IsItAGoodCar
Reliability Guide

Common Problems with the
1967 Sunbeam Stiletto

Launch of the Sunbeam Stiletto coupe at the Earls Court Motor Show, featuring fastback body, quad headlamps, vinyl roof, and twin-carburettor 875cc Sport engine.

What changed for 1967

  • •Introduction of aerodynamic fastback coupe bodyshell with distinctive quad round headlamps
  • •Coventry Climax-derived 875cc all-alloy OHC engine with twin Stromberg CD125 carburettors delivering 51 bhp
  • •Standard factory black vinyl roof covering and four-dial sports dashboard binnacle

Common MOT watch-outs

  • !Corrosion around front inner wing suspension mountings and outer box sills
  • !Excessive kingpin play and worn rubber bushes in front swing-axle wishbones
  • !Imbalance across all-round hydraulic drum brakes and binding handbrake cables
4
Known Issues
2
Serious
2
Moderate
0
Minor

All Known Issues

Coventry Climax-derived alloy engine airlocks and head gasket failure

SeriousEngine

The Stiletto's rear-mounted 875cc all-aluminium engine is derived from the Coventry Climax FWMA racing and fire-pump unit. Featuring a wet-liner design and a high 10:1 compression ratio on the twin-carburettor Sport specification, it is extremely sensitive to coolant maintenance. Because the radiator is mounted at the rear next to the engine, bleeding the cooling system after servicing is notoriously difficult. If an airlock develops, or if the coolant level drops, localized overheating causes the cylinder head to warp instantly, blowing the composite head gasket and contaminating the engine oil.

Est. Repair Cost: £450–£1,200
Warning Signs:

Rapid temperature gauge rise and coolant bubbling violently into the expansion bottle, Emulsified white sludge visible under the oil filler cap and on the dipstick, Persistent misfire and loss of compression across adjacent cylinders when warm, White steam in the exhaust and sweet-smelling glycol odour in the engine bay

What to Inspect:
  • Check coolant expansion bottle level and look for oily residue or bubbling with the engine running
  • Inspect the oil filler cap for milky emulsion and verify oil level on the dipstick
  • Ask the vendor about the bleeding procedure used when the coolant was last renewed
  • Perform a compression test to confirm even readings across all four combustion chambers
Verified by IsItAGoodCar Research TeamUpdated

Vinyl roof panel corrosion and sill structure rot

SeriousBodywork & Rust

Factory Sunbeam Stilettos came standard with an exterior black vinyl roof covering that lent the coupe a stylish GT appearance. Over decades of British weather, moisture seeps through micro-cracks in the vinyl and around the glued seams, where it is trapped against the steel roof skin. The steel rusts undetected until perforations bubble up or the roof collapses under light pressure. Concurrently, road salt attacks the structural three-piece box sills, floorpans, and rear suspension crossmember mounts. Restoring a rusted Stiletto shell requires complex structural welding and bespoke panel beating.

Est. Repair Cost: £1,200–£4,000
Warning Signs:

Spongy or crunching sensation when pressing gently across the vinyl roof panel, Rust blisters, bubbling, or brown staining around the edges of the vinyl roof seams, Crumbling rust along the outer and inner box sills, floorpans, and jacking points, Water stains and mould on the interior roof headlining after rainy weather

What to Inspect:
  • Press carefully across the whole vinyl roof area to detect underlying rust scale or holes
  • Examine the roof gutters and front and rear window rubbers for concealed corrosion bubbling
  • Inspect the box sills and jacking brackets thoroughly on a ramp with a blunt probing tool
  • Lift the floor carpets to check the condition of front floor pans and pedal box surrounds
Verified by IsItAGoodCar Research TeamUpdated

Rear-mounted cooling system silting, water pump wear and overheating

ModerateCooling System

The compact rear-engine layout of the Stiletto relies on a tight engine-driven cooling fan pulling air through a rear-mounted radiator. If owners historic operated the car on plain tap water instead of a 50/50 glycol inhibitor mix, the narrow radiator matrix tubes and aluminium water galleries become clogged with mineral scale and corrosion debris. Additionally, the high-revving water pump seals wear and leak, causing chronic coolant loss. Restricted circulation leads to rapid overheating in traffic, putting the delicate all-aluminium engine block and liners at severe risk of seizure.

Est. Repair Cost: £220–£550
Warning Signs:

Cooling temperature gauge creeping steadily toward maximum during slow urban driving, Coolant weeping from the water pump bearing weep hole on the rear of the engine, Cold or lukewarm air from the passenger cabin heater due to silted heater matrix pipes, Hissing steam and coolant dripping from the rear radiator overflow pipe when switched off

What to Inspect:
  • Inspect the water pump spindle for bearing play and check for dried coolant residue beneath it
  • Check the rear radiator matrix for cold spots, crushed fins, or internal lime silt
  • Ensure the engine bay cooling fan shroud is intact and positioned properly around the fan
  • Let the car idle for 15 minutes after a test drive to verify stable temperature regulation
Verified by IsItAGoodCar Research TeamUpdated

Transaxle synchromesh wear and second gear jumping

ModerateGearbox & Transmission

The Stiletto's rear-mounted transaxle features synchromesh on all four forward gears, but the high-revving nature of the 875cc Sport engine encourages aggressive downshifting from enthusiast drivers. Over time, the brass synchromesh baulk rings wear smooth, particularly on second gear, leading to grating gear changes on downshifts. Additionally, worn selector fork pads and fatigued detent springs cause the transaxle to jump out of second gear on deceleration or engine overrun. Rebuilding the compact transaxle requires specialised Rootes knowledge and scarce replacement gear clusters.

Est. Repair Cost: £350–£900
Warning Signs:

Grinding or crunching sound when shifting rapidly from third down into second gear, Gear lever popping violently out of second gear when releasing the throttle on overrun, Whining noise from transaxle bearings under acceleration or on steady cruising speeds, Excessive free play and vague sloppiness in the long gear change linkage tunnel

What to Inspect:
  • Test shift from third into second gear at varying road speeds to assess synchromesh resistance
  • Accelerate firmly in second gear, then abruptly lift off the accelerator to check for gear pop-out
  • Listen for bearing whine on the overrun with the windows closed
  • Inspect the gear selector rod universal joints in the central tunnel for excessive slop
Verified by IsItAGoodCar Research TeamUpdated

Buying Tips for 1967 Sunbeam Stiletto

  • Check the roof gutters and window frames carefully for bubbling underneath the vinyl covering
  • Ensure the twin Stromberg carburettors are properly synchronised and dampers have oil
1968
Check a 1967 Sunbeam Stiletto by Registration