Triumph Stag MK2 Auto 1974 entered into the July 25th Classic Car Auction
Vendor has owned the car for past five years. Only 1,100 miles since the enigne was re-built. Bills in history file for new crank etc. Finished in white with black trim. The body work and interior is in very good order. Comes with a new hood. In ’02, gear box and torque converter were replaced. The history file is massive, including old MOTs back to ’87. This is a very nice example of a first class Stag Mk II. Good turn of speed from the V8 engine. You need to view this car.
Available for viewing by appointment.
- Reg number: KNB838N
- Date of registration:01/10/1974
- Mileage: 26,060 (not warranted)
- MOT: 16/05/2015
- Tax: No
Condition:2 Estimated sale price: £3,900 – £4,750
Selling price: £5724
Additional information on the Triumph Stag MK2
“Perhaps thanks to such a reputation for its unreliable engine, only 25,877 cars were produced between 1970 and 1977. Of this number, 6780 were export models, of which 2871 went to the United States. Several variants were produced, indicated by the factory as; initial production, 1st–2nd-3rd–4th “sanction” changes as noted only in changes of the production numbering sequences, and these have become unofficially designated as “Early” Mk I 1970, the Mk I (1971–1972/3), Mk II (1973) and “Late” Mk II (1974–1977). The addition of twin coachlines is an indication of a Mk II variant. Non-domestic markets such as the USA comprised unique combinations of features specifically directed for compliance of various States and marketing, Factory designated as “Federal Specification”, included vinyl covered hard tops, Federal Department of Transportation compliant lighting, a wide range of anti-smog emissions changes not found on other market vehicles.
Whilst official Triumph parts manuals may differentiate variants by commission plate ranges, it is common (from owner’s observations) that minor parts for the old variant may turn up in early productions of the new variant. For example Mk2 cars have been known to have Mk1 wiring looms or door latches. Triumph either took the opportunity of clearing out the parts bin or quality control was not their best attribute.
The majority of cars were fitted with a Borg-Warner 3-speed automatic transmission. The other choice was a derivative of the ancient Triumph TR2 gearbox which had been modified and improved over the years for use in the TR4/A/IRS/TR5/250/6. The first gear ratio was raised and needle roller bearings were used in place of the bronze bushings on the layshaft. Early 4-speed manual transmission models could be ordered with an A-type Laycock overdrive unit and later ones frequently came with a J-type Laycock unit. The overdrive option is highly desirable as the engine RPM drops significantly with this option in 3rd and 4th (top) gears.”