Road test from Road & Track, September, 1967, pages 82-83

Back in 1964, life was simpler. Then the Rootes Group in England could mate its latest Sunbeam Alpine with a straightforward mild-tune 164-bhp Ford V- 8 engine to make an extremely pleasing sports car and call it the Sunbeam Tiger. Everybody knew where they were and how they stood.

Since then Chrysler Motors Corporation has acquired Rootes (as well as Simca in France) and seems a little embarrassed to find one of its products running a Ford engine. The simple truth is that the parent corporation doesn't have an engine that would fit the package without major re-engineering, so they're stuck with the Ford. We're glad Chrysler choose this route rather than discontinuing the Tiger as they might have done, because it is a fine automotive package without which the world of sports cars would be poorer.

The major feature which distinguishes the Tiger II from the I is that it now has the highly respected 200-bhp 289-cu-in., single 2-barrel V-8 in place of the 260- cu-in. unit. With the stronger engine come several other related changes, such as a slightly larger clutch (10.4 in vs. 10.0) and wider spaced ratios in the all-synchro 4-speed gearbox (which result in overall ratios of 8.01, 5.56 and 3.92:1 in 1st, 2nd and 3rd compared to 6.68, 4.87 and 3.72:1 with the 260 engine). There's also a bit of rearrangement in the rear suspension, an alternator is fitted instead of a generator and an oil cooler has been added in front of the bottom of the radiator.

There have also been some identity changes, such as full-length stick-on stripes at bumper level, an egg-crate grille (in place of the single chrome bar) and stainless steel trim molding around the fender cutouts and body sill. And, oh yes, the little crest that used to say "Powered by Ford 260" now says "Sunbeam V-8" and lets it go at that.

There have also been some comfort changes in the passenger compartment since the first Tiger. The seats are better looking and more comfortable, though less deeply bucketed. The steering wheel is marginally higher, which gives a greater amount of useful space for the thighs under the wheel rim. The cockpit ventilation has also been improved by adding vents to bring in raw air from outside.

              PRICE                                    PERFORMANCE
List price                   $3797         Top speed, 4th gear, mph        122
Price as tested              $3842         Acceleartion, time to distance, sec:
                                              0-100 ft                     3.6
       ENGINE & DRIVE TRAIN                   0-250 ft                     5.8
No. cylinders & type Ford V-8, ohv            0-500 ft                     8.8
Bore x sroke, mm        101.6 x 73            0-750 ft                    11.3
Displacement, cc/cu in    4737/289            0-1000 ft                   13.8
Compression ratio            9.3:1            0-1320 ft (1/4 mi)          16.0
Bhp @ rpm               200 @ 4400            Speed at end, mph             87
   Equivalent mph              106         Time to speed, sec:
Torque @ rmp, lb-ft     282 @ 2400            0-30 mph                     3.1
   Equivalent mph               57            0-40 mph                     4.1
Transmission type     4-spd manual            0-50 mph                     5.6
Gear ratios, 4th (1.00)     2.88:1            0-60 mph                     7.5
   3rd (1.36)               3.92:1            0-80 mph                    13.1
   2nd (1.93)               5.56:1            0-100 mph                   22.0
   1st (2.78)               8.01:1
Synchromesh               on all 4                    BRAKE TESTS
Final drive ratio           2.88:1         Panic stop from 80 mph:
                                              Deceleration rate, %g         68
             GENERAL                          Control                     good
Curb weight, lb               2560         Fade test: percent of increase in
Weight distribution (with driver)             pedal effort required to maintain
   front/rear, %             51/49            50%-g deceleration rate in six
Wheelbase, in                   86            stops from 60 mph            nil
Track, front/rear        51.8/48.6         Overall brake rating           good
Overall length, in             156            whitewalls, etc. Also numerous
   Width                      60.5            performance options.
   Height                     51.5                 SPEEDOMETER ERROR
Frontal area, sq ft           17.3         30 mph indicated        actual 27.3
Steering type        rack & pinion         40 mph                         36.4
Overhang, front/rear         28/42         60 mph                         56.3
Departure angle (no load), deg  15                  CALCULATED DATA
   Turns, lock-to-lock         3.2         Lb/hp (test weight)            14.3
Brake type, discs front/drums rear         Cu ft/ton mi                    146
Swept area, sq in              295         Mph/1000 rpm (high gear)       23.9
                                           Engine revs/mi                 2510
         ACCOMMODATION                     Piston travel, ft/mi           1200
Seating capacity, persons        2         Rpm@2500 ft/min                5215
Seat width                  2 x 18            Equivalent mph               128
Head room                       39         R&T wear index                 30.1
Seat back adjustment, deg       30         Brrake swept area, sq in/ton    205
Driver comfort rating (scale of 100)                       FUEL
   For driver 69 in tall        90         Type fuel required          regular
   For driver 72 in tall        85         Fuel tank size, gal            13.5
   For driver 75 in tall        85         Normal consumption, mpg       18-20

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