It’s a simple idea: take a light sports car and swap its original engine for a big American V8. And while it might not be the textbook example, this 1965 Sunbeam Tiger illustrates the point beautifully. This diamond in the rough is located in Independence, Missouri, and is advertised here on Facebook Marketplace. All you’ll need to take it home is a trailer and $19,500.
The story begins, of course, with Carroll Shelby. Shelby had caught lightning in a bottle when he married the lightweight AC Ace to a small block Ford V8. By 1963 the engine’s displacement had increased from 221 cu.in. to 289, and the AC Cobra was dominating races on both sides of the Atlantic. But like many great innovations, it was an idea that could be adapted to any number of platforms. For the Rootes Group, however, there was only really one candidate: the sporty Alpine. Shelby was duly asked to build a prototype, a task which he estimated would take eight weeks and cost Rootes $10,000. Meanwhile, Ken Miles was also engaged to put together a proof-of-concept, which he delivered in about a week along with a bill for $800.
The Shelby version was more polished, however, and that was the one that ultimately went into production. This was done by Jensen– somewhat at loose ends after losing their contract to build the Volvo P1800 due to persistent quality control issues– rather than Shelby American. Shelby himself was compensated for his input with a royalty on every Tiger sold. Cars from 1965 would fall squarely into the middle of the first generation of the car, prior to the introduction in 1967 of the Ford 289. The original 4.3L V8 engine was no slouch, though; it could push the little car to 60 in just 8.6 seconds and yield a top speed of 120 mph. Unfortunately, the Tiger ultimately fell victim to corporate politics. The slow takeover of Rootes by Chrysler would be complete by 1967, and this would be the last year for the Ford-powered Tiger.
This car needs, really, everything, but all that must be viewed through the lens of market demand. Since the Cobra has mostly ascended to the hallowed halls of Olympus, never again to be driven by mere mortals, the Tiger has come to be seen as the next best thing in terms of both the general concept of an American-engined British sports car and the mystique of being a mid-Sixties car with the Shelby association. So, like the Cobras before them, the Sunbeam Tigers are getting thin on the ground. If you’re in the market, this one might be worth a long look.
George Boskoff.
As thin as the legitimate Tiger supply may be, I’d keep looking before starting with this gem.
Not a whole lot of material left under there, well usable material. But it seems to still support most of its own weight.
We restore a lot of them. This one needs to be prices $7K- ish.
Just need a decent Alpine as a donor.
Andy: no Shelby AC Cobra ever had a 221–only the 260 and 289 versions. Yes, many American books talk about a 221 having been shipped over to AC in ’61, but it turns out it actually was a 260. The 260, which this Tiger has, as a ’65, puts out 164 horsepower. Although quite a bit more than an Alpine, it’s nowhere near as fast as the 289 ACs with the Hi-Po 271 horses. Carroll Shelby could not put that much power into the Tiger because it couldn’t take it. Those little wheels and wheel arches couldn’t take brakes that were too big, and an Alpine chassis–even strengthened–was no AC Tojeiro tubular racing chassis… That’s why the Tiger is called “The poor man’s Cobra”, and took 9 seconds to reach 60 miles, with a top speed of 125 mph. A little over 500 289 Tigers with 200 bhp were built in 1967, which proved to be the limit of what a street Tiger could sustain withouth becoming a death trap…but that hasn’t stopped some people from fitting four barrel carbs, racing cams, etc.
Even doing everything yourself you’re looking at a minimum of 35k. On top of the purchase price. These cars are not inexpensive to restore, BUT they are a blast to drive when upgraded components are installed. I think this seller has it priced a bit ambitiously. Somebody will end up with it, just be aware of what you’re getting into.This was originally midnight blue which is a really sweet looking color. The car will handle 300 hp no problem, get above that and you need the watch the throttle in the turns.
What is the orange ratchet strap in the engine compartment doing?
RMC, it appears to be holding up the engine from falling through the front crossmember!
$35k?! That’s being really generous, IF it was running, and only if you did everything yourself including body, paint and re-plating. He’s definitely ambitious in his pricing!
I learned sumpin new a 289 is a Big American V8,who dathunkit.
Look Ma, (nearly) no brakes………..
All that remains of that Tiger is a shame. The entire underbody would need to be re-fabricated, it is all rust and scale.
According to FB Marketplace, the price is $19,500
Seems the rattle can job was done as much to cover sins as to keep the old crate held together!
I think there is a good taillight lens.
Performance related , Take 500 lbs off a TIGER and you have a COBRA, take 500 lbs off a Cobra and you have a
GRIFFITH with the same 289 HI PO Ford .
An old saying and close on the lbs but the GRIFFITH was the fastest car
in the world in 1965 !!!!
My Mk ll handles 235 hp at the rear wheels just fine thanks and it is the original 289 block heads etc
didnt no that motor started at 223 (same era i6 displacement). That might B the motor to hop up? as the 265’n 255 (different families) were doggie. And the 289 in them is bested by the tq in the 302. I C them drop the latter in miaitas round here. It all seems funny as the reason for those short (o0OP, “sports”) cars is the handeling & the bigger the worse…
Small block 221, 255, 260, 289, 302, 351 no 223 that I remember
Y Block 239, 256, 272, 292, 312 No 265 That was a Chevy)
Ah, the Sunbeam Tiger. The ride of one Maxwell Smart, Agent 86 for CONTROL