Morgan Introduces the Super 3

morgan introduces the super 3

Fans of all things traditional doffed their tweed caps in celebration yesterday when Morgan rolled out a new version of their three-wheeled car. This time, it’s called the Super 3 – and it’s powered by a Ford-sourced three-banger.

That’s right. Gone is the lumpy v-twin sticking from its snout like a porcine tribute to internal combustion, replaced with a 1.5L inline-three making 118 bhp and lashed to a five-speed Mazda gearbox. For those daring enough, the 0-60 mph acceleration run is pegged at about 7 seconds, which the company says “exceeds the power and performance figures of previous three-wheeled Morgan models”. Indeed, old chap. Built upon the company’s new three-part aluminum platform, Super 3 is the first Morgan with a monocoque structure.

In comparison with the outgoing 3 Wheeler, which was created in the style of those v-twin rigs churned out in the 1920s, designers of the Super 3 are said to have drawn influences from the mid-to-late century with an eye toward aerodynamic (yes, on a three-wheeler) and mechanical requirements. You’ll have noticed those two large rectangular plates on the side of the Super 3, for example, which are more than just flights of whimsy since they manage the engine’s cooling requirements. Morgan calls them ‘sideblades’ and they can be painted in matching or contrasting paint shades to the buyer’s choice. There is also any number of accessories Morgan will be happy to sell you, including exterior-mounted soft luggage because why wouldn’t you want your undies stored outside in the British rain?

The exact positioning of that Blue Oval engine – now car-derived and mounted in-board – within Super 3 is a detail of some importance. Chosen in part due to its compact nature, the I3’s block sits precisely behind the front axle line, providing a starting point for good weight distribution. The placement of its cooling gibbons also permits more steering angle, meaning one should now be able to turn around on Ye Olde Forecourt without executing a million-point turn.

Super 3’s interior blends some modern tech with its traditional atmosphere, not unlike subtly installing an LG refrigerator in the kitchen of a British castle. Those gauges have digital screens, for example, and the available USB ports – along with other electrical items – are rated IP67 water-resistant. This is a good thing since the Super 3 has no roof. Clocking in at roughly a foot shorter than a modern Mazda MX-5, the lads at Morgan peg the car’s dry weight at 1,397lbs. That same stick shift MX-5 weighs 2,346 pounds if you’re wondering.

Speaking of pounds, the Super 3 is priced at £41,995 (just over $56,000 USD) plus on-the-road costs in the U.K., which is its biggest market. Customers in the U.K. and Europe will receive their vehicles first, with U.S.A deliveries following later in 2022. Production is slated to begin later this year.

[Images: Morgan]

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  • Arthur Dailey For the Hornet less expensive interior materials/finishings, decontent just a little, build it in North America and sell it for less and everyone should be happy with both the Dodge and the Alfa.
  • Bunkie I so wanted to love this car back in the day. At the time I owned a GT6+ and I was looking for something more modern. But, as they say, this car had *issues*. The first of which was the very high price premium for the V8. It was a several thousand dollar premium over the TR-7. The second was the absolutely awful fuel economy. That put me off the car and I bought a new RX-7 which, despite the thirsty rotary, still got better mileage and didn’t require premium fuel. I guess I wasn’t the only one who had this reaction because, two years later, I test-drove a leftover that had a $2,000 price cut. I don’t remember being impressed, the RX-7 had spoiled me with how easy it was to own. The TR-8 didn’t feel quick to me and it felt heavy. The first-gen RX was more in line with the idea of a light car that punched above its weight. I parted ways with both the GT6+ and the RX7 and, to this day, I miss them both.
  • Fred Where you going to build it? Even in Texas near Cat Springs they wanted to put up a country club for sport cars. People complained, mostly rich people who had weekend hobby farms. They said the noise would scare their cows. So they ended up in Dickinson, where they were more eager for development of any kind.
  • MaintenanceCosts I like the styling of this car inside and out, but not any of the powertrains. Give it the 4xe powertrain - or, better yet, a version of that powertrain with the 6-cylinder Hurricane - and I'd be very interested.
  • Daniel J I believe anyone, at any level, should get paid as much as the market will bear. Why should CEOs have capped salaries or compensation but middle management shouldn't? If companies support poor CEOs and poor CEOs keep getting rewarded, it's up to the consumer and investors to force that company to either get a better CEO or to reduce the salary of that CEO. What I find hilarious is that consumers will continue to support companies where the pay for the CEOs is very high. And the same people complain. I stopped buying from Amazon during the pandemic. Everyone happily buys from them but the CEO makes bank. Same way with Walmart and many other retailers. Tim Cook got 100m in compensation last year yet people line up to buy Iphones. People who complain and still buy the products must not really care that much.
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