Buyer’s Guide — Sunbeam Tiger
What to know before buying a Sunbeam Tiger.
Overview
The Sunbeam Tiger was produced from 1964 to 1967, with approximately 7,085 built across two marks. Conceived by Carroll Shelby and engineered by his team, the Tiger dropped a Ford V8 into the Sunbeam Alpine’s monocoque body — creating an affordable, compact grand tourer with serious performance credentials. The Mk I used a 260 cubic inch (4.3L) V8 producing around 164 bhp, while the rarer Mk II received the 289 cubic inch (4.7L) V8 with approximately 200 bhp. Production ended when Chrysler acquired the Rootes Group and refused to continue building a car powered by a rival manufacturer’s engine.
Model Variants
| Tiger Mk I (1964–1965) | Ford 260 V8, approximately 3,763 built with B947 chassis numbers. Four-speed all-synchro gearbox, rack-and-pinion steering. The earliest and most original specification. |
| Tiger Mk I (1965–1966) | Ford 260 V8, approximately 2,706 built with B382 chassis numbers. Often called “Mk IA” by enthusiasts though the factory made no such distinction. Various running production changes including revised brake booster. |
| Tiger Mk II (1967) | Ford 289 V8, only 534 (plus 2 pre-production) built. Identified by egg-crate grille, body side stripes, chrome “V-8” badge, and revised interior. The rarest and most valuable variant. |
What to Look For — Body & Chassis
| Monocoque Structure | The Tiger uses the Alpine’s unitary body — there is no separate chassis. Check for rust in the inner sills, floor pans, and especially the structural areas around the V8 engine mounts which carry enormous loads. Stress cracks around the front spring towers are common. |
| Front Apron & Inner Wings | The engine bay was modified to accept the V8. Check for poorly executed V8 conversions on Alpine bodies posing as Tigers. Genuine Tigers have specific factory modifications to the firewall, transmission tunnel, and inner wings. |
| Sills & Rocker Panels | Double-skinned sills trap moisture and rust from the inside out. Poke around the bottom edges — soft metal means expensive structural repair. Jack point areas are particularly vulnerable. |
| Boot Floor & Spare Wheel Well | The boot floor and spare wheel well collect water and rust. Check the seams where the floor meets the rear wheel arches. |
| Doors & Shut Lines | Sagging doors indicate worn hinges or structural flex in the body. Check the gap between the door and the A-pillar and B-pillar — it should be even from top to bottom. |
| Authenticity | Tiger values are high enough that Alpine-to-Tiger conversions exist. Check the chassis number plate on the bonnet lock platform against the Rootes records. The Jensen body number should also be present. The International Registry of Sunbeam Tigers can verify authenticity. |
What to Look For — Mechanical
| Engine (260/289) | Ford small-block V8s are robust and well-supported. Listen for bottom-end knock (worn mains/rod bearings) and check oil pressure — should be 40+ psi driving, 10+ at hot idle. Check for oil leaks at the rear main seal, valve covers, and timing cover. Many Mk I 260s have been replaced with 289s over the years. |
| Gearbox | The four-speed all-synchro gearbox should shift smoothly through all gears. Second gear synchro wear is common. Check for jumping out of gear under load. Some cars have been converted to five-speed — not original but practical. |
| Rear Axle | The Salisbury rear axle is strong but check for whine on overrun which indicates worn pinion bearings. Limited-slip units (if fitted) should engage evenly without clunking. |
| Cooling System | Tigers run hot — the V8 is a tight fit in the Alpine body. Ensure the cooling system has been properly maintained or upgraded. Overheating is the Tiger’s Achilles’ heel. Check the radiator condition and fan operation carefully. |
| Steering | Rack-and-pinion steering should be precise with no excessive play. Check the rack gaiters for splits and leaks. Worn steering rack bushes cause vague handling at speed. |
| Brakes | Front discs, rear drums. Check disc thickness, pad condition, and rear drum surfaces. Brake servo should provide good assistance — if the pedal is hard, the servo may need rebuilding. |
| Exhaust | The standard exhaust system runs close to the body and tunnel. Check for heat damage to the transmission tunnel, floor, and carpets. Many owners fit aftermarket headers and exhaust systems. |
Electrical System
| Generator/Alternator | Early cars had generators, later cars alternators. Ensure proper charging — the V8 demands more electrical power than the original Alpine system was designed for. |
| Wiring | Lucas electrics with some Ford components. Check for bodged wiring, particularly around the engine bay where modifications are common. Earth points corrode and cause intermittent faults. |
| Gauges | Smiths gauges should all function — replacement is possible but expensive. The tachometer is driven electrically and should read accurately. |
Parts Availability
Good parts support from specialists including Sunbeam Tiger Owners Association (STOA), Tigers East/Alpines East (TEAE), and suppliers like Classic Sunbeam Auto Parts and SS Motorsports. Ford V8 mechanical parts are readily and cheaply available. Body panels, trim, and Rootes-specific components are more expensive and some items are scarce. Rubber seals, chrome trim, and interior parts can be sourced through Alpine/Tiger specialists. The small production numbers mean some unique Tiger parts command premium prices.
What a Good One Should Feel Like
A well-sorted Tiger is a thrilling drive — compact, light, and with an absurd amount of torque from the Ford V8. The steering should be quick and direct with excellent feedback. Power delivery is smooth and linear, with enough low-end torque to make the car extremely flexible in traffic. The exhaust note should be a deep, purposeful V8 rumble. The gearbox should slot precisely, and the car should track straight under hard acceleration. Cooling should remain stable in normal driving — if the temperature gauge climbs quickly, there are issues. The ride is firm but well-damped, and the car should feel planted through corners despite its modest dimensions.
Price Guide (Approximate, 2026)
| Tiger Mk I (260) — Project | $45,000 – $65,000 |
| Tiger Mk I (260) — Driver | $70,000 – $100,000 |
| Tiger Mk I (260) — Excellent | $110,000 – $150,000 |
| Tiger Mk I (260) — Concours | $160,000 – $200,000+ |
| Tiger Mk II (289) — Driver | $130,000 – $175,000 |
| Tiger Mk II (289) — Excellent | $200,000 – $275,000 |
| Tiger Mk II (289) — Concours | $300,000+ |
Prices vary significantly based on condition, matching numbers, colour, provenance, and authentication. Mk IIs command substantial premiums due to their rarity (only 534 built). Verified chassis history through the International Registry of Sunbeam Tigers adds value.