Sunbeam Alpine

Fast Facts

• Best model: S IV/V
• Worst model: Anything ropey
• Budget buy: Anything sound
• OK for unleaded?: No, needs additive
• Will it fit in the garage? (mm): L13’ x 5’
• Spares situation: Pretty good
• DIY ease?: Excellent
• Club support: Strong
• Appreciating asset?: Yes, especially Tigers
• Good buy or good-bye?: Former, vastly underrated

Trusty engines ran on a variety of carb set ups. 1725 unit best all rounder – what’s fitted now?

Languished as a classic, but prices now on the rise

Body and trim parts okay but nothing like an MGB...

Comfy cabin, only period rubber matting is unavailable

Magazine Subscription

Subscribe to Classic Motoring Magazine and save over 20%

Subscribe NOW

Available at all good newsagents including WHSmith

Sunbeam’s Alpine and Tiger sportsters may have been built upon a 1950s van platform, but they’re just as much fun as an MGB or a Triumph TR and have a dash more individuality

When it comes British sports cars, the Alpine is too often passed over for something more fashionable, yet this ‘four-seater MGB’ was actually launched way before Abingdon’s effort and is smoother, sleeker, and a more refined option, even if it always lived in the shadows of the MGB.

However, people are now starting to see the pretty and perky Alpine in a new light and interest has risen notably during the past few years. The V8-powered Tiger is a cut-price AC Cobra, yet more practical! So, if you’ve had your fill of MGs, or TRs, yet fancy a 2+2 soft top that’s just as easy to own and maintain, and fine for family outings, why not take a peak at an Alpine… or trap a Tiger, while you still can?

History

The Alpine was introduced three years before the iconic MGB, back in 1959, and was essentially a Hillman Husky utility vehicle (albeit with independent front suspension and leaf sprung rear) dressed in sexier clothes and powered by Sunbeam Rapier engines while also using this sporting car’s front disc brakes.

While the hardware was hardly advanced even back then, just over a year later the SII surfaced, with some useful revisions such as ditching the 1494cc, 78bhp motor for a 1592cc, 80bhp unit and fitting an uprated rear suspension. This second generation (which also boasted a tad more rear seat room) lasted for three years and was the most popular Alpine of them all, amounting to almost 20,000 sales.

The SIII of 1963 saw the Alpine move upmarket. A rather stylish hard-topped woodentrimmed GT was offered, albeit detuned over the roadster by five horse power, while an adjustable steering column made all cockpits far more comfy than a rival MGB. A beefier anti-roll bar and more modern (telescopic rather than lever arm) rear dampers sharpened the soft handling no end, while bigger discs now had the aid of servo assistance as standard.

Production was transferred from the original base at Armstrong Siddeley (a great old name that ceased car making in 1960) to the main Ryton works. Obviously Rootes was becoming edgy over the runaway success of the MGB because the SIII lasted less than a year, displaced by the Series IV; a smoother looker, thanks to cut-down rear fins, plus buyers could now opt for automatic transmission or stay with the normal four-speed (plus optional overdrive) and benefit now from synchromesh on all gears.

The Series V, introduced during the summer of 1965, was the final fling for this Fifties throwback. Now back on twin carbs after a brief flirtation with a single twin-choke affair to please US dealers, sensibly the new 92bhp Rapier 1725cc engine was used to good effect.

The Sunbeam Alpine was killed off in January 1968, after almost 70,000 sales (most going to the States where it proved extremely popular) although the name survived, first reused on a detuned Rapier back in the late 1960s before finding a new home on Chrysler’s underrated family hatchback in 1975.

Driving

If the MGB is likened to a two-seater Austin Cambridge, then the Sunbeam Alpine just has to be a huskier Hillman Minx! Comparisons with the MGB are inevitable, and justified, and the Rootes effort is the sweeter running car although more of an urbane tourer than an out-and-out sportster like the MG.

In terms of driving, the two are pretty similar in straight line pep, and around the twisty bits; hardly fast by today’s standards but very entertaining (and controllable) in their own way, although the MGB feels the much sportier. However, proven suspension tweaks can make an Alpine not only out-handle the MG, but the V8 Sunbeam Tiger as well, according to marque specialists. Where the Sunbeam shines is with its restful ride and comfy seating.

Some also reckon that the 1600 SII model is the nicest and sweetest performer, although, because Rootes mucked about with different carburettor and engine tune permutations depending upon model, you need to know precisely what you are buying and whether it’s still original.

Although technically the Alpine is a fourseater, the rears are only suitable for very small kids but at least the boot is pretty family-sized and the cabin is plusher than an MGB. And, to be honest, it‘s a more civilised alternative that‘s also miles more comfy than a TR. Overdrive is highly desirable to make cruising more relaxed and while the auto versions are plodders, it suit’s the car’s character surprisingly well.

Prices

Values are on the rise and while they aren’t up to MGB levels yet, top cars have smashed through the five figures barrier, reaching up to £17,000 (that’s average Tiger money, by the way). But that’s still the exception because quite decent, usable examples remain fairly commonplace for around £4000-6000.

Restoration projects can be had for a grand, although whether they are worth saving instead of using as a valuable spares source, considering their perceived value in the classic market, is another matter. Incidentally, the early cars, with their more flamboyant rear fins, are deemed the most desirable Alpines, although the last Series IV and V are the best developed.

Improvements

Although the Alpine was never a fast car, it’s the suspension and not the engine that needs top attention. The front geometry (castor and camber) is widely adjustable for better handling. Experts such as Chris Draycott, who says he has spent decades perfecting the best set up, won’t divulge his settings, but will do it for you and do it well.

Essentially, as published in the likes of Custom Car back in the mid 70s, you could try this costs nothing mod for starters: it involves removing the two of the top thicker shims from the front wishbones and fitting one to the bottom, to achieve 1/4in negative camber. Harder springs and dampers are the next step. Sloppy steering is common and, if worn, means a recon ‘box at almost £300, which will transform the handling.

The Hillman engine in the Alpine can be coaxed to give up to 150bhp, although the Rapier H120 tune from Holbay, with its twin Weber DCOEs, is adequate enough for the road. We strongly recommend an uprated radiator and electronic ignition on all models, for peace of mind.

Three Of A Kind

MGB

Arch rival to the Sunbeam, the MGB scores with its lustier engine and sheer usability… you really can’t go wrong with a good B. Ditto service and spares is second to none, although the Alpine is the more comfortable tourer plus can, well sort of, seat small kids in the back. Rubber bumper cars least liked yet they offer tangible benefits plus cheaper prices. MGB GT V8 has similar feel of Tiger but doesn’t feel quite so special.

Triumph TR4/6

The TR4 was the direct rival to the Alpine and it’s a more macho looking choice, although feels heavier to drive. Beefy ‘big four’ engine has Sunbeam beaten on performance, while the handling is also far more sporting and fun.

Again the Alpine is the more cosy tourer with a plusher cockpit. TR5/TR6 have the Tiger matched on performance but can’t beat the V8 for pulling pace, flexibility or reliability if the PI is playing up. Great aftermarket support.

Jensen-Healey

While the J-H isn’t really a direct rival, it was the first all new but traditional British sports car for decades. Utterly conventional, save for its Lotus-sourced 16-valve Twin cam, the Jensen- Healey should have brained the likes of the TR and MG but never did, due to its touring nature (and dreadful durability). Today they make dirt-cheap sportsters that have much to offer, not least an air of sophistication over the usual Brit pop alternatives.