100 YEARS OF MORGAN
It all started with HFS (Harry) MORGAN who started a family dynasty that lasts to today and beyond. So let us review ten decades of the Morgan Motor Company Limited.
1909→1919: HFS built his first 3 wheel cyclecar using a twin cylinder 7HP Peugeot motorcycle engine with tubular chassis held together with skilful brazing. It had independent front suspension, still used today, and tiller steerage. The racing success of Morgan quickly turned into orders from England and France. At Brooklands Morgan was the first cyclecar to travel 60 miles in an hour. In 1913 at Amiens it won the French Grand Prix. In 1910 orders started coming in from Harrods.
1920→1929: At the end of WWII racing resumed at Brooklands with a win for Morgan with a J.A.P. (J.A.Preswich) engine. Morgan also sourced engines from Anzani (“AERO” engine) and MAG. The 3 wheelers are the only car that qualifies to race in motorcycle and car events.
1930→1939: Morgan began sporting a vertical grille instead of the open aired cylinders on display when the F4 (Ford 4-cyl) 3 wheeler was introduced in 1932. Morgan now reached speeds of 115+ MPH and a 4 seater 3 wheel model sold for £85. The F4 morphed into the prototype model 4/4 (4 cylinder, 4 wheels) in 1935 with the flat radiator grille and Series I body style lasting to the 50’s. The concept of sweeping wings, timber cabin frame and flexible chassis survives today.
1940→1949: The factory was used for the war effort for Flight Refuelling and the Standard Motor Co. After the war Morgan adopt the Standard engine and during this period the classic 4/4 Drophead Coupe was sold with its twin spare wheels set into the tail of the bodywork. Peter Morgan joined his father in 1947 as a draughtsman, becoming Vice Chairman in 1949.
1950→1959: Successful racing continues to build sales and the +4 is known as “The Sports Car of Distinction”, a Vanguard 2088 cc engine for £625 incl. Tax. . In the mid 50's the curved radiator grill and wing mounted headlamps emerged as the Series II. The last of the 3-wheel Morgans are shipped to Australia in 1952. HFS Morgan dies in 1959, Peter Morgan becomes Chairman.
1960→1969: Morgan celebrates 50 yrs and competition success continues with emphasis on trials such as the London to Exeter and Scotland to Lands End. The Series III 4/4 emerges still with the curved grille as seen on 2009 models. Only 26 cars were made of the pretty +4+ saloon. The +4 now sports a TR4 engine. 1967 sees Peter Morgan start the +8 prototype with Rover 3500 cc engine (of Buick heritage). When production commenced in 1968 new innovations were included like collapsible steering column, servo assist brakes, 3 w/screen wipers, alternator, hazard warning lights and optional aluminium body to save 100 lbs. Chris Lawrence raced the legendry +4 TOK·258 (Rego) to win his class at Le MANS in 1962.
1970→1979: In 1971 dual circuit brakes were installed and continued racing and rallying kept the order book full. In 1975 Charles Morgan won a challenge to see who could travel the farthest in 24 hours. 88 yr. old W.G.McMinnies, legend 3 wheeler racer, travelled 1200 miles by train, the Morgan 1320.
1980→1989: Three +8’s raced in Britain’s 1st Willhire 24 hr. race at Snedderton placing third. In 1985 +4 was re-introduced after a 17 yr. gap with a 2000 cc fuel injected 122 BHP FIAT engine. Wire wheels were fitted as standard on both 2 and 4 seater styles. In 1989 Sir Harvey Jones did a TV doco “Troubleshooters” on the Morgan factory which is fascinating viewing considering no power hand tools were used with elderly workers who had had a lifetime of work at Morgan. Eleven million viewers watched the show. The Doco is also used as management training by many corporations.
1990→1999: The +8 Rover engine grows to 4600cc with a conservative 190 BHP. The 4/4 continues, now with Ford EH1 CVH (Compound Valve Head) engine. In 1993 a +8 came 39th in the London to Sydney Marathon (Cars had to be 25 yrs old +). Morgans continue to race successfully all over the world. 1994 was a real landmark for Morgan when the shape of the classic car was registered with the Patent Office as a Trade Mark (to avert copy manufacturing by kit car makers). 1995 saw the development start on the Aero 8 with its honeycomb aluminium chassis but still with an ash timber frame. In 1996 CAD is used in the factory and the machine shop has its first upgrade since WWII. In 1997 Peter Morgan resigns as Chairman and Charles Morgan takes over.
2000→2009: The AERO 8 (1st totally new car) is launched in Feb. 2000 at the Geneva Motor Show. A new website for Aero 8 attracted 1M hit in 6 months. The Aero 8 has a specially developed BMW V8 (similar to X5) fitted and competes at the Le Mans and Bathurst 24 hour races. The Rover V8 goes out of production and the +8 is replaced by a ROADSTER using a V6 from FORD. Richard Hammond of Topgear fame buys an AeroMax Saloon. Morgan begins development of a LIFEcar utilising a hydrogen fuel engine coupled to drive electric motors at each wheel. Peter Morgan dies in 2003.
To conclude, as you do, the Morgan 4/4 holds the record for the longest continuous car model in history and production still continues (1936 to 2009+). On August 2 at Malvern Links and throughout the world Morgan celebrates 100 years of MORGAN with its 100% ownership of founding family.
Compiled by David Fletcher (CMC delegate)
50 YEARS OF THE MK II JAGUAR
Ask anyone to draw a classic Jaguar, and chances are it'll be something resembling the Jaguar MK2 that is still drawn 50 years down the track. Adhering to William Lyons' maxim of "grace, pace and space", the Mk2 was a beautiful, fast and capable saloon car. Based on the earlier 'Mark 1', the new Mark 2 crispened up the lines and brought a sharp-suited style that was missing on the earlier car.
Gone were the overly chunky window frames, and a larger glass area was the welcome result. The rear axle track was widened, the wheels now filling the arches much better than on the narrow track Mk1. Dunlop disc brakes now featured both front and back. Three engine sizes were available - 2.4, 3.4, and the 3.8, all XK engines naturally. The 2.4 was more of a laid back plodder, although its sweet sounding engine could still drag the Jaguar to 95mph on a good day. Mid range was the 3.4 and to many the best engine of all. Stealing the glory however was the 3.8, offering yet more urge and was popular with Police forces of the day (often to be seen chasing bank robbers in similar cars!). The Mk2 earned a reputation for breaking down class barriers, and was owned by city bankers and bank robbers alike.
Few changes to the Mk2 were made after its launch in 1959. In 1968 the brand new XJ was introduced, and it was at this time that the Mk2 was downgraded somewhat, in terms of interior and exterior trim grade. The 2.4 was now the 240, the 3.4 now known as 340. The final Mk2, the 240, bowed out in 1969. Also based on the Mk2 bodyshell was the Daimler V8 250. This was aimed at customers that were now under Jaguar's wing following their takeover of the historic marque in 1960. This car used the bodyshell of the Mk2 but fitted with the cracking little Daimler 2.5 all-alloy V8 powerplant. Also available as an automatic or (rare) manual, it too disappeared from production with the 240 Mk2 in 1969.
Over the years of production the Mk2 was always very successful on the race track and made many a touring car racer famous. To this day they are still raced with great passion and widely appeal to all spectators. This only enhanced the charm with the beauty in the design of the Mk2, and its glamorous associations with contemporary E-Types and XKs. The Mk2 would receive a great deal of TV publicity thanks to the Inspector Morse series, further raising its profile in the eyes of the enthusiast and general public alike.