Recently I made an autumnal trip to the Morgan factory to cover the Plus Four’s 75th anniversary and, while there, the good people of Morgan had a look over the Super 3 to make sure that, like being a conductor on a ghost train, everything was tickety-boo.
They would usually do this free after 1000 miles but I’d driven twice that. The important stuff was fine but an indicator had worked a bit loose atop the nearside front mudguard, and likewise I’d already had to tighten a couple of Allen bolts that secure those guards.
It’s a reminder that a Morgan is hand-built and that it’s worth keeping an eye on things, although I’m told production processes have become more rigorously controlled recently, to add more integrity to the charm. I’m enjoying the Super 3’s sense of both.
Update 3
I had to go to Bruges and I was left with two options: stay warm and dry in my frugal Audi A2, or take the Morgan Super 3 to see if it had any touring credentials. I opted for the Morgan, and it turned out to be a brilliant trip.
Read the full feature here
Update 4
It doesn’t matter where you go, even Goodwood or Hethel: whatever else you see, the Super 3 makes itself the centre of attention.
So how, having spent a few months almost daily-driving a Super 3, do I think one should be specced? I ask because I have been on the configurator again. And for a car that has only one mechanical specification (a 1.5-litre Ford three-cylinder engine, a manual gearbox and not even wheel or tyre options), a lot of customisation is possible.
I think it could make the difference between having a pretty nice one and the perfect fun car. And soon to be facing the terrifying situation that I won’t be spending any more time with it, I think I have a better idea of what my (if not the) perfect Super 3 looks like.
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