On the Series II 4/4, a heater was optional — and so, remarkably, were turn signals. Morgan treated indicators as an upgrade, not a given.
Lead trim: 1,172 cc Ford 100E side-valve (36 bhp) · up to 40 hp
Morgan 4/4 Series II1955–1960
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Nobody in Burbles has spotted a Morgan 4/4 Series II yet. See one on the street, point the app at it, and the first card is yours — with your @handle permanently credited on this page.
FactOn the Series II 4/4, a heater was optional — and so, remarkably, were turn signals. Morgan treated indicators as an upgrade, not a given.
The Series II was introduced in 1955 with 386 built by October 1960. Although very similar in appearance to the model it replaced, it was virtually a new car with a chassis based on the one used in the Morgan Plus 4: the traditional independent front suspension using sliding pillars and coil springs was fitted with a rigid axle and semi-elliptic leaf springs at the rear, and disc wheels were fitted as standard. A side-valve 1,172 cc Ford 100E engine was used with a Ford three-speed gearbox, producing 36 bhp, with hydraulic brakes with 9 in drums; it was also available in 40 bhp "Competition" form with Aquaplane head conversion, twin S.U. carburettors and an improved gearshift linkage. In 1956 The Motor magazine tested a Series II and recorded a top speed of 75.3 mph and 0-60 mph acceleration in 26.9 seconds.
Collectors Spotted in the Morgan 4/4 Lineage
No member has published a public street spot of the Morgan 4/4 yet — the First · Worldwide stamp is wide open.
Trims & Figures
2 published trims in the catalogue. A blank is a figure not recorded, not zero.
| Trim | Years | Engine | Power | Torque | 0–60 | Drive | Gearbox | MSRP |
|---|---|---|---|---|---|---|---|---|
| 1,172 cc Ford 100E side-valve (36 bhp) | 1955–1960 | 1.2 L Inline-4 | 36 hp | — | 26.9 s | — | — | — |
| 1,172 cc Ford 100E side-valve Competition (40 bhp) | 1955–1960 | 1.2 L Inline-4 | 40 hp | — | — | — | — | — |
Owning one
We don’t estimate running costs for a car like this. What it costs depends on its condition, its specialist and how it is driven, and an average would mislead.
Owners’ builds
Nobody has claimed one yet.
Photographs
This Ford Sigma-engined 1.6 Litre was the last of its line — when it ended in 2018, the 4/4 closed out a 73-year production run, one of the longest of any car model in history.
Morgan has a very British, old-school image — but from 2006 the 4/4 1800 ran a Ford Duratec engine that was actually of Mazda origin under the skin.
Hand-built Morgan still shopped the parts bin in 1968 -- the 4/4 1600's door handles were borrowed straight from a Land Rover.
Morgan didn't bother building its own engine for the Series V 4/4 — it just bolted in a 65bhp Ford Cortina unit and gearbox under the hand-built body.
Morgan built this version of the 4/4 for under eighteen months — just 114 left the factory before the next Series arrived.
Blink and you'd miss it: Morgan built just 58 Series III 4/4s before replacing it with the Series IV thirteen months later.
On the Series II 4/4, a heater was optional — and so, remarkably, were turn signals. Morgan treated indicators as an upgrade, not a given.
The open two-seater alone made up 53% of Series I output: 663 cars by 1939, plus 249 more once war production resumed in 1946.
Rivals
Same body, same money, other badges — tap any card to flip.
In 1974 Alfa built a one-off on this Spider: a Porsche-style solid rear window and lift-out roof panels, fewer than 2,000 made, the only Spider ever with a part-solid roof.
Over 100,000 people voted to name this car "Duetto" — but a chocolate-snack maker had already trademarked the word, and a Milan court ruling forced Alfa to sell it as the Spider 1600 instead.
After nearly 25 years of manual-only Spiders, the final Series 4 cars quietly added something Alfa purists never expected: an optional automatic transmission.
The mid-80s Spider's Quadrifoglio Verde trim went all-in on a single look: blood-red carpets and grey leather with red stitching, and it only ever came in three exterior colors.
This Spider was built not by Alfa but by Pininfarina itself, on a platform shared with General Motors.
The 916 Spider's strongest naturally aspirated engine, the 192 PS 3.0 12V Busso V6, was never offered in its GTV coupe twin.
The Frogeye had no boot lid at all — owners reached the spare wheel by tilting the seats forward into the dark cavity behind, a ritual they likened to potholing.
The Fairlady 2000's SR311 update came with a five-speed manual gearbox in 1967 — a genuinely unusual spec for any production car of that era.