Given the large overlap between Jalopnik readers and Stag owners- a relationship we're probably better off leaving unexplored- it isn't surprising that we've heard from Zeusnemesis, the owner of this Triumph. Here's what he has to say about his car:

I was trying to post a few pictures in the thread of how Stags should properly appear: Replete with blonde, and top removed (car hardtop, that is, being a family-friendly site.)
Regardless, I know that editors surely hate being the "tech-guy" for every Jalopnik-yokel who wants to post a picture of his junk (uh, his car junk, that is) but I figured given the near-universal love of Stags, blondes, and V-8's on Jalopnik, perhaps I'd forward a few photos to you to include into the thread if you so choose.
It's got a '64 Buick 300 in it, T-350, and Corvette rear end. So, in essence, it's the "Rover swap," but with a few more cubic inches and a cast iron block with aluminum heads — just like the original OHC "Twin-Dolomite" boat anchor.
No 8 foot long single row Simplex timing chains or any other English-engineered tomfoolery (at least under the hood!). Otherwise, it's all English original Stag, through and through.

This is just the second (presumably) running Stag I've ever seen in my life, and it has taken up residence not far from my house. Stags were sold in the United States for the 1971, 1972, and 1973 model years, so I'm going to say this one comes from the middle of that range. Even by British Leyland standards, the Stag was nightmarishly unreliable, mostly due to its not-quite-ready-for-real-world-use Triumph V8. According to the Wikipedia page, the Stag suffered from:

• long simplex roller link chains combined with inadequate engine maintenance and factory specified 7,500-mile (12,070 km) oil change intervals. The chains could last less than 25,000 miles (40,200 km) resulting in expensive damage when they failed;
• inadequately sized main bearings in the early OHC 2.5 litre V8 design with short lives, changed in the 3.0 litre design;
• aluminium head warpage due to poor castings, head gaskets which restricted coolant, leading to overheating;
• water pump failures relating to poor drive gear hardening, prematurely wearing out the gear and stopping the water pump.
• In some cases, overheating was caused by clogged waterways in the cylinder block, found to be filled with casting sand left over from manufacture.

But this one has risen above all those handicaps and survives down on the Alameda street. It lives just around the corner from the 1948 International Harvester KB-2 pickup, as we can see in this photo.

(Buick): I saw this lovely ol' gal docked in Pacific Beach and thought you might enjoy. She appears to be original and the relative lack of rust tells me she hasn't spent her whole life in CO. I'd peg it as a '68, giving it the 2bbl 350, right?
(Triumph) I saw this beautiful Stag, replete with removable HT option, when I went to my neighborhood c-store today. Apart from the dirty water spots and the slushbox, the car is absolutely flawless. Don't know about you, but I don't see one of these every day - let alone in such great condition. Hopefully has owned it over the years has been insane enough to keep the original TR 3.0 liter V8.

Now, when you think about a 70s British car with a V8, you figure it's got to be the good ol' GM/Rover unit, right? Nothing to fear with that well-understood powerplant. However, British Leyland wasn't about to go bolting some engine of colonial origin in their new hot-rod luxury convertible, not when they had an overhead-cam Triumph V8 being knocked together by their loyal workers (between bouts of picket-line duty). That's why this 1971 Triumph Stag comes with three screaming liters of British steel under the hood, and for the shilling-pinching price of just 1500 bucks! Well, maybe this particular car's engine isn't quite up to screaming status; the seller doesn't utter a word about mechanical condition. The seller hasn't looked in the trunk, but swears it "doesnt look like a rusty car by any means," so all you'll need to worry about is every single mechanical component in the vehicle. And the interior. We're not going to lie- even by the standards of British Leyland build quality, the Stag stands out as a particularly trouble-prone car. But if you could get this one working right, you'd have a rare machine that would turn heads and sound great with Cherry Bombs.

All right, lovers of German machinery, we know you're shaking your heads in mixed dismay and contempt at those suckaz who think a British car could ever measure up to the painstaking craftsmanship and design prowess of monocle-wearing engineers from Deutschland. Well, peel off your driving gloves and break out every single tool you ever imagined owning, because here's a 1979 Porsche 911 for a never-imagined-possible price of $1600... or best offer! At that price you might reckon it needs some work, and you reckoned correctly. First of all, the seller says the engine smokes, but since it's out of the car you won't know if "smoke" actually refers to "smoke plus chunks of metal spewing from big holes in the case and several cylinders" until it's too late. As for the condition of the body... just remember, it's only 1600 bucks, or maybe less! No mention of condition of interior, brakes, electrical system, suspension, so you gotta figure that stuff might add a few more dollars to the project budget.

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