Test Drive: Morgan Roadster

From the small-scale seats in red leather to the polished aluminium around the dash board controls, and the frail windscreen frames, everything on board seems to have perfect finishing with a false air of fragility due to old-style production techniques. Only the indicator and light controls in basic, modern plastic marked 'Land Rover' stand out in this world of tradition. “These are the only parts which can't be given a vintage look” laments a spokesman from Morgan France.

Once you are behind the wheel, you actually have to push yourself to bring this beauty to accelerate (especially when it's raining), such is the feeling that you are piloting a well restored vintage model. Yet performance is good, with a top speed of 225km/h (140mph) and 0-100km/h (0-62mph) in 4.9 seconds. And in spite of its archaic suspension, this Morgan holds the road well, brakes straightforwardly and exudes an indefinable charm without needing the slightest assistance.

 

The ride is so pleasurable that you happily tolerate the lack of comfort, the firmness of the brake pedal, the noticeably lax steering and the din created by the slender hood. It is actually better driving without the hood, especially when you observe the admiration and envy of others.

Morgan has been working on the same style of convertible for over 70 years. This style which was prevalent in both pre and post-war periods is the one Jaguar adopted, in particular, to conceive the XK 120 that everyone remembers. Whether it is the aptly named Classic range or the futuristic range symbolised by the unusual Aero 8, Morgan's pencil lines come together in common features: prominent wings forming a running board, side vents, long bonnets which allow you to access the engine on each side, rounded radiator grills with vertical bars and headlights which, on the Aero 8, are partially set into the top of the front wings. Other features include the almost vertical, rectangular windscreens, the absence of bumpers (replaced by two banana shaped chrome buffers) and the lack of proportion between the engine compartments and cockpits.

 

Here we have all the magical ingredients of a true British roadster admired by so many collectors. The type you take out for a spin from time to time and take great care of due to its fragility and price.

 

This is true for the different variants of the classic Roadster, from the neo-retro Aero 8 and of course for the four seater Roadster. The latter does of course inherit spoked wheels with central fixing and an extended hood called “Easy up.”  This is very basic and supported by simple hinges. It proves to be quick to open up and put into place once you have the knack of folding it. The vehicle is waterproof (we had driving rain during the test!), but it does let some air through, especially if you're not careful sliding the perspex windows back correctly into their slots. The doors are fragile because they are light and mounted on ash-frames. By unscrewing two chrome buttons the upper parts of the doors can be dismounted. Then you're set to drive, elbows in the wind, in true roadster style. 

 

As the importer for France, who also distributes Weissman, was not able to finance a test drive car, I took my first spin at the wheel of a Morgan in the personal 4 Seater Roadster belonging to the managing director Pierre Henri Mahul. The first few turns of the steering wheel required some effort negotiating the narrow exit ramp of the Rue Brunel underground car park. In the traffic at Port Maillot, on the périphérique, and on the A13 autoroute, my new companion creates a sensation.

A great deal of classy cars (and not just the lower range ones) slow down to admire the shapely, gleaming bodywork of this beauty from the past. In the driving rain with poor visibility I do my best to sample its steering, braking, level of comfort and without overdoing it, the performance of its 6 Jaguar cylinders. I get some disconcerting surprises into the bargain!

 

Not having any power assistance, the steering which was torturous in the car park now seems far too limited on the road. It is so free that you're left wondering how to drive it with precision. Nevertheless you get the hang of it very quickly.

 

There is the same disappointment when braking, which is also unassisted. The very firm pedal seems ineffectual in activating the disc brakes to the front and the drum brakes to the rear. “Pump it several times to get it to slow down properly,” Pierre-Henri Mahul had advised me. So I continue my apprenticeship by stepping up the speed. Approaching 100km/h (62 mph) you get the impression of driving very fast. Fortunately the precise and well guided short throw gearshift allows you to be playful with a V6 which is both vigorous and flexible. I try out 130 km/h (80 mph) to stay within the flow of the traffic but it gets so noisy that I start worrying about the hood getting blown off. This is a nonsensical fear when you examine the quality of the canvas fastenings on the framework.

 

Strong points: the unique neo-retro concept, admirable shape, quality of manufacturing, remarkable finish, beautifully stylish stainless steel spoked wheels, satisfactory engine/gear-box combination, 4 year guarantee

 

Weak points: none if you accept all of the drawbacks related to the concept. The price is nonetheless very elitist!