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HOW TO BUY A…
Morgan Plus 4
What Does It Do Well?
Performance from these cars
should feel lively, and thanks to
the TR engine spares are widely
available. They’re easily
upgraded as well. Working on
them yourself shouldn’t be a
problem, and even the wooden
frame can be tackled by a
competent amateur.
What Can’t It Do?
BUYING GUIDE
No. 158
The Plus 4 does what it’s
designed to do very well. There
are one or two drawbacks,
though. The hoods aren’t
renowned for being particularly
watertight and there isn’t a huge
amount of room for luggage.
Common faults
■ Chassis
Cars with original chassis are
rare now. Most will have
replacements or repair sections.
Morgan Plus 4
Triumph running gear in a handmade body – the Plus 4
makes a great choice of 1950s British sportscar.
Words by James page Photography by Matt Richardson
Production
Timeline
first four-wheeler – the 4/4 – in
1936, and production continued
after the war. In 1950, the Plus 4
joined the range, initially using
the Standard Vanguard engine
but going on to make use of the
popular TR wet-liner powerplant,
which continues to be well
supported today.
Once the rounded grille had
been introduced, the basic
ingredients for a Morgan had
been set, and the formula has
remained much the same since
– sliding pillar front suspension,
ash frame, separate chassis, and
a handmade feel that few other
cars can provide. Detailed
records kept by the company will
enable you to research any car’s
chassis, engine and gearbox
numbers and the paint colour
– as well as any notes from its
final factory road test.
Even in their centenary year,
Morgan have never diluted their
ethos by going into different
markets. Their cars are
individual, quintessentially
British, and a rewarding choice
of classic sportscar.
October 1950
December 1952
June 1954
Plus 4 introduced at Earls Court
Motor Show. Early cars had flat
radiator and Vanguard engine.
Servicing and
maintenance
Every 12 months
■ Change transmission oil.
■ Grease track rod ends.
■ Grease kingpins.
■ Change engine oil.
■ Check / top up axle oil.
■ Check brake liners (or pads
TECH SPEC
Morgan Plus 4
1952-69
where fitted).
■ Check / top up gearbox oil.
■ Check / top up oil in steering
box and check for play.
■ Grease damper blades.
■ Check shims on damper
blades for wear.
■ Check / adjust handbrake.
■ Body/Chassis
Separate chassis, ash
frame, steel panels,
available as roadster,
drophead coupé or
four-seater
■ engine 1991cc /
2138cc Triumph wet-liner
inline-four
■ power 90bhp /
100bhp
Every 24 months
■ Change brake fluid.
■ Check wipers – they can go
■ transmission
Moss four-speed manual
hard and scratch the screen.
■ brakes Drums all
round (front discs option
from 1959, standard
fitment from 1960)
Every 15,000 miles
■ Replace the bushes in the
front suspension.
■ front
suspension Sliding
pillar, telescopic dampers
■ Bodywork
How to buy a…
P
Morgan Plus 4
A Plus 4 tuned by Chris Lawrence won its
class in the 1962 Le Mans 24 Hours.
Practicality
lenty of car companies
like to claim that they’re
in touch with their past,
and that their current
range pays homage to their
heritage. However, only one
goes as far as to make their cars
in much the same way as they
were 50 years ago – Morgan.
Having built their reputation
with a range of three-wheelers
that proved successful in
competition, Morgan made their
HOW TO BUY A…
DID YOU KNOW?
First TR2-engined cars launched.
Why you'll love it
● Sleek styling.
● Eager performance.
● Superb spares backup.
● Enthusiastic club support.
● Individual feel.
● Easily upgraded.
● Good investment.
High-cowl model introduced with
rounded grille. TR3 engines
introduced at chassis 2750.
!
Deal breaker
An exclamation mark indicates key areas
where you have the greatest bargaining
power. Use them to your advantage.
Market overview
Condition 1 – £25,000
Mint, concours cars that may
have period-style upgrades.
Rebuilt or original, these
examples should be as new.
All panels are susceptible to
corrosion, although
replacements are available.
■ Wood frame
Difficult to check visually
because it’s hidden away behind
panels, but there are certain
clues as to its condition that
you’ll need to investigate.
■ rear suspension
Leaf springs, lever-arm
dampers
■ top speed 100mph*
■ 0-60mph 9.7sec*
■ economy 30mpg*
ng
buyiip
t ialist and
spec
Talk to a club. Morgans
e
th
in
arched
jo
be rese
need to refully.
ca
*Figures from TR3-engined car
Condition 2 – £15,000
Good, solid cars with no
chassis, frame or bodywork
problems. Might not be
cosmetically the best, but will
be usable straight away.
Condition 3 – £10,000
While these cars may be
runners, they’ll need potentially
major work soon. For the
money that’ll cost, you might
as well pay a bit more for a
Condition 2 car.
October 1958
Drophead coupé and roadster
facelifted. Wheels changed to 15in.
Last Vanguard-engined model.
September 1960
Front disc brakes become standard.
Black toggle switches replace
cream knobs on dashboard.
December 1966
‘Low-line’ body becomes standard
on all two-seaters from chassis
number 6393 onwards.
January 1969
Final two-seater coupé delivered.
October 1950-January 1969
104 CLASSICS MONTHLY CHRISTMAS 2009
CHRISTMAS 2009 CLASSICS MONTHLY
105
HOW TO BUY A…
HOW TO BUY A…
DID YOU KNOW?
Morgan Plus 4
Morgan Plus 4
A fixed-head coupé version, known as the Plus 4
Plus, was dropped after only 26 had been made.
Interior
Engine and gearbox
Steering
Check for too much play in the
steering. The old Burman
steering boxes can wear out
and are difficult to adjust.
Gauges
Morgan had a tendency to use
whatever they could get their
hands on if suppliers ran out for
any reason. Replacement gauges
are therefore hard to find.
ng
buyiip
t than one so
a common malady, but if it’s any
more than a drop or two, then a
more effective modern crank oil
seal will need to be fitted.
Parts for the Moss gearbox are
rare and therefore expensive, so
you’ll want to make sure it’s in
good working order. Check that
you can select each gear – when
coming down the box, second
can be a sticking point. Also
check each gear on the overrun
to make sure it doesn’t jump out
of any of them.
Trim
ore
t
Drive m n idea of wha
a
you get ke. They’re a bit
they’re li t to other cars
dif feren is age.
of th
Pattern replacements aren’t available
for the Plus 4 due to the bespoke
nature of each Morgan’s build. If you
need new seat trim, you’ll have to
have it made up specially.
Specialist View
Chassis and frame
Roger Davies,
Harpers Morgan
If a Morgan’s been restored, then
chances are it’s going to have had
a replacement chassis. Before
1986, there was no rustproofing
used at all. It’s therefore
imperative that you’re able to get
underneath the car and have a
good prod around – especially in
the areas where crossmembers
meet the main side rails and
around the engine mounts.
Modern replacement chassis will
be powdercoated or galvanised,
and a conscientious restorer will
have liberally applied cavity wax.
“Values are
holding up very
well at the moment,
and they’re still as popular as
ever – we sell them to people all
over the world. I think part of the
appeal is that you can work on
them yourself, and as a DIY
project you’d be able to build
one up from a chassis.
“Parts supply is still good for
them, too, which helps if you
need to restore or maintain one.
Some things are hard to find,
though, such as bits for the
Moss gearbox. Buying a
complete one of those will cost
serious money.”
The Triumph wet-liner engine
used in the Plus 4 is one of its
clear strong points. Robust and
well catered for in terms of spares
and expertise, even more than 50
years later, there are nonetheless
one or two things you’ll want to
look for.
Many of these engines leak oil
from the rear main bearing. If the
unit in question still has the
original, unmodified crankshaft in
place, you may notice a drop or
two of oil underneath the car. It’s
Bodywork
!
The problem with assessing
the condition of the ash frame is
that it’s mostly hidden away, but
there are external giveaways as
to its condition. If the doors are
difficult to shut, suspect that the
sill board is rotten and has
become distorted.
Replacing rotten wood means
replacing the entire section, and
while it’s easily available and not
all that expensive, the time and
effort needed to get at the
relevant bit will more than make
up for that.
Practicality
Economy
Spares
DIY friendly
Value for money
1
1
1
1
1
Total
2
2
2
2
2
3
3
3
3
3
4
4
4
4
4
5
5
5
5
5
16/25
We like…
Reliable, robust Triumph
running gear. Good spares
backup for most areas of the
car. Easy to work on. Much
prettier than later versions.
We don’t like…
Prices are on the rise. Sliding
pillar suspension was archaic
even in the 1950s. Moss
gearboxes are scarce. Seat
trim will have to be bespoke.
Or try these…
Currently better value than the
Morgan. Club and spares
backup is second to none.
Post-1955 cars have a single spare wheel
at the rear instead of two.
Clubs, Specialists
& Books
Sliding pillar front suspension has been
on Morgans for almost 100 years.
■M
organ Sports Car Club
www.mscc.uk.com
Rare parts
■ Chrome trim
Depends on the model. The side
trim for Drophead Coupés is
getting scarce, for example.
■ Gauges
106 CLASSICS MONTHLY CHRISTMAS 2009
Morgan Plus 4
£10,000-£25,000
Triumph TR2
£7000-£11,000
Parts are still widely available
for the TR powerplant.
Unobtainable new and incredibly
difficult to find secondhand.
One British car company still going strong, Morgan celebrated their centenary this year.
The method of construction
used on the Plus 4 meant that
corrosion was a problem even
when the car was relatively new.
The steel panels were fixed to
the wood frame with steel pins.
If water got into the wood, the
pins would corrode, and in time
that would be transferred to the
panels themselves. If a car’s
been restored, though, the wood
should be properly treated.
Even so, you’ll want to
carefully check every panel,
especially around their bottom
edges. Scuttle panels and the
areas around the front
headlights are weak points. Lift
the bonnet and check the
full-width toolbox. If water’s run
off the back of the bonnet into
here, chances are it’s going to
have rusted through. Rust is
then likely to be present in the
front bulkhead as well.
New panels come in steel or
aluminium. The latter are more
resistant to rust, but corrosion
can still occur where the wings,
for example, are formed around
and strengthened by steel wire.
CM says…
Triumph wet-liner
engine is superb.
■H
arpers
■ Moss gearbox
Strange ‘roller’ throttle
pedal is easy to use.
!
Check that these are all present.
If they’re broken, they can be
reconditioned; if they’re not there
at all, you’ll struggle to find
suitable replacements.
Safety and security
Worthy upgrades
Inertia reel seatbelts weren’t
introduced on the original Plus
4 – they only came in with the
later version in 1986. Most will
have static belts, though, and
inertia reel versions could be
retro-fitted. As with any soft-top
of the age, it isn’t the most
secure car to be leaving outside.
■ TR engines have robust
bottom ends and can be easily
tuned for more power.
■ Alternator conversion.
■ Collapsible steering column.
■ Electric fan.
■ Fitting the TR4 gearbox to
earlier cars.
■ Telescopic rear dampers.
Restoration, servicing,
spares and sales
01923 260299
www.harpers-morgan.com
MG TF 1500
£9500-£19,000
Similar to the Morgan in that it
was an update of technology
that was becoming outdated.
■M
elvyn Rutter
01279 725725
www.melvyn-rutter.net
■O
riginal Morgan 4/4, Plus
4 and Plus 8
John Worrall and Liz Turner
ISBN: 978-0-7603-1644-3
Austin-Healey 100/4
£7500-£18,000
Engine and driveline are
bulletproof, but the Healey
suffers from corrosion.
Turn over to P109 for your morgan quick view checks
CHRISTMAS 2009 CLASSICS MONTHLY
107
HOW TO BUY A…
DID YOU KNOW?
Morgan Plus 4
The four-seater Plus 4 became known
in Morgan circles as the ‘Snob Mog’.
QUICK VIEW Checks
10
Essential
Reminders
Key areas to inspect carefully. Your final offer price should reflect their condition.
Tick off our vital checks
for peace of mind
! 2
Side members
Check along the length of
the chassis for corrosion.
Pay attention to the areas
where crossmembers join
the side members.
3
3
Sill board
If the wooden sill board is
rotten, it’ll distort and make
it difficult for you to shut
the doors properly.
Body panels
Check around the bottom
edges of panels for rust.
Doors, scuttle panels and
front wings are common
spots for it to take hold.
4
Bulkhead
Water can get in through
the back of the bonnet,
rusting out the toolbox.
The corrosion can then
spread to the bulkhead.
Trim
The quality of the interior
is key. With each car being
individual, there are no
off-the-shelf trim kits
available should
repairs be needed.
9
7
4
5
10
1
! 5
Cut out
this page
1
2
6
cut along dashed line and take this guide with you on the daY of viewing
8
6
Gearboxes
! 7
Parts for the Moss
gearboxes aren’t available
any more. Parts will need
to be sourced secondhand
or remade by specialists.
Instruments
! 8
It’s possible to recondition
broken instruments, but if
gauges are missing you’ll
struggle to replace them.
Chromework
Check for pitting and
corrosion on all brightwork.
Fittings are available from
the factory.
9
Hood
10
Never watertight at the
best of times, you’ll want
to make sure it hasn’t got
any tears or holes, and that
it drops and raises without
a problem.
Engine
Generally robust, the TR
engine has nonetheless a
tendency to leak oil. Rear
crank seal conversion will
sort it.
CHRISTMAS 2009 CLASSICS MONTHLY
109
HOW TO BUY A…
Morgan Plus 4
Glovebox
Wizard
Our vital, take-with-you guide. It could save you a lot more than money.
Tick off our vital checks
for peace of mind
Viewing a Morgan
Overall condition, originality and
completeness should dictate the
price you pay.
Glovebox Wizard is designed
to act as a timely reminder when
viewing, drawing your attention
to areas it’s easy to forget or
which an unscrupulous seller
might try to distract you from.
Begin by judging the overall
appearance of the car. What are
the panels gaps like? Is the
engine original? Resprayed?
Pre-viewing questions
Glovebox Wizard can also be
used to ask questions confidently
whether via phone or computer
before you commit time and
incur costs to view. Knowledge
is power when buying any car so
arm yourself from the start and
get the best deal possible.
Caveat emptor
If the deal is too good to be true
then look carefully for the catch.
Buyer beware.
Fit your garage?
Engine
❏ Length 12ft 5in
❏ Width 4ft 8in
❏ Height 4ft 3in
Cold and off
Identification
❏ Chassis ID plate
On two-seater cars, the chassis
number is stamped on the
offside of a crossmember behind
the gearbox. Triumph-engined
models have a ‘T’ prefix.
❏ Check for evidence of oil leaks
❏ Examine oil filler cap for white
residue indicating water in oil
Cold and running
Do
Don't
✔ Get the car up in the air so
✘ Underestimate the amount of
you can check the chassis.
✔ Join the club to make the
most of their expertise.
✔ Make the most of the advice
and information on offer
from Morgan themselves.
✔ Take the car on a longenough test drive for
everything to come up to
temperature and for you to
be sure that the Moss
gearbox is sound.
✔ Check all body panels for
corrosion and make sure the
doors open and close
properly without catching.
✔ Lift and lower the hood to
check its condition.
work involved in restoring a
Morgan – buy the best one
you can afford.
✘ E xpect it to feel like a TR.
Chances are the first one you
test will be different to
anything else you’ve driven.
✘P
art with any money until
you see the V5, MOT and
service history.
✘D
ismiss a car with a sound
chassis and frame if it’s got
minor engine problems.
Spares and backup for the
engine are plentiful.
✘ E xpect to find a good one
straight away. Be patient and
look at as many as you can.
❏ Blue exhaust smoke
Bodywork
Interior
Warm and running
❏ Scuttle panel
❏ Front wings
❏ Toolbox and bulkhead
❏ Doors shut easily
❏ Hood condition
❏ Seat trim
❏ All instruments present and
❏ Tappet rattle
❏ All gears select easily
❏ No jumping out of gear
working as intended
❏ No tears in hood
❏ No excessive play in steering
Driving a Morgan is different to other cars –
even its contemporaries. Once the company
had decided they liked the sliding pillar front
suspension, they stuck with it. Bear in mind
that the front end of the car might have
characteristics you won’t be familiar with,
especially at speed.
You sit low down in the Plus 4, and the
view forward is very evocative with its
swoops and curves. All the gauges are easily
readable, while to your left lies the button to
lubricate the front suspension, and – just out
of easy reach for some – the handbrake.
Steering will be seriously heavy at low
speeds, and the Plus 4 doesn’t boast much in
the way of lock. Parking one will provide a
solid upper-body workout. Once on the move,
though, all is forgiven, and the Morgan
performs well whatever version of the TR
engine is under the bonnet.
Try to drive the car with the hood both up
and down. This will give you the chance to
make sure that it fits properly, and also with
it up you’ll be able to hear any untoward
noises that might otherwise be drowned out
by the wind rushing past your ears.
110 CLASSICS MONTHLY CHRISTMAS 2009
Morgan is heavy at low
speeds but fun once you’re
out on the open road.
cut along dashed line and take this guide with you on the daY of viewing
Test drive