Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) Monty Takes A Deep Breath

I really enjoyed your post John. It really is great that the new cars evoke just as much affection as the older cars. I have had several periods when my mog was my daily car (as it is at the moment) and I'm sure that if I were in my thirties now and using it everyday, I would be looking at the plus four, for sure.
My comments were made in the context of upgrading a trad (see thread title ) not cx v trad.
I was meaning that I admire the skill, effort and work of those that upgrade but that for me, at my age, I'm happy just to use the more or less standard car.
Long live the new cars!

Nick and Julian,


Typical thread drift as always, please don't see this as Trad vs CX, there are without question aspects of the trad I do miss, it's slightly more raw and vintage feel. I'm fortunate that my CX is pre traction control, as I still get some of that twitchiness of the trad especially in the wet,compared to the later more planted CX's.I also get to enjoy the varnished wood dashboard and steering wheel etc.that I've always loved and associated with a Morgan.

What I don't miss is the trad. engine heat sink on a hot summers day etc. I did consider getting a Works Edition Plus 4 as well, but the GDI bit made me a little less certain as to how wise that maybe longer term. If it wasn't an issue with the short doors, I'd go for a really early 86 onwards 4/4 with the CVH engine and 5 speed to keep the CX company. Very simple car, very reliable simple mechanics, electrics etc. just slightly bouncy lever arm suspension, requiring less hands on maintence compared to some of the later cars.......just to keep the Morgan experience a little bit more raw.

I can understand the above improvements being made and why, but it in part, for me that sometimes feels it's changing the core values and attributes of a specific model, and therefore it's unique Morganess, warts and all, but some would quite rightly argue changes for the better.. I'm of the school that loves something for what it is 'warts and all' and not for what it could be. But there's nothing wrong with building on and refinig the base car, as they say it's the journey rather than the destination. I like Morgan's standard querkiness, it's ablities and limitations, and just prefer to make the standard car work well and reliably and enjoy it for what it is,

Everything so true here, like defender owners LR barely up graded since 1958 until suddenly the new defender hit the market with all the tech in the 20's. This was a massive step change for the traditional owner to get their head around! Like a few of you here I can see both generations special merits. One thing I really like about CX and beyond is the fact that you don't have wood where it will suffer rot from water ingress and that is very important when longevity of ownership is to be considered. No huge bill for a foot of timber!

At this time I am where Julian is, still enjoying that raw old school drive that the classic offers and yes.... working on the car too. I'm hoping to keep on with this until the Hearse is the next classic drive! Where I currently drive and the sort of driving I do which satisfies my needs around where I live is all I need at the moment. In the wilds of North Wales with the moors and empty roads we often see more mogs than any other cars as so many travel here to enjoy them as well. I still don't think I want a CX... I'm hoping I don't need to consider it either but I suppose there is that 1% chance that I still want to drive a mog but just can't manage my current and much loved plus 4.

Sewin, so true of the earlier trads, woodwork disintegrating ,chassis and inner wing corrosion and so on, which for many later trads is a thing of the past, ie. the prospect of required rebuilds as with earlier cars. Hence my choice of post 86 but pre EFi CVH, cars that benefitted from treatment of the wood, painting the wings off the cars etc that improved their longevity compared with the past. They still had the front oiler setup, whcih allowed you at a stretch to delay the necessary greasing, whist still on tour.


If I could find one rust proofed from new and before the engine complications of fuel injection with it's, cats and sensors, it would be my ideal Sunday drive car.......leave the roof off and less of a issue with the short door for getting in and out.......

So I asked AI for its view and guess what

AI Overview

The sweet spot for a Morgan 4/4 that perfectly balances longevity, reliability, and ultimate mechanical/electrical simplicity is the 1986 to 1991 production run (Morgan 4/4 1600). If you are willing to trade a tiny amount of mechanical simplicity for a massive jump in modern engine reliability and longevity, the 1993 to 2005 Ford Zetec era is your next best choice.
The breakdown of the eras explains why certain years fit your specific requirements.

1. The Sweet Spot: 1986–1991 (Ford CVH / 5-Speed)

This era represents the absolute peak of Morgan simplicity paired with modern anti-rot treatments.

The Longevity (Crucial Morgan Update): Prior to 1986, Morgan ash wood frames were untreated raw timber. In 1986, Morgan finally introduced standard Cuprinol wood preservation treatment and better rust prevention for the steel chassis. This means cars built from 1986 onward have vastly superior body and frame longevity.

Mechanical Simplicity: These cars are equipped with the 1.6-litre Ford CVH engine (sourced from the Ford Escort). It uses a single, highly reliable carburetor. Anyone with a basic set of wrenches can service it, and mechanical parts are incredibly cheap and abundant.
The Gearbox: Unlike older versions with finicky 4-speeds, this era features the bulletproof Ford Type 9 5-speed manual gearbox, widely regarded as one of the most reliable and easy-to-maintain gearboxes ever built.
Electrical Simplicity: There are no computers, no electronic fuel injection (EFI), no ECUs, and no complex wiring harnesses. The dashboard consists of basic, individually wired analog gauges..

The Runner Up: 1993–2005 Ford Zetec 1.8L

)If you want a car you can comfortably drive across continents without thinking twice about points, condensers, or tuning a carburetor, look at the Zetec-powered era.
The Longevity:
These cars feature fully treated woodwork and galvanized steel chassis options, making them highly resilient against the elements.

The Reliability: The 1.8-litre Ford Zetec engine is arguably the most robust engine ever placed in a 4/4. It easily runs past 150,000 miles with basic oil changes.

The Trade-off: It introduces electronic fuel injection and a basic engine management ECU. While it decreases absolute electrical simplicity, the system is primitive by modern standards, highly stable, and rarely fails

.Direct Comparison of Eras

Engine & GearboxProsCons (Complexity Risks)

1968–1981Ford Kent 1600 4-Speed / Early 5-SpeedUltimate visual simplicity; legendary "Crossflow" engine.No factory wood treatment. 4-speed gearboxes are less highway-friendly.

1986–1991 (Recommended)Ford CVH 1.6L Ford Type 9 5-SpeedFactory wood treatment; bulletproof 5-speed; zero computers; point-and-click mechanical repair.Carburetors require occasional manual adjustment.

1993–2005 Ford Zetec 1.8L 5-SpeedTurn-key reliability; excellent power-to-weight; great longevity.Introduces a basic ECU and fuel injection.

2006–2018 Ford Duratec / Sigma Mazda 5-Speed. Most modern and powerful.Too complex. Multi-layered electronics, catalytic converters, and modern wiring harnesses.

Summary Recommendation

Look for a 1986–1991 model if your goal is an analog vehicle you can fix on the side of the road with basic tools. If you prioritize an engine that never needs tuning and starts perfectly every single morning, opt for a 1993–1999 Zetec model (pre-dating the 1999/2000 dashboard and steering upgrades).