Buyer’s Guide — Sunbeam Alpine
What to know before buying a Sunbeam Alpine.
Overview
The Sunbeam Alpine was produced by the Rootes Group from 1959 to 1968, with approximately 69,251 built across five series. Designed by Kenneth Howes, the Alpine was a stylish two-seat sports car that offered a more refined alternative to the raw MG and Triumph offerings of the era. Powered by Rootes’ four-cylinder engines ranging from 1,494 cc (Series I) to 1,725 cc (Series V), the Alpine gained fame as the first James Bond car (in Dr. No) and earned success in international rallying. A hardtop GT version was also offered from Series III onwards.
Model Variants
| Series I (1959–1960) | 1,494 cc engine producing 67.5 bhp, 11,904 built. Three-speed gearbox with overdrive option. The original and purest design with the tallest fins. |
| Series II (1960–1963) | 1,592 cc engine producing 80 bhp, 19,956 built. Improved engine, revised rear fins slightly reduced. The most produced series. |
| Series III (1963–1964) | 1,592 cc engine producing 80 bhp (85.5 bhp GT), 5,863 built. Introduced the GT hardtop model with walnut dash. Revised gearbox ratios. |
| Series IV (1964–1965) | 1,592 cc engine producing 82 bhp, 12,406 built (including all-synchro cars). Fins removed, cleaner rear styling. All-synchro gearbox introduced partway through production. |
| Series V (1965–1968) | 1,725 cc engine producing 92.5 bhp, 19,122 built. Most powerful Alpine, five-bearing crankshaft, alternator replaced generator. The final and most developed series. |
What to Look For — Body & Chassis
| Monocoque Structure | The Alpine is a unitary construction car — there is no separate chassis. Structural integrity is critical. Check the inner sills, floor pans, front spring towers, and the area around the rear spring mountings for rust and previous repairs. |
| Sills & Rocker Panels | Double-skinned sills are the Alpine’s greatest weakness. They trap moisture and rust from the inside out. Poke around the base — soft metal means significant structural work. Replacement panels are available but fitting is labour-intensive. |
| Floor Pans | Check under the carpets for rust, filler, and poor repairs. The footwells and area beneath the seats are particularly vulnerable. Lift the car and inspect from underneath. |
| Boot Floor | The boot floor and spare wheel well collect water and rust badly. Check drain holes are clear. The battery lives under the rear floor on most models — acid spills accelerate corrosion. |
| Rear Fins (Series I–III) | The distinctive rear fins can corrode at the tips and along the edges. Series I cars have the tallest fins and they’re the most expensive to restore properly. Check for filler. |
| Doors | Sagging doors indicate worn hinges or body flex. Check the shut lines — they should be even. Door skins corrode along the bottom edge. |
| Windscreen Frame | The windscreen surround can corrode, particularly at the base. Check for signs of water leaking into the scuttle area. |
What to Look For — Mechanical
| Engine | The Rootes four-cylinder is reasonably robust. Listen for bottom-end knock (worn mains) and check oil pressure — should be 55–65 psi at 30 mph, dropping to 15+ at hot idle. Excessive blue smoke on the overrun indicates worn valve guides. Series V five-bearing engines are stronger than earlier three-bearing units. |
| Gearbox | Early three-speed boxes are agricultural but durable. Later four-speed boxes should have smooth synchromesh — second gear is the first to go. All-synchro boxes (late Series IV and Series V) are the most desirable. Overdrive is a worthwhile option — check it engages and disengages cleanly. |
| Overdrive | Laycock de Normanville overdrive. If fitted, ensure it engages promptly and holds under load. Sluggish engagement usually means low oil level or worn solenoid. Rebuilds are expensive. |
| Rear Axle | The Salisbury rear axle is adequate for the Alpine’s power. Listen for whine, especially on the overrun (indicates worn pinion bearings). Check for oil leaks at the pinion seal. |
| Cooling System | Alpines can run warm in traffic, particularly early cars. Check the radiator for leaks and ensure the thermostat is functioning. A well-maintained cooling system should keep the engine at a stable temperature. |
| Brakes | Front discs, rear drums (Girling on Alpine, Lockheed on Rapier). Check disc thickness and condition, pad wear, and rear drum surfaces. The brake servo (where fitted) should provide good assistance. |
| Steering | Burman recirculating ball steering should be reasonably precise. Some play is normal but excessive sloppiness means the box needs adjusting or rebuilding. Check for worn ball joints and track rod ends. |
Parts Availability
Good parts support from specialists including Sunbeam Alpine Owners Club, the Rootes Archive Centre Trust, and suppliers like Classic Sunbeam Auto Parts, Sunbeam Specialties, and Victoria British. Mechanical parts are generally well-served with reproductions available for most items. Body panels are available but can be expensive. Trim, rubber seals, and chrome parts are sourced through specialists. Series V parts are the most readily available due to higher production numbers. Some Series I-specific items are scarce.
What a Good One Should Feel Like
A well-sorted Alpine is a pleasant, refined sports car — more grand tourer than raw sports car. The engine should pull smoothly with a willing nature, especially in Series V form. Steering should be light and reasonably accurate, though not as sharp as a rack-and-pinion car. The ride is comfortable for a sports car of the era, with good damping. The gearbox should shift cleanly, and the overdrive (if fitted) should make motorway cruising relaxed. Wind protection with the top up is good, and with the top down the cockpit is relatively sheltered. The car should feel solid and composed, not rattly or flexy.
Price Guide (Approximate, 2026)
| Series I — Project | $8,000 – $15,000 |
| Series I — Driver | $18,000 – $28,000 |
| Series I — Excellent | $32,000 – $45,000 |
| Series II — Project | $5,000 – $10,000 |
| Series II — Driver | $12,000 – $22,000 |
| Series II — Excellent | $25,000 – $35,000 |
| Series III/IV — Project | $5,000 – $10,000 |
| Series III/IV — Driver | $12,000 – $20,000 |
| Series III/IV — Excellent | $22,000 – $32,000 |
| Series V — Project | $5,000 – $10,000 |
| Series V — Driver | $14,000 – $22,000 |
| Series V — Excellent | $25,000 – $38,000 |
| Any Series — Concours | $40,000 – $55,000+ |
Prices vary significantly based on series, condition, colour, and equipment. Series I cars with the distinctive tall fins command a premium. GT models and overdrive-equipped cars are more desirable. Hardtop availability adds value.