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