Morgan Motor Company

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The Morgan Motor Company is a family-owned British motor car manufacturer founded in 1910 by Henry Frederick Stanley Morgan.

Morgan is based in Malvern Link, a Malvern region, Worcestershire, and employs 177 people. Morgan has stated that they produce more than 1,300 cars per year, all assembled by hand. The waiting list for cars is about six months, and sometimes it's been up to ten years.

Morgan cars are unusual because the wood has been used in their construction for a century, for some early model chassis and still in the 21st century for shells. Visitor center and museum exhibit features about the history of the company from the Edwardian era to the present day, the development of car technology, and the look of the car. There is also a factory tour.

Video Morgan Motor Company

Company history

H.F.S. Morgan left the Great Western Railway in 1904 and set up a motorcycle sales and service garage at Malvern Link. In 1909 he designed and built the car for his own use. He started production a year later and the company prospered. Morgan continued to run it until he died at the age of 77 in 1959.

Peter Morgan, the son of HFS, ran the company for several years before his death in 2003. He was replaced as chairman by Alan Garnett, a non-family director, from 2003 to 2006. Following Garnett's resignation, a four-person management team was established.

Charles Morgan, Peter's son Matthew Parkin, Tim Whitworth, Steve Morris formed a new management team, and in 2010, after Parkin's resignation, Charles Morgan was appointed managing director. In January 2013, Morgan was dismissed as managing director, replaced by Morris, but continued as director of strategy until October 2013 when he was dismissed as both an employee and a member of the board of directors.

In late 2013, shareholders appoint Andrew Duncan, a local lawyer, as chairman. In 2016, he resigned as chairman and director of the company and was replaced as chairman by the new director, Dominic Riley, an experienced chairman.

Maps Morgan Motor Company

Initial car: tricycle and 4-4s

The early cars were two seats or four tricycles, and were therefore considered cyclecars. The tricycle avoids UK taxes on cars classified as motorcycles. Competition from small cars like the original Austin 7 and Morris Minor, with economies and comparable prices and better comfort, make cyclecars less attractive. <3> V-Twin_three-wheelers_ (1911-1939) "> V-Twin three wheels (V-Twin_three-wheelers_ (1911-1939)"> V-Twin three wheels (V-Twin_three-wheelers_ (1911-1939) "> V-Twin_three-wheelers_.281911.E2.80.931939.29">

H.F.S. Morgan's first car design was a single-wheeled lane, made for personal use in 1908, with the help of William Stephenson-Peach, the father of friends, and engineers at Malvern College. Powered by 7H hp engine (5.2 kW; 7.1 PS) Peugeot twin cylinder (from abandoned motorcycle project), the car has a backbone chassis, the idea is maintained for all three-wheeled vehicles, and used as small materials and laborers such as Morgan can manage. A single, three-wheeled seat with independent front suspension springs, unusual at the time, driveshaft ran through the spine tube to a two-speed transmission (without retreat), and a chain drive for each rear wheel. The steering wheel is with a tiller, and it has a brake band. It also has no body.

With the financial help of his father and his wife, the car was put into production on the spot on Pickersleigh Road, Malvern Link, and three single-seaters on display at the 1910 Motor Show at Olympia in London. Despite the great attention shown, only a few orders were taken, and Morgan decided that two seats were needed to meet market demand. It was built in 1911, adding bonnets, windshields, steering wheels, and starting cranks; it was featured in the 1911 Motor Cycle Show. An agency was taken over by Harrod's department store in London, for a sale price of Â£ 65. Morgan became the only car ever to appear in a shop window at Harrods.

The interest in his journey led him to patent his design and start production. When he first showed his single-seat and two-seat runabout versions at the 1911 Olympic Motor Show, he was confident at the show that there would be greater demand for a two-seat model. The Morgan Motor Company was listed as a private limited company only in 1912 with H.F.S. Morgan as managing director and father, who has invested in his son's business, as his first chairman.

In 1912, Morgan set out to win trophies offered by The Light Car & amp; Cyclecar for the farthest distance within an hour, in Brooklands. One-passenger covers 55 mi (89 km), only to be beaten narrowly by GWK; Morgan returned the same year, reaching nearly 60 mi (97 km).

Morgan built its reputation through competition such as winning the 1913 Cyclecar Grand Prix at Amiens in France, driven by W. G. McMinnies, with an average speed of 42 mph (68 km/h) for a distance of 163 mi (262 km). It became the basis for the 'Grand Prix' 1913-1926 model, which developed the 'Aero' model, and 'Sports'. Morgan himself won a very difficult 'Six-Day ACU Trial' in 1913, in a sidecar class. In the same year, the company entered the MCC reliability test, which continued until 1975.

The success of racing led to the company's demand proved unable to be met.

These models use variations of air-cooled or liquid-cooled motorcycle engines. The engine is placed in front of the front axle in the chassis made of steel tubes tied to the cast lugs.

After the First World War, the company introduced a revampable rear wheel, which customers have been searching for for several years. The 1921 Popular, powered by 8Ãƒ, hp (6.0Ãƒ, kW; 8.1Ãƒ, PS) JAP and stature in poplar, sells for Ãƒ, Ã‚ Â£ 150. That is sales success, the price drops to Ãƒ, Ã‚ Â£ 128, and the name changed to Standard, in 1923, when the Blackburne machine was also available. The Grand Prix is â€‹â€‹priced at Â£ 155, and the Family (with two child seats behind the front bench, setting the standard 2 2s will follow the generation) is Ãƒ, Ã‚ Â£ 148 (air-cooled engine) or Ãƒ,Ã‚ 158 (water cooling machine). The Aero supported Anzani is also available, for Ã‚ Â£ 148. The MAG engine is also optional.

Morgan's racing effort suffered a blow in 1924, when a JAP-engined car E. B. Ware rolled over at JCC 200 million (320 km) in Brooklands; Ware was badly injured, which led to the ban of three-wheeled vehicles as cars.

The electric headlights were made available in 1924, at a cost of Ãƒ, Ã‚ Â£ 8. The Popular, powered by a 976 cc (59.6 cuÃƒ, in) engine, sold for Ãƒ, Ã‚ Â£ 110, 1,098Ãƒ,Ã‚ cc (67Ãƒ, Ã‚ Â° C) Aero for Ãƒ, Ã‚ Â£ 148, and one-seater Ãƒ, Ã‚ Â£ 160.

Like a motorcycle, Morgans has a hand throttle, a Bowden-wire control mechanism, and lubrication drops.

Racing Morgans includes the Harold Beart's 1,096 cc (66.9 cuÃƒ, in) special-engined Blackburne, with 3.33: 1 upper gear and a slender 43lb (20kg) body, which covers 91.48 mi (147.22 km ) in a one-hour trial at Brooklands, with a top speed of over 100 mph (160 km/h).

In 1925, Standard prices dropped to Ãƒ, Ã‚ Â£ 95, and Aero Ãƒ, Ã‚ Â£ 130, compared Ãƒ, Ãƒ, Ã‚ Â£ 149 to Austin Chummy. Electrical illumination by the dynamo became the standard that year.

Front-wheel and electric start brakes (option Ãƒ, Ã‚ Â£ 10) became available in 1927, while Standard prices dropped to Ãƒ, Ã‚ Â£ 89, complete with double-thickness windshield and "electric hooter". By the end of the year, the Standard was even cheaper, Ãƒ, Ã‚ Â£ 85, while the new Super Sport debuted, with a JAP 10/40 air-cooled vee-twin overhead valve, priced Ãƒ, Ã‚ Â£ 155. The 10/40 machine also available at Aero, at Ãƒ, Ã‚ Â£ 132, while Aero Aero's more air-cooled air conditioner went for Ãƒ, Ã‚ Â£ 119. The family was priced Ãƒ, 102 pounds (air-cooled) or Ãƒ, Ã‚ Â£ 112 (water-cooled). These new lower prices lasted until 1928. They will remain lower in 1929: Standards and Families at Â£ 87 10, Aero Ãƒ, Ã‚ Â£ 110, and Super Sports Ãƒ, Ã‚ Â£ 145. In 1933, the Family given the price of only Ãƒ, Ã‚ Â£ 80.

The Morgan racing program in 1927 earned a gold medal of eleven marques and three silver from fourteen participants at the MCC London-Edinburgh Trials course. The team joins Clive Lones and CT Jay, who won the 1929 Cyclecar Grand Prix at Brooklands, drove 750Ãƒ, cc (46Ãƒ, cuÃƒ, in) Morgan-JAP, with an average speed of 64.7 mph (104.1 km/h). And in 1930, Gwenda Stewart changed in speed 113 mph (182 km/h) in Super Sport tuned.

Morgan three-wheel vehicles benefit from an annual tax of Â£ 4, half of the Austin 7 price, provided they stay below 8 cwt.

Morgans was also built in France by Darmont.

However, in 1930, cheap four-wheeled cars breed, led by Ford Ford Â£ 100. Morgan, and his partner George Goodall, responded by placing 8 hp (6.0 kW; 8.1 PS) 933 cc (56.9 cuÃƒ, in) and 10 hp (7.5 kW, 10 PS) 1,172 cc (71.5 cuÃƒ, in) Ford engines in their own cars.

Morgan's last twe-twins are powered by a Matchless engine that shifts 990 cc (60 cuÃƒ, in); they were sent to Australia after the Second World War.

The vee-twin model was not returned to production after World War II.

The Morgan Club was re-established in 1927.

The three-wheel F series ( 1932-1952)

Morgan F-4 was introduced in 1933 at the Olympia Motor Cycle Show. The F-4 features a new four-sided Ford Sidevalve engine four-side press chassis used in Model Y, and a four-seater body. The F-4 was fitted with two F-2 seats in 1935 and the Super F was more sporty, with bike-wing and bonnet louvred tops, in 1937. Ford's three-wheeled production continued until 1952.

4-4

Morgan's first four-wheeler, named after 4-4 for having a four-cylinder and four-wheeled engine, was released to the public in 1935. Powered by 34 hp (68 kW, 34 PS) of Coventry Climax, and carrying a pair of spare wheels mounted on the rear, 4-4 new seats sold for 185 guineas (Ãƒ, Ã‚ Â£ 194 5s). It proved popular, and the four-place model was added in 1937, joining the drophead Ãƒ, Ã‚ Â£ 236 in 1938.

Coventry Climax finally stopped making the engine available, so Morgan switched to 1,267Ãƒ,Ã‚Â® cc (77.3 cuÃƒ, in) The Standard Motor Company Ten, generating 39 hp (29 kW, 40 PS).

In 1938, 4-4 were included in Le Mans. This led to the production of factory replicas, with folding windshields, bicycle fenders, small-displacement machines, & amp; single spare wheel, at a price of Ãƒ, Ã‚ Â£ 250.

Production was stopped during World War II but continued thereafter as 4/4. Production stopped again in 1950 when engine supply dried up, but continued in 1955 when a suitable replacement, 2,088 (127.4 cuÃƒ, in) of the four inline Vanguard Standard, was discovered, and has continued ever since.

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Postwar car

Morgan 4

Morgan 4 was introduced in 1950 as a larger-engined car ("plus") rather than 4-4. The 4 initially used 2.088Ãƒ, cc (127.4 cuÃƒ, in) Vanguard Standard engine (while 4-4 had used the Special Standard 1.267Ãƒ,Ã‚ cc (77.3 cuÃƒ, in)), and when the introduction was sold for Ãƒ, Ã‚ Â£ 625 (two seats) or Ãƒ, Ã‚ Â£ 723 (coupÃƒÆ'Ã‚ Â© Ã‚ Â©).

Machine 4 uses Triumph TR2 (in 1953), TR3 (1956), or TR4A (up to 1969). Plus 4 production was discontinued in 1969 but brought back in 1985 with a Fiat engine (1985-1988) and then a 4-cylinder Rover engine (1988-2000). Production was again suspended and Plus 4 returned again in 2004 with 155Ãƒ,Ã‚ bhp (116 kW; 157 PS) Ford 4-cylinder.

Morgan_.2B4.2B Morgan 4

Versions of 4, 4, were made from 1964 to 1967 with a contemporary fiberglass coupe body. The light weight and reduced drag characteristics improve the performance of 4 over regular 4 in every aspect. However, traditional Morgan fans do not accept this departure from the Morgan habit, and mainstream fans do not embrace the seemingly ancient 4th chassis. Only 50 built.

The limited edition Plus 4 was reintroduced in 2014 as Super Sports Plus 4. Only 60 cars are available and every car will be ridden properly.

Morgan 4/4

The 4/4 returned to production in 1955 when a suitable engine was sourced. 4/4 now uses chassis 8 and Ford engines.

Morgan_2B8 "> Morgan 8

Faced with the reduced availability of large four-cylinder engines for use in their 4 models, Morgan began installing the recently available Rover V8 engine in their car in 1968, giving these cars the designation of the "8" model.

Engine displacement jumped from a 2.3 liter Triumph TR4 engine to 3.5 liters, then 3.9 liters (1990), 4.0 (1998-2004) with optional 4.6L (1996-2000) all based on the same Land Rover block. However, the V-8 is nothing more than a Victory. These features make the 8 accelerate much faster than the start 4 and also improve the road control capability.

Horsepower (143-204 bhp), weight and performance vary with emissions and structural laws through its history. In its final form, the GEMS Land Rover V8 produces 190 hp (140 kW). Thus powered, the car can accelerate from 0-60 mph in 5.6 seconds.

Roadster

In 2004, Morgan came out with a traditional-style model to replace the existing Plus. Mk I Roadsters with Ford UK Mondeo V6 produces 223 bhp (166 kW, 226 PS) at 6150 rev/min. It has a Getrag gearbox with direct drive at 5 with axle ratio of 3.08. Then Marks has a Ford gearbox with direct drive in the 4th with axle ratio of 3.73. The overall gearing is almost the same. The Roadsters are then powered by Ford England Mondeo V6 producing 204 bhp (152 kW, 207 PS). In 2007, the Mondeo engine was replaced by a US specification version of the same engine in the Roadster II. In 2011-12, the engine was replaced with a Duratec Cyclone 3.7 engine and the output increased to 280 bhp (209 kW; 284 PS). The company calls this latest model Roadster 3.7.