytic corrosion, so that corroded alloy debris came loose and was distributed around inside the engine.

A third cause of trouble was the engine's use of long, simplex roller link chains, which would first stretch and then often fail inside fewer than 25,000 miles (40,200 km), resulting in expensive damage. Even before failing, a stretched timing chain would skip links and cause valves to lift and fall in the wrong sequence, so that valves hit pistons and damaged both.

Another problem with the cylinder heads was the arrangement of cylinder head fixing studs, half of which were vertical and the other half at an angle. The angled studs when heated and cooled, expanded and contracted at a different rate to the alloy heads, causing sideways forces which caused premature failure of the cylinder head gaskets. Anecdotally this arrangement was to reduce production costs as the cylinder head mounting studs and bolt were all accessible with the rocker covers fitted. This allowed the factory to completely assemble the cylinder head assembly before fitting to the engine. However this was not possible in the end due to the cam chain fitting and setting of the cam timing requiring the removal of the rocker covers.

Finally, although pre-production engines cast by an outside foundry performed well, those fitted to production cars were made very poorly in house by a plant troubled with industrial unrest and poor quality control. Poor manufacturing standards also gave rise to head warpage, and head gaskets that restricted coolant flow, which also led to overheating.

This combination of design, manufacturing and maintenance flaws caused a large number of engine failures. Time magazine rated the Triumph Stag as one of the 50 worst cars ever made.

At the time, British Leyland never provided a budget sufficient to correct the few design shortcomings of the Triumph 3.0 litre OHC V8. Another problem was that the Stag was always a relatively rare car. British Leyland had around 2,500 UK dealers when the Stag was on sale and a total of around 19,000 were sold in the UK. Thus the average dealer sold only seven or eight Stags during the car's whole production run, or roughly one car per year. This meant that few dealers saw defective Stags often enough to recognise and diagnose the cause of the various problems.

The last production Stag (BOL88V) is kept at the Heritage Motor Center

 

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WHAT IS IT WORTH IN MONEY INFORMATION

SELLING – If you want to sell this item or similar expect to get between the following amounts if selling on-line: Between $25,699 Australian and $27,699 Australian in good used condition

BUYING – If you wish to buy this item on-line or a similar item on-line it’s a bargain if less than the following amount: $24,000 Australian in good used condition

PAYING TOO MUCH– if more than: $30,000 Australian in good used condition

VALUE – This items full estimated value at the date of posting taking into account on-line and offline prices: Our estimated value is Between $27,000 Australian and $28,000 Australian in good used condition

BRAND NEW PRICE IF AVAILABLE - n/a

BRAND NEW PRICE online download - n/a

KEEPING – If you’re thinking about keeping this item or a similar item for it to grow in value we suggest the following Waiting for at least 10 years for this item to grow in value!

AUCTION START PRICE – If you’re thinking about selling this item on-line at an auction site we suggest a minimum starting price of $23,000 Australian in good used condition

IS THIS ITEM RARE ON A SCALE OF 1 to 10 (10 is extremely rare) 6.5

TIPS FOR GENUINITY - Photos if online, long detailed description, good selling reputation

IS THIS A POPULAR ITEM ( 1 = not popular / not wanted 10 = Highly popular / wanted item ) - 6

ONE SOLD ONLINE FOR - not available yet

We hope you enjoy searching for one specific item or perhaps you might just enjoy having a look through the many different items with values! You never know what memories they might re-spark for you. All the information provided is to be used as helpful free information to anyone who wishes to use it! How much is this worth? How much is it worth? Or its estimated value is? Are always popular questions! Our aim is to answer these questions for free by providing examples in a video clip demo or a photograph plus describing each item as well as we possibly can! If you have any suggestions or ideas feel free to let us know at any time!

All the information contained is from our combined personal experiences including my own. The information has been researched by us on-line, in books, At Antique stores, at land based Auctions, from DVD references, from magazines or at the library in books! If we really have great difficulties we will ask fellow collectors or Antique dealers around our local area. We don’t claim to be experts on everything but are quite happy with our estimates most of the time.

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Tags : Triumph, Stag, 1972, classic, sports, car, what it is worth, Triumph Stag, classic sports car

 

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