Dashing Brit: 1967 Morgan 4/4 Series V GT
Morgan Motor Company, located in Malvern, Worcestershire, England, has been in roughly continuous operation since 1910. Its first cars were three-wheelers, but in 1936, it brought out the 4/4, standing for four wheels, four cylinders. The 4/4 enjoyed a long run, finally expiring in 2019. By the time the car ceased production it had strayed from original mechanical specs quite significantly, but modern Morgan products still strongly resemble the older versions. Here on craigslist is a 1967 Morgan 4/4 Series V GT, the competition model, for an asking price of $35,000. This car is located in Dade City, Florida. Thanks to T.J. for the tip!
We also found this same car for sale on Hemmings, where the listing provides more details. The seller indicates that the previous owner performed substantial work including new fuel and water pumps, new fuel tank, brake work, suspension work, new motor mounts, and new head gasket, among other items. The car is said to be in great condition. All its weather equipment – top, tonneau, and side curtains – is included. It came with 72-spoke wires, an upgrade to the usual 60-spoke versions – these are stiffer in the corners and more suitable for racing.
Morgan used a variety of motors through the years; this one is a Ford 1500 cc in-line four-cylinder with a downdraft Weber carburetor. Series V production amounted to 639 examples, but of that, only about 270 were “competition” models. These were built when a customer ticked the boxes for special engine components: a four-branch header, high compression head, and a high lift cam – equipment that helped boost the motor’s stock power rating of 65 bhp to about 80 bhp. The shocks were adjustable Armstrong Selectarides. The gearbox was a four-speed manual. Top speed was around 90 mph. This car’s odometer reads just over 52,000 miles which the seller says “may” be original.
Additional features of the competition model included hood louvers and a tachometer. Throughout its history, Morgan has built cars using wood to support every model’s body panels, so scrutinizing that structure is critical. Otherwise, you could be tearing apart a lovely set of panels to repair something no one sees. The price here is comparable to others we found for sale, but I would want to know if receipts are available for some of the work performed. A driver’s handbook and shop manual would also be on my wish list. It does, however, meet my “small motor, green car” criteria! Could you see yourself behind this one’s wheel?
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Comments
My knowledge of Mogs is limited; don’t remember a “competition” model with the pushrod Ford engine.
What I DO remember was the “Super Sport” model of the early 1960s, which had a modified Triumph engine — tuned by Chris Lawrence, if I remember correctly — with a pair of sidedraft Webers (necessitating a scoop on the side of the bonnet), an all-aluminum body and, I think, bigger brakes. One of those ran in Southern California sports car races, and on a good day could almost keep up with the pre-Sting RayCorvettes.
Nice writeup, Michelle!
Thanks! I learned while doing this that at the same time this car was sold there was a Plus Four on the market that would have been faster. It generally used Triumph engines with high compression ratios; that car can sell in the six figures!
Morgan 4’s and roadsters are the only convertibles I know of that look better with the top up, and I love how they look with the top down.
My best Morgan story is about the view from behind. Behind Toly’s Morgan at an SCCA H Production race in my Bugeye. With the small Ford engine, the Morgans were placed in HP and on the long track at DFW the only way to stay close was the draft. As a result, I have vivid memories of the distinctive rear end treatment that graces all of the 4/4’s. I’d draft down the long straight, and catch up and pass on the back side, only to draft down the long straight again. Then, 8 or 9 laps in, he broke, and instead of pulling away on the long front straight, I reeled him in and went on to win. If Toly hadn’t broken, I would not have won my first ever National. Mr. Arutunoff went on to win the HP National Championship with that car. My minor brush with greatness.
BTW, Morgan’s are very cool.
Lovely Morgan. My 1600cc powered Morgan has a Webber carb. And it is said to have 92 horse power. Good power for a1500 lb vehicle. Lots of room to increase power but I don’t need it. 65 mph with the top off feels like 100. Nothing like the Morgan experience.
Agree. The power figures quoted in the artivlr are too conservative. The stock 4/4 had Cortina GT engine, quoted at 85 bhp plus. With the uprated cam and exhaudt this should be plus 10 bhp.
It’s not an exact science. My gut says yes to this car, however.
21st century Morgans are parodies of this at very inflated prices.
Beautiful car! Small footwell, though. Better were shoe size 9 or smaller.
And the least spring travel of just about anything, so, it goes around corners, very flat, but you feel every bump in the road. So great for racing, for the time, but this one is too nice to endanger the sheet metal, and, note, no bumpers, so could not pass inspection in many states. A beautiful toy.
And the least spring travel of just about anything, so, it goes around corners, very flat, but you feel every bump in the road. So great for racing, for the time, but this one is too nice to endanger the sheet metal, and, note, no bumpers, so could not pass inspection in many states. A beautiful toy.
“…Could you see yourself behind this one’s wheel?…”
Yup. Hada ’52 TD. Loved pointing out the differences.
I had a ’54 Plus 4 with the Triumph engine and was lots faster. Would have kept but just wasn’t a good family car. Wife thought she might lose a kidney if hit more than a pebble on the road. Sold it and bought an R Bentley Sports Saloon. Also a fast car but no fun in a turn.
The little Moggy I owned was a 1960 +4 with the vanguard engine. I modified the engine to supersport status by changing the liners. At that time they had the Jag diff and the Moss racing box. It could sit on 100mph after being wound up on a good straight road. Suspension, if you could call it that was so tight that it was said that if you ran over a penny you could tell whether it was heads or tails but it still a pure joy to drive. would go around corners like it was on rails or just for the heck of it slide and drift through them. the 17 inch kingpins were a bit of a bugger.