BACK TO BASICS

It’s not often we get to experience vehicles as old as Pete Jones’ Morgan Aero three-wheeler, which incredibly becomes a centenarian next year. The Aero was introduced in 1920 as the ‘sports’ model, taking cues from the preceding Grand Prix and featuring a far more streamlined shape than the Standard, De Luxe and Family models, with aero screens and front mudguards curving down to meet the bodywork. Pete’s aluminium-bodied car is not fitted with any weather protection other than a tonneau cover and there’s an auxiliary fuel tank instead of a hood. This really is rudimentary motoring at its finest.

The radiator housed within the nickel silver surround is redundant because the engine – which is mounted at the very front of the nose, not under a bonnet – is air-cooled. Various powerplants were bought in by Morgan at this time, including the popular JAP, Blackburne and British Anzani, while the Matchless MX would appear on 1930s three-wheelers.

Pete’s car is fitted with a 1094cc MAG engine, manufactured by Swiss firm, Motosache. Unlike others, it features an inlet over exhaust valve arrangement that offers a higher compression ratio – and consequently greater power – than a similar sidevalve layout. MAGs were also well-regarded in period for how reliable and quiet they were. Of course, these things are all relative… as we’re about to discover.

A starting handle is required to awaken the vee-twin. The procedure involves advancing the spark for the magneto, setting small amounts of throttle and choke, then turning the handle while holding the body-mounted valve lifter lever down. Following a few revolutions of the handle, the lever is dropped and the exhaust valves open, achieving compression, and the engine fires.

Entering the tiny cabin involves first standing on the seat squab before lowering yourself into the narrow body. There’s a blanking plate and a clock where you’d expect to find a speedometer and rev counter; the only gauge is the amp meter ahead of the passenger, while an ornate central sight glass demonstrates that oil is flowing to the engine.

Time to get going. Build revs using the hand throttle on the steering wheel, before depressing the clutch pedal and reaching outside for the gear lever. All pre-1932 vee-twin three-wheelers featured just two forward speeds, achieved by separate chains to the rear wheel. First is selected by lowering the lever from its horizonal neutral position and acceleration achieved by lowering the spindly throttle from its upright position.

If a hand throttle mounted on a rotating steering wheel sounds like a recipe for disaster, then we can most assuredly say that it isn’t, thanks to the almost infeasibly low-geared steering; even small inputs result in an appreciable change in direction with a quarter of a turn all that’s required to make the most of the car’s tight turning circle to perform a turn in the road. Steering is also weighty, even at dead centre, preventing the Aero from wobbling drunkenly across the road.

A lot of the driver involvement comes from an awareness that both engine braking and the rear-only brakes are weak, requiring a greater than expected awareness of the distances between you and any other road users.

However, once any trepidation over weak stopping force and driving a vehicle with such unconventional controls ebbs away this is a remarkably pleasant car to drive. Once rolling, the Aero happily engages top gear and torque is such that a downward change is only required when coming to a halt.

The simple but effective combination of sliding pillar front suspension and swinging forks at the rear means the ride isn’t jarring, either, and not being able to accurately measure your speed on roads where you’re never in danger of breaking any limits regardless is refreshing. That’s not to say that it feels slow – having so little bodywork to protect you means it’s a thrill to drive even at low speeds.

’The IOE MAG engine was well-regarded in period for how reliable and quiet it was’