Last month’s indictment of the 4/4 cannot go unchallenged. The basis for my argument is that I had a new Mark V with a 4.1: 1 axle on March 1st this year. Total price £695 odd.
Taking your points one by one: The fuel consumption on mine varies from about 33 driven hard in town to 38 m.p.g. on the open road at 65 to 70 m.p.h. You don’t bend the sidescreen to get in; just flip up the hood fastening above the door catch, put your arm in and open the door. The 17-in. Bluemels wheel is an expensive extra on the standard 4/4 and my 3-spoke smaller wheel is very comfortable. The front suspension oiling system would scarcely empty the sump; mine, used at frequent intervals, does not interfere with the 1,500 miles/pint oil consumption. Having the all-synchro. box, I find the gear-change excellent, though slow across the gate.
The only time I have had water on the inside of the screen was at 70 m.p.h. in a cross-wind in torrential rain. Otherwise a pair of 8s. Woolworth’s demisters kept it dry for me.
My “Moggy” having only 3,500 miles on its clock and a long hard life in front of it, I haven’t taken performance figures. However the top speed is in the lower 90s and the acceleration is probably rather inferior to your competition model.
As for the detail finish, what I looked at were the rolled edges to all metal surfaces; the reinforced wing valances; the spot-lamp circuit wired in as standard; and greasers on the pedal shafts and speedo. cable.
I bought the car to do 20,000 miles a year for five years on business, and consider it the toughest British car in its price class. The long-term economy on spares, tyres, brakes, etc., looks as if it will realise my expectations, all of which makes the Morgan a far better car than your article would have us believe. How about the Morgan as the last P.V.T. ?
A colleague bought a new VW in March and we will compare notes on long-term economy. The results should interest you in the years to come. My only connections with Morgan are those of an owner.
Thanks for your alive and outspoken magazine.
David B Hocking.