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Cobras and Their Kin: 4 Classic Alternatives to Shelby’s Finest
The Shelby Cobra story has been told a million and one times, but that’s because it’s a damn good one. Built for a few brief years in the 1960s, real-deal Cobras became famous on both road and race track, and today car people all over the world would love to have one in their garage. Yet the real thing is quite rare (only about 1000 examples of all types were built), which means car people all over the world can’t afford one.
If your bank account can’t swing a genuine Cobra, the most practical thing would be to shop for one of the countless kit cars, replicas, and continuation Cobras out there, but there are also plenty of classic cars that act as Cobra substitutes. Some simply follow the same Cobra playbook—small roofless British sports car plus American V-8 motivation—while a couple have a genuine connection to the Cobra itself. Let’s run through the choices, starting at the cheapest and ending with the genuine item.
Triumph TR8
Comparing the TR8 to the Cobra is a bit of a stretch. One is a Malaise Era doorstop on wheels that looks just like a car featured prominently on countless “worst of” lists. The other is a curvy ’60s dream car featured on countless bucket lists. But the TR8 does conform to the same formula of little English two-seater plus American (sort of, in this case) cubic inches, and it’s the only car on this list that can truly be considered “cheap.”
Triumph launched the TR7 coupe in 1976. It faced an immediate one-two punch: scathing criticism of its looks (we’d argue they haven’t aged so badly) and an anemic four-cylinder. Poor quality control and common failures also plagued early examples. A convertible TR7 in 1979 and the TR8 shortly after were British Leyland’s attempts to silence the haters. The TR8 brought a monstrous boost in performance thanks to the aluminum 3.5-liter V-8 snatched from Triumph’s corporate cousins at Rover. Originally developed by Buick in the early ’60s, the overhead-valve eight powered several Buicks, Pontiacs, and Oldsmobiles before Rover acquired the rights and tooling. In the TR8, the engine never made more than 140 horsepower, but a Rover V-8 is both torquey and tunable, and it completely transformed the sub-90-hp TR7. At $11,000–$12,000, it was also reasonably priced. For Road & Track, “the only other thing we could ask for is good looks.” That said, oh-so-Seventies touches like plaid seat inserts and door cards, as well as period colors like “Persian Aqua,” are charming today.
Most sources point to about 2750 total TR8s produced, which isn’t many. Yet the guilt by association with the TR7 has kept values remarkably low. The current condition #2 (excellent) value is $24,000, and a TR8 in #3 (good) condition is worth just $12,200.
Daimler SP250
In the 1950s, Daimler was a stodgy carmaker mostly catering to the British upper classes (including royalty) with limousines and hearses, so for that same company to introduce an open sports car with goofy-looking fiberglass bodywork and a V-8 engine was definitely out of left field, or whatever the equivalent of left field is in cricket. Introduced at the 1959 New York Auto Show, it was originally the “Daimler Dart” but, after a strong objection from Chrysler, Daimler soon swapped “Dart” for “SP250.”
The specifications of the new Daimler were promising. Its 90-degree, 2.5-liter hemi-head V-8 yielded about 140 hp and 155 lb-ft, it weighed barely a ton, and its four-wheel Girling disc brakes were exotic stuff at the beginning of the ’60s. The looks, however, are polarizing. There are plenty of ’50s sports car cues and flourishes, but the end result almost looks like a caricature or, as many have observed, a catfish on wheels. Early cars also suffered from a lack of rigidity, but this was largely improved from 1960 onward. Daimler sold roughly 2500 SP250s from 1959 to 1964.
It’s neither as pretty nor as quick as a Cobra, and its V-8 came from British saloons rather than American pony cars, but it’s also not particularly expensive. Currently, the #2 value is $49,600, and the #3 value is $29,700.
Sunbeam Tiger
Unlike the Triumph and the Daimler, the Sunbeam Tiger does have a direct connection to the Cobra, and was in fact inspired by it. Sunbeam’s four-cylinder Alpine consistently sold well in the U.S., but the company’s West Coast sales director Ian Garrad saw what Carroll Shelby had done with the Cobra and figured the little Alpine could benefit from the same treatment. After Shelby and Ken Miles built early prototypes, and after Lord Rootes (who owned the Rootes Group, which owned Sunbeam) gave the green light, Sunbeam contracted with Jensen to assemble the new V-8–powered Tiger starting in 1964.
Early Tigers, now called the Mk I, used a somewhat mild 164-hp version of the 260-cubic-inch V-8 found in lower-tier Mustangs. After the first 3700 cars or so, the Tiger got squarer doors and added ventilation. Today these cars are known as Mk IA. In 1967, Sunbeam introduced the Tiger Mk II, which came with different headlight trim, an egg-crate grille, lower body striping and, most importantly, a 289 V-8 rated at 200 hp. The Mk II didn’t last long, though, as Chrysler had bought the Rootes Group. Selling a sports car with Ford power was a bit of a faux pas, and Chrysler didn’t make any V-8s that would fit in the Alpine chassis, anyway.
Given their history, layout, and Shelby connection, Tigers have long been referred to as a “poor man’s Cobra.” The truth is that these cars haven’t been cheap for a long time, but “upper middle class man’s Cobra” just doesn’t have the same ring to it. Tiger values shot up in the early 2010s, peaked about nine years ago, and have trailed since, but they’re still fairly expensive. The #2 value for an early Mk I is $62,000. For a Mk IA, it’s $70,800, and for a 289-powered Mk II it’s $112,000. Given the massive availability of Ford engines, plenty of people have swapped a 289 into an earlier Mk I/Mk IA or even an Alpine, and these DIY Tiger Mk II clones are naturally far cheaper than the real thing.
AC Ace Bristol
Although it doesn’t have a V-8, the Ace Bristol is the car that directly led to the Cobra, so there will always be a strong connection there in terms of collectibility. And even if the Cobra had never happened, history would still remember the AC Ace fondly, and it would still be a valuable classic.
AC introduced the Ace at the 1953 Earls Court Motor Show, and although it was both light weight and gorgeous, the AC-designed 2.0-liter six-cylinder under the hood was an ancient thing that produced under 100 hp. Starting in 1956, buyers could pay a little extra for the hotter 2.0-liter straight-six sourced from Bristol, which gave over 120 hp. With Bristol power, Aces were winners on both sides of the Atlantic, with class wins at Le Mans and championships in the SCCA’s E-, D-, and C-Production classes.
AC built fewer than 750 Aces of all types before Carroll Shelby entered the picture. Their prices have been pulled up by their more famous American-hearted cousins, which means the current #2 value for an Ace Bristol is $374,000. The #3 value is $273,000. Aces with the base, non-Bristol engine are worth significantly less, although some have had the more desirable Bristol engine swapped in.
Shelby Cobra
If you can afford a Cobra, well … congratulations. But it’s important to note that Cobras went through changes big and small over the course of their short production run, and those changes can have a significant impact on value. Different cars also have different histories, race records, levels of originality, etc., but generally speaking, here’s what our price guide says.
The early, 260-cu-in cars are generally the least desirable, yet still have a #3 value of $778,000 and a #2 value of $926,000. Next up are the early 289-powered cars, which still utilized the worm-and-sector (“W&S”) steering from the AC Ace. They have a #3 value of $794,000 and a #2 value of $933,000. In late 1962, the 289 Cobra got a revised front end with superior rack-and-pinion (“R&P”) steering. These R&P cars are significantly pricier than their earlier W&S cousins with a #3 value of $886,000 and a #2 value of $1,200,000.
By 1965, the big-block Cobras had arrived, and these boasted not just a big bump in power but an entirely new, beefier chassis and fully independent suspension. Shelby sold them as 427 Cobras, but some actually got Ford’s 428 V-8, which despite the extra cube was a longer-stroke, lower-cost, and less-powerful engine than the racier 427 used in the rest. A 428-powered Cobra is currently worth $884,000 in #3 condition and $1,150,000 in #2 condition. Earlier 427 road cars built for the 1965–66 model years are currently worth $1,300,000 in #3 condition and $1,900,000 in #2 condition. The 427s built for later 1966 and ’67 are worth a bit less at $1,100,000 in #3 condition and $1,350,000 in #2 condition. Next up are the semi-competition (“S/C”) models, which were essentially detuned race cars sold for the street. Cobra 427 S/Cs have a #3 value of $2,250,000 and a #2 value of $2,700,000. Finally, there are the full-throated, 550-hp 427 Competition cars, which are $2,050,000 in #3 condition and $2,600,000 in #2 condition, though race history and originality are more important than condition with these.
Outside the AC you can say they have a nice personality. We had a Sunbeam to play with. Was an Alpine. Not the best example of reliability.
Not something you see very often either. I can’t recall seeing them ever but have seen almost all the other examples listed minus the Daimler.
if you could find one that had no engine in it, it might be a great candidate for a GM 3800 SSEI swap, with the manual from a F-bird
if you could find one with no engine that was in mediocre shape, I could see a Buick/Pontiac 3800 SSEI swap working good, provided you can find the manual trans from a 4th gen firebird
A friend had 2 Daimlers and I rebuilt the engine on one. He recently sold them both.
if you could find one that had no engine in it, it might be a great candidate for a GM 3800 SSEI swap, with the manual from a F-bird
Sunbeam is nice but a TVR Griffith is a good coupe alternative with the same power plant and more Cobra like IMHO- bit of a handful and likes to be sideways- a la Cobra-
The TVR Griffith had the 260 hi pro 271hp went every way except straight, no seat belts, if you had an accident they just buried you in it
The Panoz Roadster just featured fits the bill as does the later Esperante. Since you’re “stretching a bit ” with the TR-8, the TVR Griffith used Rover supplied 4.0 – 5.0 L V-8s as well. Being originally an american engine design ( then with a lot of development in the metallurgy department) close enough for jazz.
Actually the TVR Griffith used the 289 Ford
Agreed TVR is sadly missing as is the best or only AC which might be affordable the Aceca. Also the prices for the ugly Daimler and TR8 are wildly optimistic
Depends on which Grif you are referring to. The modern 90s car had the Rover / Buick V8
I had an early TR7. Being a child of the wedge era, I always like the design. However, it was definitely clear that the words “build” and “quality” were never used together at Triumph at that time.
None of those cars could even compare to a Shelby Cobra in the least bit. This author is a hack.
No need to be rude. And, what magazine do you write for?
Paul – Good one. “Rude” works as a placeholder for a more precise adjective.
The article is “alternatives to Shelby’s finest” so have to read the piece in that light- and the info on the 260/289 and 427/428 Cobras is interesting- obviously and logically the Cobra is not an “alternative” to the Cobra- so there you go
Lighten up Greg.
So harsh. And he always spoke so highly of you…
Did you actually read the article and his descriptions and disclaimers? Meany
Does anything really compare to a real Cobra? NO…. That’s why it is the most copied car of all time. Nothing even comes close.
Dunbest list ive ever read 😭😭😭
Well I haven’t seen one Dunbetter.
Dungooder, even.
Maybe they meant “Dun best list ive ever read”? Then again, if they meant ‘dunbeetle’…
The coup categories should include the BMW 1 series vehicles, they are very fast and handle like a go cart, and come in a Convertable model….
The “coup” categories should also include the “bloodless” type.
The volunteer proof-readers and scolds are killing it today.
Chortle.
wheeze
You value a MK 1A Sunbeam Tiger at $120,000 but won’t let me sell mine with a $80,000 reserve??
Is yours in factory original condition? That’s what #2 condition is.
No one’s stopping you. All you need is a buyer.
Well I guess I am cheap, but to me the real Cobra is not at all a good enough drive to be worth the stratospheric prices. Given the choice of spending over a million for the uncomfortable bare bones Cobra or $75 for the Tiger, the choice would be easy. The Tiger is a much easier car to live with than the Cobra. The Daimler is too ugly, and although I have always rather liked the TR’s looks, I can’t see buying one when there are so many other great options.
Patiently shopped for a ‘65 Tiger Mk 1 and found a fully restored and an excellent driver quality one. Serendipitously came upon the right one at the right time and the right price. Happy with a mostly stock one with minor “upgrades” for much less than the Hagerty valuations, so bargains can be found. Not perfect and not a racer, but to me – a good “touring car” as it was meant to be. As market prices have softened, still worth more than it cost me, but since I don’t plan to sell it, that’s not even an issue. Most importantly, a driver !
I’m about to commit heresy. In the modern context, Cobras aren’t the ultimate anything, other than status symbols. Even among the Ford faithful, the attention is turning toward the Ford GT. The Cobra was a nasty, brutal unforgiving car. It was by no means a fun driver. I knew a doctor in La that owner one of everything Shelby made. He had a 19,000 mile 427 Cobra. I asked him how he could possibly not drive such a legend. He explained that coming home from a party, he punched it in second gear, and It didlike the ball in a pinball machine. He told me he drove it home, and never drove it again. Question it? just check YouTube. Cars that want to kill you are the opposite of fun.
Couldn’t agree more !
The early “slab sided” Cobra cars where reasonably attractive, the later flared big block cars are downright brutal and ugly. What a way to ruin the beautiful clean lines of the original AC Ace.
To me the most attractive of this bunch other than the AC Ace is the Sunbeam Tiger, its interior is superb, the lines are clean, and it didn’t have a reputation for wanting to kill you.
The Daimler is also a very interesting car – kind of an ugly duckling with some pretty lines.
Peter P. – as a kid of 15-16 yo, I drooled over two – the Sunbeam Tiger and the TVR Griffith. I have owned neither, but if I’d gotten the TVR somehow, I probably would not have lived to see my next BDay.
As a guy intimately familiar with a 289 Rack and Pinion Cobra, before they cost this much (not mine, close friends dad had one; drove it many times) and a 1A Tiger…. The Tiger was mine.
The Cobra was almost more forgiving, and handlled better. Less predictable, though. The Cobra would and did come around, even on experienced drivers.
The Tiger would tell you before it would try and kill you at least. Especially if cornering hard, she’d scrub the front tires and you knew the chassis was just about to unload those super high tech rear leaf springs on you.
Might have had something to do with the outer tie rods being bent (?!?!) to get around the motor, so the wheels were actually at different angles. Not noticeable for slight turns, but pushing her, or doing a U-Turn on a divided highway was always fun.
Both essentially slightly polished up garage built hot rods. The tiger was just a touch better polished (not much.)
Also, can’t heel toe, and struggled with my size eleven foot to hit only one pedal at a time. Couldn’t drive with shoes on, they’d get stuck under the dash.
Miss the Tiger, though. Fun little car.
Ruining the beautiful original clean lines of a car seems to be a thing in the performance world. I think of the Pantera and the Countach as two particularly egregious examples.
Tom Maccahill wrote a road test of the original with the 260 V8. He said it was very “squirrelly.” He also said the trunk had “enough room for a swim suit and a six pack.”
And after closing the boot, the swim suit would get pressed and the six-pack crushed.
Your description of trunk space in the Tiger is totally at odds with reality. I have owned both. Although not as large as the Alpine, it’s still easily fits a suitcase. You might have picked up the Tom McCahill quote from his review of the very first Sunbeam Alpines, which had much smaller trunks.
Cobra owners and fanaticizers are a sick bunch of fanatics that can’t abide any other car opinion. I have a small block Cobra. I don’t want to catch the disease that makes them think everything else is not worth a word of praise.
Same reason that I have avoided owning a Corvette – 80 are owned by “posers”
Don’t want to be associated with that bunch.
I own two.
My first one (a car kept in the family), ask my wife. One of my biggest issues was becoming a Corvette owner, without being a “Corvette Guy.”
They’re fun. Quick for their time. Much like the Cobra, they aren’t the end all, be all, sports car.
Heck, the C1? I avoid drag races with Civics. They’ll keep up, out corner, and outstop me. And definitely more comfy.
It sticks around for looks alone. 🙂
The Honda Civic Type R can out punch all of those cars, except the 427 Cobras. 0-60 4.9 sec, 1/4 mile 13.5 sec, 170 top speed. MSRP $45,895
I would love to have a Cobra. My son has one. However I’m very happy with my Series 2 BMW convertible with performance chip and other enhancements. More comfortable.
What about the “continuation Cobras”? Where do those fit? Some built with leftover frames, etc. and Shelby serial numbers. Some with aftermarket bodies.
And the author of this piece did not list an Austin Healey 3000? Shame on him.
The purpose of this fun article, which clearly was set out, is to discuss “small roofless British sports car plus American V-8 motivation.” The 3000 drives just as bad as the rest of the cars mentioned, and lacks quality to boot. But. There was never an American V8 under that hood, until some replica maker shoved one in a fiberglass version in the mid 80s. If you are upset by a fun overview of some less than common classics, perhaps listen to some music instead?
Interesting timing, I was just in my local shop and my mechanic friend was working on a Damiler that had been in storage for 20 years. When I first saw from the rear I thought it was a Tiger. In person it looks unique and beautiful.
My first exposure to the SP 250 was hearing one racing at Waterford Hills. Once heard, never forgotten.