Glance down and you'll notice the Ariel Atom-like front suspension arrangement. You get a little mesmerised by it; you can see the damping absorbing ruts and you chuckle as the thin tyres bob up and down and search for smooth tarmac. On these roads they're always busy.
Have you guessed what it is? I'll give you a few more clues: it's a recent creation from one of England's finest car makers, it has a manual gearbox, this one's painted in the iconic Gulf colours of blue and orange, it's got a naturally aspirated engine sourced from a motorbike and it's extraordinarily good. Oh, I've forgotten one key thing: it's got three wheels. As there aren't many three-wheeled cars on sale, that's probably given the game away, right? The car in question is the Morgan Three Wheeler.
Strangely, those drives came in affordable cars. Having driven lots of exotica in my short five-year driving career, they have no doubt left their mark but tellingly, it was in two French hot hatches that I'd had my best moments - up until now.
The simplicity of these two cars - the Peugeot 106 Rallye and the Renaultsport Clio 182 Trophy - are what makes them great. They have no pretense, no complications. They're simply great because they're transparent; they don't hide behind electronic wizardry and you're in charge. I love cars of this ilk and the Morgan's bristling with that style.
It's easy to be a little disappointed by the motoring world in 2013. There's not much that has a similar ethos, and that's where the little Morgan comes in and gives you faith in the sea of monotonous BMW X3s and smoke-belching diesels. In performance cars, characterful, naturally aspirated engines are being replaced by dull-yet-potent smaller capacity turbocharged ones, rich in torque but woefully devoid of character.
We're at the cusp of a dramatic change in regulations. Emissions are high on the agenda and it's affecting all of our much-loved marques. The Mercedes C63 AMG is adored for its tyre-shredding, wild character, yet its fabulous V8 is almost certainly going to be replaced with a smaller powerplant with - you guessed it - forced induction. Even Porsche, who, in my opinion, are the purveyors of the finest drivers' cars in the business, have changed its flagship driving machine.
The all-conquering GT3 has been a favourite for everyone who's driven it since its 1999 debut. A car which was pared-back just the right amount, had an ever-so-slight weight reduction and was great because it did everything brilliantly. The forthcoming 991-generation 911 GT3 is to go without one of its best qualities: its manual gearbox.
Yes, Porsche has done the unthinkable and ditched its fabled manual. In its place there's the very good PDK 'box, but as quick as the gear changes are it's simply not a match for that magnificent Porsche manual.
Even supercars aren't immune from the drastic changes. The recently-revealed, hugely expensive flagships from Ferrari, McLaren and Porsche aren't as simple as their forebears. The LaFerrari (I know - a ridiculous name) uses F1-inspired KERS technology, as does the McLaren P1, not to mention a whole host of other technological features. It's fair to say they're moving with the times and these cars are at the peak of technology, but does that make them better? I'm undecided. Their geekery's at an all-time high, and whilst they're no doubt at their optimum in 2013, it's just getting a bit boring.
There are of course two sides to it, and the amalgam of this debate came to a head in the Ferrari Enzo. Replacing arguably the last analogue supercar, the F50, the difference between the two was night and day. The Enzo, although still powered by a thunderous V12, was overflowing with technology. It had the most advanced F1-style gearbox with super-fast, neck-jerking changes. However, this technology came with a drawback: its weight.
Just a few weeks ago, I penned a piece called 'The Perfect Drive'. It recalled the memories of a handful of stand-out drives that will live long in my memory.
Strangely, those drives came in affordable cars. Having driven lots of exotica in my short five-year driving career, they have no doubt left their mark but tellingly, it was in two French hot hatches that I'd had my best moments - up until now.
The simplicity of these two cars - the Peugeot 106 Rallye and the Renaultsport Clio 182 Trophy - are what makes them great. They have no pretense, no complications. They're simply great because they're transparent; they don't hide behind electronic wizardry and you're in charge. I love cars of this ilk and the Morgan's bristling with that style.
It's easy to be a little disappointed by the motoring world in 2013. There's not much that has a similar ethos, and that's where the little Morgan comes in and gives you faith in the sea of monotonous BMW X3s and smoke-belching diesels. In performance cars, characterful, naturally aspirated engines are being replaced by dull-yet-potent smaller capacity turbocharged ones, rich in torque but woefully devoid of character.
We're at the cusp of a dramatic change in regulations. Emissions are high on the agenda and it's affecting all of our much-loved marques. The Mercedes C63 AMG is adored for its tyre-shredding, wild character, yet its fabulous V8 is almost certainly going to be replaced with a smaller powerplant with - you guessed it - forced induction. Even Porsche, who, in my opinion, are the purveyors of the finest drivers' cars in the business, have changed its flagship driving machine.
The all-conquering GT3 has been a favourite for everyone who's driven it since its 1999 debut. A car which was pared-back just the right amount, had an ever-so-slight weight reduction and was great because it did everything brilliantly. The forthcoming 991-generation 911 GT3 is to go without one of its best qualities: its manual gearbox.
Yes, Porsche has done the unthinkable and ditched its fabled manual. In its place there's the very good PDK 'box, but as quick as the gear changes are it's simply not a match for that magnificent Porsche manual.
Even supercars aren't immune from the drastic changes. The recently-revealed, hugely expensive flagships from Ferrari, McLaren and Porsche aren't as simple as their forebears. The LaFerrari (I know - a ridiculous name) uses F1-inspired KERS technology, as does the McLaren P1, not to mention a whole host of other technological features. It's fair to say they're moving with the times and these cars are at the peak of technology, but does that make them better? I'm undecided. Their geekery's at an all-time high, and whilst they're no doubt at their optimum in 2013, it's just getting a bit boring.
There are of course two sides to it, and the amalgam of this debate came to a head in the Ferrari Enzo. Replacing arguably the last analogue supercar, the F50, the difference between the two was night and day. The Enzo, although still powered by a thunderous V12, was overflowing with technology. It had the most advanced F1-style gearbox with super-fast, neck-jerking changes. However, this technology came with a drawback: its weight.
Manufacturers are obsessed with reducing the time it takes to change gears, and I think it's completely boring. If they concentrated more on keeping weight down, I'd be more interested. I don't care that a semi-auto 'box can change up 0.3 of a second quicker than me. That's why this lovely, traditional and simple Morgan is so good - there's just no bull. It cares not for acceleration times and lapping the Nurburgring, and for me, that's cooler than any 200mph overpowered, overweight and completely geeky supercar.
Proof of this trend doesn't come more starkly than in the form of Porsche's most expensive car, the 918 Spyder. As a natural successor to the timeless, V10-engined Carrera GT, they're incomparable.
The Carrera GT was remarkably simple. It was relatively simple, with a gear knob topped with balsa wood, a carbon structure, razor sharp throttle response and was the pinnacle in precision. It took no prisoners, yet its endearing character has cemented its place in supercar folklore. That spine-tingling V10 delivered just over 600bhp and its looks were astonishing. Even now, the ten-year-old design looks incredible. I'd take one over an Enzo every day of the week.
In the last few months, we've seen the rise of the aforementioned 918 Spyder, a car which is far more controversial than the simplistic Carrera GT. Why? It uses batteries. It's powered initially by a 600bhp V8, but it's accentuated by cells which add a couple of hundred horsepower onto its total. Great, you might think. But then its weight's revealed and a collective gasp is heard, for it tips the scales at over 1700kg.
You might not think a few hundred kilos is cause for concern, but no technology advances can iron out the bulk which inevitably dumbs the steering and feel of the car. No matter which side of the analogue/digital fence you fall on, the next few months are certainly set to be intriguing as the head-to-head battles commence.
A new car which flicks a strong middle finger up at the technology brigade is the Three Wheeler. It's single-handedly standing up to the modern-day rules and conformity, and I applaud Morgan for having the nerve - and nous - to do it.
In the new Three Wheeler you get proper old-school grunt. It's powered by a two-cylinder engine which directs its power to the rear wheels, or should I say rear wheel... The Three Wheeler has one wheel at the back and two at the front. Unlike technology-obsessed marques, Morgan are bucking the trend and they're returning to their roots. You see, three-wheeled creations were what Henry Frederick Stanley Morgan formed the company with and were on sale for 40 years afterwards.
The quirky Malvern-based firm have revived it though, and the £30,000 2013 Three Wheeler is fantastic.
Purity and intimacy are what cars lack in most cases. They're filled with so much wizardry that it's hard to just enjoy the raw experience. Anyone with any sense wouldn't go without them on their day-to-day vehicles as they give safety, but on specialist cars they very much tend to get in the way.
Clasp eyes on a Three Wheeler and it's love at first sight. You're amazed by its size (incredibly small), its width (again, incredibly small) and its look. It's such a unique car. There are two old-fashioned, Caterham-style headlights which sit up on beautifully fashioned metal, there are two thin-rimmed wheels with cycle-like spokes and a glorious V-twin motorbike engine that sits proudly, visible to all.
It's a fantastic thing to behold. When its wooden body shell's being fashioned, it would've been simple to make this 'car' into a boat - its shape's that similar.
Getting in the thing isn't particularly easy, or elegant. You kind of shimmy your way in: step over the tub so one foot's in, then hold onto the bodywork and hoist yourself in. Getting out is even harder...
As soon as you're in its seat you just smile. 'Quirky' could be deemed as an overused adjective with this marque, but it's so fitting. Nothing's like this car - it's completely unique. Look ahead and there are two pieces of perspex, one in front of the driver and one in front of the passenger. They're largely useless, as they're only a few inches high so they never really protect the driver from anything that's flying, so a helmet's advisable.
There's a circular steering wheel which is laughably large given the size of the car, a chunky gear knob, a handbrake and the simplest dials you've ever seen. It's great. There might not be a lot in here but you're surrounded by air, visibility's inevitably great and it just feels right. The seats - lined in quilted leather in a diamond pattern - aren't particularly supportive but the driving position whilst in them is a strange one. You kind of feel like a little kid playing in your dad's car as you're holding onto a bus-sized steering wheel. It's nearly in line with your head. Its driving position isn't perfect because of this but in a crazy way, it's just fantastic. Pure sense of occasion. Yes, I'm even praising it for having a flawed driving position.
Start up the motorbike engine and it slowly, lazily responds after a second or so. Even this is an occasion as its starter button hides beneath an aircraft-style toggle cover. Flick it up, push the button and the beast grumbles. It's not a fizzing motor that's hyperactive and craving revs. It just sits there up front vibrating, reluctant to wake up. It's so strange as its character makes you think you're sat in a 30-year-old car, not a brand new one. You get that same feeling as you would when you're sat in a temperamental classic car; there's trepidation there as it feels like it may or may not start. You get that pure unadulterated joy when it does cough into life. It's built by a company called S&S, who are famed for their relationship with Harley Davidson. Built to Morgan's specification, the 2.0-litre produces 80bhp and 103lb ft of torque. The stats, particularly the latter, are mightily impressive for a bike motor, and as the engine reaches its peak at just 3,250rpm, the Three Wheeler always feels perfectly situated to pile on speed.
Once it's warm, the lumpy idle sits at just over 1,000rpm and the throttle response is actually rather sharp - something I didn't expect. Its clutch is weighted nicely with just the right amount of inertia and its five-speed 'box is slick and precise. The gearbox is actually from a Mazda MX-5 and it's a great combination.
Top Gear lovers won't get this car. They'll be disappointed by its 80bhp power figure, and they'll loathe it as its solitary rear wheel makes prolonged power sliding redundant. However, as it only weighs just over half a tonne, it's actually pretty brisk. It'll keep most junior hot hatches in sight to 60mph, but it's its torque that's the most memorable aspect of its performance. You see, as its peak's reached at a shade over 3,000rpm, you're perfectly situated no matter which gear you're in.
It's just an assault on your senses. You're driving along with the world rushing by in a blur. It's not fast by any means, but who cares when you're having this much fun? Speed is irrelevant in the Three Wheeler, and that's something which I thought I'd never say. People of all ages look, point, stare and frantically click their phone's camera to capture this glorious little car. In many expensive cars you kind of get the sense that some people think you're a bit of an idiot. Flashy, perhaps arrogant. Drive a loud Ferrari in look-at-me red and you get a mixed response. In the Morgan it's just pure adulation. It says to the world that you're a pure enthusiast who doesn't much care for power or gimmicks. It says that you're a fan of simple machinery, yet you're not fussed about headline-grabbing power figures. I love that.
The fact that the lone rear wheel is situated in the centre has a profound effect on the way you drive. You forget it's positioned there at first. The first time you pick out an approaching pothole and make the necessary adjustment to avoid it, you soon know all about its position then as the front wheels successfully miss the crater and the rear wheel takes the full brunt of it. A shudder goes through the body but it soon shakes it off and thrums on.
Its steering's so informative. On challenging roads it shines and gives instant feedback. Its weight's just so and you're filled with confidence as you have faith in the way in which the Three Wheeler steers. You can't help but feel that its engine out front has a big influence on this; it's so direct and precise. The best thing is that you can actually see the process being done by the car in front of your eyes. Turn in and watch the components do their thing, feel the response through the wheel and get on the gas. This is what driving's all about. You're an integral part of the process, interacting, working with it. No other production car gives this feeling. Step on the brakes and there's great feel, an abundance of stopping power and again, it just builds your confidence.
The Morgan Three Wheeler is completely beguiling and an absolute joy from start to finish. It puts the biggest grin on its driver's face and finally, a modern-day car has returned to simplicity. It celebrates motoring for the sake of motoring, and even when you're trundling along at 30mph it's utterly mesmerising. It doesn't care about yawn-inducing Nurburgring times or being high up on the Top Gear test track board. All it wants to do is show off its character and I for one absolutely adore it. Drive a Morgan Three Wheeler and it rekindles that magic of driving. I've had another perfect drive.
Proof of this trend doesn't come more starkly than in the form of Porsche's most expensive car, the 918 Spyder. As a natural successor to the timeless, V10-engined Carrera GT, they're incomparable.
The Carrera GT was remarkably simple. It was relatively simple, with a gear knob topped with balsa wood, a carbon structure, razor sharp throttle response and was the pinnacle in precision. It took no prisoners, yet its endearing character has cemented its place in supercar folklore. That spine-tingling V10 delivered just over 600bhp and its looks were astonishing. Even now, the ten-year-old design looks incredible. I'd take one over an Enzo every day of the week.
In the last few months, we've seen the rise of the aforementioned 918 Spyder, a car which is far more controversial than the simplistic Carrera GT. Why? It uses batteries. It's powered initially by a 600bhp V8, but it's accentuated by cells which add a couple of hundred horsepower onto its total. Great, you might think. But then its weight's revealed and a collective gasp is heard, for it tips the scales at over 1700kg.
You might not think a few hundred kilos is cause for concern, but no technology advances can iron out the bulk which inevitably dumbs the steering and feel of the car. No matter which side of the analogue/digital fence you fall on, the next few months are certainly set to be intriguing as the head-to-head battles commence.
A new car which flicks a strong middle finger up at the technology brigade is the Three Wheeler. It's single-handedly standing up to the modern-day rules and conformity, and I applaud Morgan for having the nerve - and nous - to do it.
In the new Three Wheeler you get proper old-school grunt. It's powered by a two-cylinder engine which directs its power to the rear wheels, or should I say rear wheel... The Three Wheeler has one wheel at the back and two at the front. Unlike technology-obsessed marques, Morgan are bucking the trend and they're returning to their roots. You see, three-wheeled creations were what Henry Frederick Stanley Morgan formed the company with and were on sale for 40 years afterwards.
The quirky Malvern-based firm have revived it though, and the £30,000 2013 Three Wheeler is fantastic.
Purity and intimacy are what cars lack in most cases. They're filled with so much wizardry that it's hard to just enjoy the raw experience. Anyone with any sense wouldn't go without them on their day-to-day vehicles as they give safety, but on specialist cars they very much tend to get in the way.
Clasp eyes on a Three Wheeler and it's love at first sight. You're amazed by its size (incredibly small), its width (again, incredibly small) and its look. It's such a unique car. There are two old-fashioned, Caterham-style headlights which sit up on beautifully fashioned metal, there are two thin-rimmed wheels with cycle-like spokes and a glorious V-twin motorbike engine that sits proudly, visible to all.
It's a fantastic thing to behold. When its wooden body shell's being fashioned, it would've been simple to make this 'car' into a boat - its shape's that similar.
Getting in the thing isn't particularly easy, or elegant. You kind of shimmy your way in: step over the tub so one foot's in, then hold onto the bodywork and hoist yourself in. Getting out is even harder...
As soon as you're in its seat you just smile. 'Quirky' could be deemed as an overused adjective with this marque, but it's so fitting. Nothing's like this car - it's completely unique. Look ahead and there are two pieces of perspex, one in front of the driver and one in front of the passenger. They're largely useless, as they're only a few inches high so they never really protect the driver from anything that's flying, so a helmet's advisable.
There's a circular steering wheel which is laughably large given the size of the car, a chunky gear knob, a handbrake and the simplest dials you've ever seen. It's great. There might not be a lot in here but you're surrounded by air, visibility's inevitably great and it just feels right. The seats - lined in quilted leather in a diamond pattern - aren't particularly supportive but the driving position whilst in them is a strange one. You kind of feel like a little kid playing in your dad's car as you're holding onto a bus-sized steering wheel. It's nearly in line with your head. Its driving position isn't perfect because of this but in a crazy way, it's just fantastic. Pure sense of occasion. Yes, I'm even praising it for having a flawed driving position.
Start up the motorbike engine and it slowly, lazily responds after a second or so. Even this is an occasion as its starter button hides beneath an aircraft-style toggle cover. Flick it up, push the button and the beast grumbles. It's not a fizzing motor that's hyperactive and craving revs. It just sits there up front vibrating, reluctant to wake up. It's so strange as its character makes you think you're sat in a 30-year-old car, not a brand new one. You get that same feeling as you would when you're sat in a temperamental classic car; there's trepidation there as it feels like it may or may not start. You get that pure unadulterated joy when it does cough into life. It's built by a company called S&S, who are famed for their relationship with Harley Davidson. Built to Morgan's specification, the 2.0-litre produces 80bhp and 103lb ft of torque. The stats, particularly the latter, are mightily impressive for a bike motor, and as the engine reaches its peak at just 3,250rpm, the Three Wheeler always feels perfectly situated to pile on speed.
Once it's warm, the lumpy idle sits at just over 1,000rpm and the throttle response is actually rather sharp - something I didn't expect. Its clutch is weighted nicely with just the right amount of inertia and its five-speed 'box is slick and precise. The gearbox is actually from a Mazda MX-5 and it's a great combination.
Top Gear lovers won't get this car. They'll be disappointed by its 80bhp power figure, and they'll loathe it as its solitary rear wheel makes prolonged power sliding redundant. However, as it only weighs just over half a tonne, it's actually pretty brisk. It'll keep most junior hot hatches in sight to 60mph, but it's its torque that's the most memorable aspect of its performance. You see, as its peak's reached at a shade over 3,000rpm, you're perfectly situated no matter which gear you're in.
It's just an assault on your senses. You're driving along with the world rushing by in a blur. It's not fast by any means, but who cares when you're having this much fun? Speed is irrelevant in the Three Wheeler, and that's something which I thought I'd never say. People of all ages look, point, stare and frantically click their phone's camera to capture this glorious little car. In many expensive cars you kind of get the sense that some people think you're a bit of an idiot. Flashy, perhaps arrogant. Drive a loud Ferrari in look-at-me red and you get a mixed response. In the Morgan it's just pure adulation. It says to the world that you're a pure enthusiast who doesn't much care for power or gimmicks. It says that you're a fan of simple machinery, yet you're not fussed about headline-grabbing power figures. I love that.
Its steering's so informative. On challenging roads it shines and gives instant feedback. Its weight's just so and you're filled with confidence as you have faith in the way in which the Three Wheeler steers. You can't help but feel that its engine out front has a big influence on this; it's so direct and precise. The best thing is that you can actually see the process being done by the car in front of your eyes. Turn in and watch the components do their thing, feel the response through the wheel and get on the gas. This is what driving's all about. You're an integral part of the process, interacting, working with it. No other production car gives this feeling. Step on the brakes and there's great feel, an abundance of stopping power and again, it just builds your confidence.
The Morgan Three Wheeler is completely beguiling and an absolute joy from start to finish. It puts the biggest grin on its driver's face and finally, a modern-day car has returned to simplicity. It celebrates motoring for the sake of motoring, and even when you're trundling along at 30mph it's utterly mesmerising. It doesn't care about yawn-inducing Nurburgring times or being high up on the Top Gear test track board. All it wants to do is show off its character and I for one absolutely adore it. Drive a Morgan Three Wheeler and it rekindles that magic of driving. I've had another perfect drive.
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