Tri­umph Stag

At this price Paul Hardi­man felt obliged to scru­ti­nise deeply and to nit­pick, but it is a re­ally good, rea­son­ably low-mileage car

Classic Cars (UK) - - Contents -

Clas­sic & Sportscar Cen­tre has sold this 1976-model MKII Stag be­fore – 3000 miles ago, in 2014. Prior to that it had spent some time in North­ern Ire­land. Sup­plied new by Paul Street Garage, Lon­don EC2 to Na­tional Car Parks in West Lon­don it still has its orig­i­nal hand­book and Pass­port to Ser­vice book­let with stamped PDI.

About £5000 has been spent since 2014 and in 2005, at 57,759 miles, just over 7000 miles ago, it had a new wa­ter pump, rear springs, rear brake cylin­ders and three dif­fer­en­tial seals at the cost of £2500. It was rust­proofed at the end of 2016.

The body ap­pears rot-free and looks to have been re­painted, judg­ing from the over­spray on the starter mo­tor. It’s very straight, with good panel gaps and good door fit. There’s no filler in the rear arches and the floor­pans are ex­cel­lent, with just a lit­tle sur­face rust in the seams, as are the chas­sis rails, with light sur­face rust un­der the fronts of the sills. The boot floor and fuel tank are good, with light cor­ro­sion start­ing on the lip of the rear valance. Chrome is all good, though the bumpers have been buffed through to the nickel. The al­loys are mostly un­scuffed, with just a cou­ple of marks right at the edge of the rims. Stain­less trim sill cov­ers and trim strips are all straight, though the wind­screen seal is start­ing to per­ish. Tyres are 2013-dated Run­way En­duros front and 2015-dated Green­ways rear, all with plenty of tread. The spare is an older Fire­stone on a steel wheel with Rostyle trim.

In­side, the vinyl is all ex­cel­lent, with just a bit of wear to the bead­ing on the driver’s outer bol­ster. C&SCC says it would re-foam the driver’s seat for the next owner.

The dash and in­stru­ments are good, with a cou­ple of small marks in the cen­tre con­sole trim. The soft-top is new. Car­pets look so good they must be new too, or at least newer than the rest of the car. The hard­top is good and only the in­te­rior trims to the C-pil­lars com­ing adrift lets it down – easy enough to put right. The ex­ter­nal Mazak cor­ner pieces are start­ing to cor­rode, which is com­mon.

The mo­tor is tidy with no leaks; the in­ner wings ex­cel­lent. The engine fan re­mains, though there’s an elec­tric one in front of the ra­di­a­tor too. Oil is dark­ish and full, and the coolant blue/green.

It starts eas­ily and drives well with smooth gearchanges, though when ma­noeu­ver­ing, drive takes up with a bit of a clunk as you shuf­fle be­tween D and re­verse. The steer­ing col­umn is loose but would take sec­onds to tighten up. Brakes pull up straight and smooth. Tem­per­a­ture stays a third of the way up the gauge, and the volt­meter is steady on 13. There’s no oil pres­sure gauge.

The MOT runs un­til De­cem­ber 15, and it’s sup­plied with two sets of keys, orig­i­nal hand­book, sales brochure, Bri­tish Ley­land war­ranty card and orig­i­nal stereo man­ual and wiring di­a­gram. I’ve listed lots of lit­tle cos­metic glitches, as for £20k you feel en­ti­tled to nit­pick, but over­all this is a good ex­am­ple with rel­a­tively low mileage.

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