Built to a specification intended for hill climbs and sprints
Fitted with a 1500cc J.A.P. engine, with original 1096cc J.A.P. engine included
Fewer than 5000 miles covered since restoration
The Background
Three-wheelers seem to have acquired something of a bad reputation in recent years, thanks largely to a certain fibreglass wonder from Tamworth, but in the early days of motoring they were relatively commonplace, well-made by the standards of the day and completely respectable. Indeed, the first ever British motor races, held in 1897, were contests between tricycles.
With development, some of them moved beyond being merely respectable and became genuinely desirable, visceral machines for the sporting motorist. More than anyone else, it was the efforts of H. F. S. Morgan which made the three-wheeler a formidable contender in the sports-car field.
Operating from a small workshop in Worcestershire’s Malvern Hills, Morgan’s first car was completed in 1909. It was a rather spindly three-wheeler with only a small V-twin, but it set the template for things to come. Before Kaiser War broke out, Morgan was successfully marketing a range of affordable three-wheeled cyclecars with touring two-seater bodies.
Morgans built after the war assumed the guise which today is immediately recognisable – low, slippery, teardrop-shaped bodies with a proud V-twin up front, projecting forth from a domed brass or nickel-plated radiator shell.
Anyone who kept up to date with motoring news couldn’t help but notice the all the positive press Morgans were receiving in journals such as The Light Car & Cyclecar, to say nothing of their numerous competition successes, such as in the 1913 Cyclecar Grand Prix at Amiens and in numerous Junior Car Club events at Brooklands throughout the 1920s.
For the bachelor with no family commitments, the Morgan three-wheeler was a dream come true, since the Standard model cost only £95 and the sporty Aero £130 in 1929, compared to £149 for an Austin Seven Chummy, and they cost only £4 to tax.
Engines were all V-twins, variously made by J.A.P., Blackburne, Anzani and Matchless, but all were sufficient for making the Morgan take off like a bolt of lightning.
These low-cost sporting thoroughbreds remained in production until the Second World War, but the introduction of the Ford sidevalve-engined F-Series in 1933 meant that the Morgan three-wheeler lived on until 1952.
This Morgan was restored by a previous owner with a view to running it in hill climbs and sprints. The present owner, a longstanding motorcycle enthusiast and collector, acquired it in 2019.
Since its acquisition it has seen light use, and when not being driven has occupied garage space alongside some of the finest names in British motorcycling from the 1920s to the present (the Morgan may be considered a motorcycle; it is eligible for many motorcycle events and would typically run in a motorcycle class in some competitions).
As a true enthusiast with the fullest appreciation of the motorcycles he owns, the owner enjoys running all his machines. To that end, he does not keep them over-polished or trailer them around to shows, preferring instead to use them, with all that that entails.
The vendor has taken sufficient care of his machines to ensure that they run like clockwork, start willingly and run smoothly and reliably. It is in that spirit that the Morgan has been maintained, and while it may not be concours, a better-running example will be hard to find.
The vendor retains an attachment to all his machines, but the decision to start a new life in Sweden means the collection has to be sold.
The Morgan is sold with its current V5, plus some photographs of its restoration. Bidders should note that the D.V.L.A. has not recorded the installation of a larger engine.
The Morgan’s cockpit may be pretty Spartan, but that just means there’s little to go wrong with it. Being so open and uncluttered a space, it is plain to see that the interior is in very good condition, with very little to fault.
As we have established, the vendor has never sought to keep his vehicles concours, so it is that there are some light, superficial marks on the seats, but nothing amounting to actual damage.
The simple wooden dash and steering wheel are also presented in excellent condition, made that much nicer by the very lightest patina. The rather straightforward carpeting is also in good order, and since there is very little else in the interior on which to comment, it may be observed that it is really as good as it ought to be.
The seats, of course, lift out nice and easily, giving access to the battery and some space on the floor where you might keep a small toolkit.
When restoring the car, the last owner opted to paint it in a tasteful and period-appropriate green while picking out the front suspension in bright red, giving the car a pleasingly jaunty air which was popular among Vintage car restorers in the 1950s, ’60s and ’70s. As it is, the particular combination of green and red brings to mind the Vintage Bentley used in the 1964 film The Fast Lady.
Now that the restoration has aged a little, the paintwork is not quite perfect anymore although it isn’t far off. There are just a few marks in the places you’d expect, them such as around the brass catches which fasten the rear wheel cover shut.
All the brightwork and accessories are in lovely condition. The radiator shell is wonderful and polishes to a mirror-like shine. The badge on it is slightly patinated, and the whole assembly is finished off with a soda siphon mascot, an interesting period accessory.
The lights are in great condition, and it may be seen that the restorer fitted some discreet flashing indicators for ease of driving in modern traffic, though these should be straightforward to remove if you prefer a more authentic look and driving experience.
The side-lights on the wings are not original, but are sympathetic to the age of the car. The spoked wheels are in excellent shape, and still look very much like new.
We have seen the Morgan start and run and would remark that it sounds splendid. The rapid machine-gun sound is typical of any Vintage V-twin in good health, and is music to the ears of any pre-war motorcycle or sidecar enthusiast.
Since it was restored to a specification intended for hill-climb competition, the restorer fitted a later, decidedly beefy J.A.P. V-twin of 1500cc, in place of the original 1096cc unit. However, the original engine is included in the sale and may be easily refitted.
The Morgan is completely roadworthy according to the vendor.
Of course, while we don’t anticipate the car going wrong any time soon, you might be reassured that if it does, you couldn’t possibly ask for a simpler and more accessible car to work on and repair.
For drivers of a certain temperament, the Morgan Runabout is the car to have. Perhaps the archetypal Morgan driver of the 1920s and ’30s was the dashing R.A.F. officer type, ever hungry for the thrills of the air.
Since a Morgan is probably the closest one can get to piloting a Sopwith Camel while remaining grounded, the association requires no explanation.
The appeal of the Morgan goes much further, though, as its affordability when new saw it snapped up by enthusiasts who wanted the excitement of sporting motoring without the expense usually associated with it.
Countless amateur drivers flocked to Brooklands, Shelsley Walsh, and other such hallowed venues to race, often enjoying a taste of success.
The founding of the Vintage Sports-Car Club in 1934 while the V-twin three-wheeler was still in production has ensured that it has never gone out of favour, and since this example has been specially prepared for hill climbs and sprints it would be ideal for someone looking to experience amateur motorsport as it was in the 1930s.
While this car would have to be inspected and approved by the V.S.C.C. before being granted eligibility, there are multiple events all over the country, such as the Brighton Speed Trials for one, where a car like this would be immediately welcome.
Notice to bidders
Although every care is taken to ensure this listing is as factual and transparent as possible, all details within the listing are subject to the information provided to us by the seller. Car & Classic does not take responsibility for any information missing from the listing. Please ensure you are satisfied with the vehicle description and all information provided before placing a bid.
As is normal for most auctions, this vehicle is sold as seen, and therefore the Sale of Goods Act 1979 does not apply. All bids are legally binding once placed. Any winning bidder who withdraws from a sale, is subject to our bidders fee charge. Please see our FAQs and T&C's for further information. Viewings of vehicles are encouraged, but entirely at the seller's discretion.
Consulta le nostre FAQ
qui
e i nostri Termini e condizioni
qui
Il modo più sicuro per acquistare un'auto d'epoca online
Il sistema di pagamento sicuro di Car & Classic protegge acquirenti e venditori. Al termine dell'asta, l'offerente vincente trasferisce il pagamento su un conto vincolato di terzi. Una volta completato il trasferimento del veicolo, entrambe le parti confermano di essere soddisfatte della vendita e il denaro viene rilasciato al venditore.
Maggiori informazioni su come acquistare con noi
1932 Morgan Super Sports
Come funzionano le offerte massime
Il processo di offerta massima ti permette di fare offerte senza preoccupazioni.
Inserisci la tua offerta massima e il sistema farà offerte automaticamente per assicurarsi che tu sia il miglior offerente - fino all'ammontare da te stabilito come tetto massimo.
Anti-sniping
Car & Classic contrasta il fenomeno dello “sniping”, ovvero il fenomeno dei rilanci all'ultimo secondo per vincere l'asta.
Se viene fatta un'offerta nei 3 minuti prima della chiusura dell'asta, la scadenza di questa viene automaticamente estesa di 2 minuti per permettere agli altri offerenti di reagire e, se lo desiderano, di rilanciare.
Incrementi di offerta automatica
Se la sua offerta massima è uguale o inferiore al prezzo di riserva, la sua offerta massima sarà applicata per intero se lei è il miglior offerente.
Se siete il miglior offerente e fate un'offerta massima superiore a quella di riserva, la riserva verrà automaticamente inserita come prima offerta.
Una volta raggiunta la riserva, Car & Classic si assicurerà che tu sia il miglior offerente utilizzando solo gli incrementi di offerta indicati di seguito.
Vi terremo in testa fino alla vostra offerta massima O all'incremento più vicino alla vostra offerta massima, a condizione che la vostra offerta massima sia sufficiente a coprire il valore dell'incremento.
Ammontare dell'offerta
Incremento
Da £0 a £9,999
£100.00
Da £10,000 a £49,999
£250.00
Da £50,000 a £99,999
£500.00
£100,000 +
£1,000.00
Superamento immediato dell'offerta
Quando piazzi un'offerta massima e questa viene immediatamente superata, questo significa che un altro offerente ha impostato una soglia di offerta massima superiore alla tua.
Puoi fare nuovamente un'offerta o impostare una soglia più alta di offerta massima e il nostro sistema rilancerà fino alla nuova soglia, cercando di portarti a essere il miglior offerente.
Offerte massime di pari ammontare
Quando ci sono due offerte massime di pari ammontare, quella impostata per prima è quella che viene considerata “migliore offerta”.
Pre-autorizzazione
Potremmo trattenere un piccolo importo di pre-autorizzazione sulla tua carta fino alla fine dell'asta, quando quest'ultimo verrà poi stornato. Se vinci, verrà prelevata una caparra che verrà detratta dal pagamento del prezzo di vendita per il veicolo e non comporta costi aggiuntivi per te.
Cosa sono le Offerte pre-asta?
Offerte pre-asta significa che avete la possibilità di fare offerte prima dell'inizio ufficiale dell'asta.
Verrà comunicato se si è il miglior offerente o meno all'inizio dell'asta.
Problema con l'offerta
Le offerte sono contrattualmente vincolanti. Per tutelare l'utente, sono previste alcune regole nel caso in cui si ritenga che sia stato digitato in modo errato. Si prega di controllare e modificare quanto inserito.
