Morgan Super 3 review

• What is it?
• Tell me more…
• Can you delve into some of the details?
• So come on, what makes it modern?
• Is it fast?
• How much does it cost?
• Who would buy such a thing?
• What's the verdict?
• What is it like to drive?
• How’s the Fiesta engine?
• Sounds great. Can it go round corners?
• What about comfort?
• Is it safe?
• How does it sound?
• What is it like on the inside?
• What should I be paying?

Overview

What is it?

We’re guessing what you actually wanted to ask there was: “What on earth is that wacky, four-eyed-but-three-wheeled, cyberpunk-looking thing?”

Well, let us answer that succinctly – it’s the all-new and totally brilliant Morgan Super 3.

Tell me more…

This is the latest in a long line of tripod Morgans that stretches back to the formation of the company in 1910, and despite the retrofuturistic look it’s arguably the most modern thing ever to come out of the firm’s Malvern factory.

The horseshoe-shaped grille is a Morgan signature, but that’s where the similarities to other models ends. The previous generation 3 Wheeler resembled a bathtub that’d crashed into a V-twin motorbike engine, but you get the sense that a bit more work went into the looks of the Super 3. Its makers describe it as “one of the most intriguing and distinctive vehicles the Morgan Motor Company has ever built”.

Can you delve into some of the details?

The design is inspired by the mid-to-late century jet age, says Morgan, with a streamlined body, aero-spec 20-inch wheels and those long sideblades that house radiators and look like the folded wings of Chitty Chitty Bang Bang.

The face is dominated by the round bug-like headlamps and (in the case of our pre-production test car) a couple of optional fog lights. Forgo that box on the configurator though and you’ll be able to see more of what Morgan is calling the Hartland Strut – that’s the chunky bit of different-coloured cast aluminium up front that braces the engine and connects to the pull-rod suspension. It’s actually named after the Morgan engineer that designed it too, which is a sweet touch.

So come on, what makes it modern?

Well, the Super 3 uses the company’s new CX aluminium platform that also underpins the Plus Four and Plus Six, but the one with fewer wheels is actually the first ever Morgan to be built with a monocoque structure. The only piece of wood you’ll find here is that lovely slab of natural ash used for the dash.

Is it fast?

The big news is Morgan has ditched the 82bhp S&S two-cylinder motorbike engine that was fitted to the previous-gen 3 Wheeler in favour of a 118bhp Ford-sourced 1.5-litre naturally aspirated three-cylinder. Yep, it’s a Fiesta ST engine without the turbo. Morgan has previous with Ford power units in three-wheelers though, having deployed an inboard Ford engine in the 1930s F-Type. The gearbox is the same Mazda MX-5 five-speed manual as used in the Super 3’s predecessor.

You’ll have to click through to the Driving tab of this review for our full thoughts, but the headline figures are 0-62mph in around 7.0 seconds and a top speed of 130mph.

How much does it cost?

Ah, here’s a little sticking point. The Super 3 starts at £41,995, but there’ll be an absolute mountain of accessories and customisation options, so expect to spend at least an extra 10 – 20 per cent if you get excited with the box ticking.

Who would buy such a thing?

We absolutely would if there was a slightly more sensible car in the garage alongside it (and if someone wanted to lend us £50k). Morgan says that both the Super 3 and the rad Dakar spec CX-T are already bringing a younger audience to the brand. Well, they’re in their 40s mainly, but it makes a change from the biddies wanting a Plus Four to remind them of the so-called glory days…

Yes it looks completely bonkers, but the Super 3 isn’t just a comedy act. In fact it’s far from being the class clown. It is a joy to drive, providing so much feedback and giving you the confidence to explore its limits – not least because with just 118bhp on tap and only a single wheel to send it through, those limits are generally found at perfectly sensible speeds.

There’s a strong argument that says the Super 3 is the perfect sports car for these changing times. It’s engaging, loud and unassisted for the purists, but using a proven Ford 3cyl means you’ll struggle to see less than 38mpg. And because it’s light you won’t be burning through tyres or brake pads.

It’s one of the most fun drives we’ve had so far this year. We can’t wait to stick some panniers on one and head off for a proper adventure.

Driving

What is it like to drive?

It was never exactly going to be a non-event was it? But whereas the previous 3 Wheeler required more than a little manhandling, the new Super 3 manages to be both full of character and genuinely brilliant to drive. So. Much. Fun.

How’s the Fiesta engine?

It’s an interesting substitution this, chiefly because the old S&S engine had so much torque low-down that a heavy compensator was needed in the driveline. That engine looked and sounded rough’n’tumble too, but the Ford unit has a totally different character.

Morgan thought about plugging in a turbo’d version for more low down grunt, but the lightweight naturally-aspirated engine loves to be revved out in order to deploy its full 118bhp and 110lb ft of torque. You’re always working to keep the revs high, which in turn provides the best noise and allows you to constantly snick through the brilliant short-throw gearbox. The pedals are once again beautifully-positioned for heel and toe downshifts, but don’t think it’s gone soft with the new powertrain – it’ll still punish you with a head jerk if you fluff a shift.

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Sounds great. Can it go round corners?

The new inboard engine is mounted behind the front wheels, so instantly you’ve got better weight distribution than before. Its positioning also means the front pull-rod suspension can be moved closer to the body with longer wishbones for better stability.

It shows. The Super 3 is brilliantly balanced despite the small contact patches on the bespoke and ballooned Avon Speedmaster tyres up front. The steering is unassisted and heavy but provides huge amounts of feedback and improves as you gather momentum. There’s no ABS but the brakes have good feel and all of the pedals are beautifully weighted.

The steel rear wheel is clad in a 195/65 R15 Avon all-season car tyre, partly because said wheel has to deal with the worst a grimey road can throw at it (as other cars and trucks aren’t helping to clear any debris down the centre of a lane) and partly because an all-season tyre reduces grip so there’s less understeer. There’s enough power for a fun level of slip leaving junctions and if you really chuck it into a turn, but because you’re sitting on top of the single driven wheel you can feel exactly what it’s doing at all times.

What about comfort?

You’d be surprised. Looking out onto those giant front wheels you can see the new suspension working hard, but it’s beautifully controlled and you’d need a fairly major bump to unsettle the Super 3.

Bear in mind that the small wind deflectors won’t do a great deal if you’re above 6ft. Part of the joy of the Super 3 is being fully-exposed to the elements, but Morgan will sell you a much larger screen than the one you see here for if you’re planning on doing longer journeys. A pair of goggles and a hat would be cheaper.

Is it safe?

Very sensible question. The Super 3 meets the same frontal impact standards as the four-wheeled Plus Four and Plus Six. There’s no traction control of course, but the speeds at which you can have a proper ball are so much lower than most modern heavyweight sports cars.

At 1.85m it’s fairly wide too, so perhaps surprisingly you rarely feel like SUVs and crossovers won’t have seen you coming.

How does it sound?

Oh yeah, and if other road users don’t see you coming at least they’ll hear you. Has a Fiesta engine ever sounded this good? Our test car was wearing a prototype sports exhaust that made the raspy Super 3 sound like an angry insect at high revs, but with the pipe exiting right by the driver’s ear (in right-hand drive cars) we can’t imagine any Super 3s will be quiet. Just the way it should be.

Interior

What is it like on the inside?

What inside? We jest of course, the Super 3 gets a super simple interior that matches its character perfectly. The centrally-mounted dials are easy to read and mark the first time a Morgan has left the factory with a fully digital display. You’ve got all the basic information covered there, with the only extra being a small nav system behind the wheel. For that Morgan has partnered with a motorcycle navigation company called Beeline. The teeny display pairs with your phone and works brilliantly after an initial period of getting used to its compass and distance-based directions.

The whole interior is IP64 rated meaning it’s protected from dust and water. Phew.

The signature Morgan fly-off handbrake remains as a nod to the rest of the range and the company’s history, with all of the metals and switchgear feeling plenty premium enough. We’d like a slightly smaller steering wheel for more elbow room, but thankfully Morgan is currently offering six different versions of varying sizes and materials.

The bench seat is brilliantly comfortable and can be clad in vinyl, a water-resistant leather, saddle leather or the new technical fabric that you see here. You’ll need to set yourself up so that the seatbelt doesn’t dig into your posterior though. Oh, and if you’re serious about buying a Super 3 here’s a tip for getting in – pop your feet onto the small bar in front of the seat as you jump in. That way you’ll avoid getting your mucky trainers on the nice fabric. You can then drop down easily and adjust both the wheel and the pedal box until the seating position is just so.

It’s not the most practical thing (duh) but there is a little boot above the rear wheel with enough space for some squishy weekend bags and a cockpit cover. There are plenty of storage options on the configurator too, with one of Morgan’s proudest achievements being the accessory rails that can be fitted to the sideblades, on the front and rear bulkheads, on the wind deflectors and on the rear luggage rack. Remarkably the fixing is Morgan’s first ever patent and allows for many extras to be tacked-on. Think panniers, action cameras, bungee cords, phone mounts and even cupholders.

Planning on driving your Super 3 in all weathers? You should – it’s perhaps even more fun on a slippery road, plus the seat heaters and new footwell heater are mighty.

Buying

What should I be paying?

It’s worth pointing out that Morgan allowed us a drive in a pre-production prototype that it said was 99 per cent complete, with just a little improvement still to be made on the shut lines and with a few 3D printed non-production parts in the engine bay. If we’re honest, it felt as tight as a drum. This is a quality bit of kit.

Of course you’ll pay for that quality. The Super 3 starts at £41,995 and most will be optioned up to well beyond £50,000. Fair chunk of change for a toy, but we have no doubt it’ll pay that back in the joy of driving such a thing. You’ll never tire of making people’s days as you drive past either.

Plus, thanks to that Fiesta engine you won’t be spending too much on fuel. Even on a properly spirited drive we couldn’t get the Super 3 to show less than 38mpg, and because there’s no real weight to lug around (it’s 635kg dry) you won’t be churning through tyres even if you get the rear wheel moving around. Which you will.

Rivals? You’d do well to find any. Dynamically you could say it’s similar to the skinny-tyred Caterham Seven 170, but putting a single driven wheel in the middle really does set the Super 3 apart from anything else on the market.

Keyword: Morgan Super 3 review