1972 TRIUMPH STAG

Make: TRIUMPH
Model: STAG
Registration: EWF 761L
Engine Size (cc): 3528
Current Speedometer Reading: 99,807
Year of Manufacture: 1972
Date First Registered: 11/12/1972
Current V5: YES
Location: PICKERING
You can view from: Wednesday 18 June 2025 - Tuesday 24 June 2025

Current V5 present. Paperwork includes a wallet containing the owner's handbooks, including a service book with 3 stamps, MOT certificates, a printed sales and service manual, wiring diagrams, and numerous invoices.

The vendor has provided the following:

• 1972 Triumph Stag EWF 761L
• Supplied new by Robert B.Massey & Co. Ltd of Market Weighton, East Yorkshire, on 12th December 1972
• 3 previous owners and in the same family since 1981
• MOT and tax exempt, current mileage is 99807
• MOT exempt but recently checked over by Turner and Sellers, Hessle
• Extensive restoration undertaken by Tim Willis of Willow Triumph completed in 2013 at 92337 miles
• Documented with photos and invoices throughout the restoration
• In summary, work at Willow Triumph included the following (this is not exhaustive, but to give you an idea of what was involved):
• Bodywork repairs and/or new panels (where required/available) to areas including inner/outer rear wings, damper mounts, rear vallance, boot floor and rear seat panel, front wheel arches, radiator crossmember, front inner wings, chassis legs, crossmembers, inner/outer sills, floor pan sections, outriggers. All repairs primed and seam sealed as required. Underside finished with two coats of stonechip and painted with 2k base and lacquer
• Refurbished rear subframe, suspension, differential, and prop-shaft assemblies. Polybushes used where available, new springs, dampers, and re-manufactured (Chris Witor) drive shafts fitted.
• Refurbished front suspension, cross member, and steering assemblies. Polybushes used where available, new springs and dampers fitted
• Chris Witor supplied fast road springs / KYB dampers – only slightly firmer than original and much less “wallowly” compared to the stock set-up
• Brakes overhauled with the addition of new calipers/pistons/linings/pads/braided hoses/brake lines throughout
• All other systems recommissioned throughout the car and body prepared for full respray
• New hood installed and new carpets fitted. The original Triumph V8, gearbox, and carbs had been sent off to Rimmer Bros for refurbishing back in 2004, but never returned. Because of this and my original budget being blown several times over, I decided to go with a Rover V8 and LT77 conversion. I supplied the parts, and Tim continued with the hard work:
• Install and fit Rover V8, 5-speed box, and all ancillaries. The engine is originally from a Range Rover Classic; therefore, the “flapper” EFI system was swapped for an Offenhauser manifold and Holley 390 4-port carb so that no cutting or bulges were needed over the bonnet
• Full stainless steel exhaust system supplied and front sections adapted to suit Rover manifolds (have kept original stainless front sections to fit Triumph engine)
• Re-cored Stag radiator with electric fan and EJ Ward aluminium header tank installed. New hoses throughout.
• Invoices from Willow and specialist suppliers totalling £24,600 to get the car restored and back on the road, this doesn’t include costs from the paint shop and the engine/gearbox/ancillaries that I supplied
• Since being a custodian, I have collected parts to return the car to Triumph V8 spec. These include the following and can be included in the sale and collected from the vendor based in East Yorkshire:
• Triumph Stag bare engine for rebuild (reluctantly) supplied by Rimmer Bros
• Short block assemblies inspected by Alex E Carr Engineers Ltd (now known as Yorkshire Engines):
• Bores honed, conrods reconditioned with new small end bushes honed to size
• Crankshaft reground to suit new 0.040’’ mains & 0.30’’ big ends
• New thrust bearings/circlips/piston rings (+20thou) / core plugs
• Bottom end gasket set (still in packet)
• Top-end gasket set (still in packet)
• They ceased trading for a while and couldn’t find in their records if the crankshaft had been nitride-treated. I therefore took it to AMAC Engineering in Northallerton for this process, as it’s a critical point when rebuilding these engines.
• Receipts for £800 for engine work/parts
• There are lots of other boxed parts that I’ve not checked and are as they arrived, these include:
• Triumph Stag Mk2 J Type overdrive gearbox, clutch/flywheel, and adaptor plate (receipt from Spitfire Graveyard for £700)
• Pair cylinder heads / cast iron manifolds/cam shafts/cam covers
• Jackshaft / waterpump assemblies
• Inlet manifold x2 with x1 set Stromberg Carbs/airbox assembly
• From what I can see, the majority of parts are here to rebuild the engine, although I’ve only got as far as the bottom end rebuild.
• Since the restoration, the car has been a joy to own, taking us on many longer trips away and has never let us down. The Rover unit suits the car perfectly and offers effortless cruising. Despite being so reliable, the car is now at the stage where some further work is needed: the engine does burn some oil, 2nd gear is a bit whiney, the sump gasket needs replacing, and the front seat foams need swapping out. This is reflected in the reserve. All in all, a fantastic opportunity for someone to acquire a well-loved, that has had significant investment to restore it to its current state