Welcome to MorganVille.org! This is the reference center for information concerning your favorite car and mine, the Morgan.

The Morgan Timeline

See the Morgan Timeline by Mark Braunstein! This is not an official Morgan Motor Company publication and is only intended to help Morgan enthusiasts understand the marque's various models. It's a great resource to watch the development of Morgans over time!

I have had various British cars since 1971. I have had a TR4, three TR3’s, an Austin Healey 3000, an Austin Healey 100-4, an MG-TD, a JZR Morgan trike replicar, and four Morgans. I purchased my first Morgan in 1985, a 1965 4/4 that had been “rebuilt” as a church project. It looked great, ran great, but the suspension was so bad that I could only do 100 miles in a day and then I had to recuperate for a week or so before I could get back in it. There were no other Morgans in the entire state of Mississippi that I could find, so without any other information, I just assumed that they were all that way.

In my attempts to try to improve the ride, I found Bill Fink of Isis. He gave me some great advice, but little seemed to help. In 1987 Bill told me about a 1984 propane 4/4 that was for sale and I quickly purchased it. It was even more beautiful than the first and was extremely comfortable to drive. I soon converted it to gas and started to go on extended trips in it. From 1987 to 1995, I put a little over 50,000 miles on it with the longest drive including over 1100 miles in a single day. It was light, nimble, problem free, and fun to drive.

My next Morgan was the 1995 Plus 8 purchased new from Isis that has just been converted to a Plus 8 Plus. Prior to the conversion, I had put over 53,000 miles on it and had won a number of longest distance awards at the various Morgan events. Last summer, I toured the eastern US and Canada for three months. It was during that time that I first drove a Plus 8 Plus and thought about it the entire summer.

My most recent Morgan is a 1953 Plus 4 4-seater. I have always wanted a flat-rad and a 4-seater, and I’m delighted with this car.

So, as you can see, I am not a great speed demon or a horsepower fanatic. I am more interested in reliability, comfort and fun. Making the decision to convert a car that I greatly loved was a major one. There were a number of issues that concerned me. The price was, of course, an issue; the time being without it was an issue; whether I would still be as happy with the car afterwards was an issue.

Now that I have had my car back for a week, have driven it almost 3000 miles from California to Mississippi (including side trips along the way), and have driven Bill’s car for a week while he was finishing mine, I felt that you might be interested in what was actually done and my opinions.

The engine was replaced with a Corvette LS3 440 hp engine mounted 1 1/2 inches further back. The radiator was replaced with a GM stock car radiator and a 16 inch fan that keeps the operating temperature between 90 and 95 no matter what the temperature may be. The transmission was replaced with a GM GTO six-speed that shifts smoothly and is reported to be bullet proof. The rear axel, brakes and springs were replaced with a GM Camaro differential and disc brakes held in place by an anti-trap bar, a fabricated frame, and coil-over shocks. This set up gives the added advantage of moving the rear wheels about 1/2 inches further back giving a longer wheel base and centering the wheels in the wheel arches (Bill says 1/2 inch is all I gained, but it appears to be more like 1 1/2 or 2 to me). The installation looks very professional and is hardly noticeable unless you are looking for it.

Granted, the cost is expensive, but if you consider all of what is included, fabricated, and time spent PLUS the cost of all the other methods of getting a few more horsepower, better handling, better reliability, and increased value of the car, I think the expense may seem more reasonable.

Several individuals that have tried Bill’s Plus 8 Plus have commented on the harsh ride. I agree that Bill’s car does have a harsher ride than my original car, but I had already gone through the standard shocks, Koni’s, and AVO’s to get a really comfortable ride. My Plus 8 Plus ride is much more comfortable than Bill’s, but not quite as comfortable as the AVO’s were. The existing coil-over shocks are adjustable and the springs can be replaced independently of the shock, so I may play with them once the car is broken in. The bottom line here is that the ride comfort should NOT deter anyone who is considering this modification.

And now for what most of you are interested in—the power. This car goes like nothing I’ve ever driven, including my wife’s BMW M5. During the trip home, my GPS recorded 101.5 and 95.9 as top speeds and I never realized I was going that fast. Bill has managed to not only give the car more power but improve the handling as well. He and Keith had to change the angle of the steering column in order to accommodate the engine. Although neither Bill nor Keith think this should improve the steering, I believe that along with setting the engine 1 1/2 inches further back the steering is much improved. Turning the wheels while standing still is the same, but with any movement whatsoever, the steering becomes much easier. The rear suspension is comfortable and keeps the wheels on the ground. With the rear disc brakes, the car stops better and the hand brake actually works. The net effect is a very fast and controllable car.

My car was the 10th conversion and the first one to utilize the LS3 engine. I would suggest that anyone considering this, should drive one of Bill’s more recent projects. He and Keith are constantly improving their design.

Would I do it again? In a heart beat.

The new engine adds 13% more power, raising output to 367Bhp, giving a power to weight ratio of over 315 Bhp/tonne, enough to propel the car from 0 – 60 mph in just 4.2 seconds and on to a top speed of 170 mph.

New for Morgan is an automatic gearbox option. ZF’s latest 6 HP26 six speed gives even better performance than a manual gearbox due to its special lock up clutch, low power loss design and instant change characteristic. The automatic is useable either as a full automatic for more relaxed driving or in sport manual mode when the bespoke gear lever will hold the engine revs up to the maximum in each gear, increase change speed and ‘blip’ the throttle to smooth down changes.

The efficiency of the new engine and gearbox combination deliver the extra power and performance with a reduction in CO2 emissions. Thanks to Morgan’s clever lightweight design and efficient engine/gearbox combination the European drive cycle emission level, at 260 g/km, proves supercar performance does not need to come at enormous cost to the environment.

New instrumentation, a repositioned fuel tank for better weight distribution and significantly increased luggage space and larger air intakes and exits on the wings distinguish the new model.

Over 600 Aero 8s have now left the Malvern factory. This year production combined with the AeroMax will add another 140 cars to the total. There is a flourishing Aero Eight Club offering Aero drivers the opportunity to take their cars onto European race tracks and to follow the fortunes of the three Aero 8’s competing in the International FIA GT3 Race series.

The Morgan 4 seater has always been a well kept secret, despite being in production for over 70 years. Available as either a 2.0 litre Plus 4 or 204 Bhp 3.0 litre V6 Roadster, this model adds a new dimension to Morgan ownership, and with just two 4 seaters rolling out each week, exclusivity is guaranteed.

Two generous rear seats fold forward to give a large load area. Child seats can be fitted to ensure that the whole family whatever age can enjoy the delights of open air Morgan motoring.

The ultimate development of the traditional line is the smooth, powerful 3.0 V6 Roadster. Weighing only 938 Kg, the 204 Bhp Roadster sprints to 60 mph in around 5 seconds. New lateral axle location ensures smooth standing starts, whilst a new dashboard and instrumentation adds to the visual delight of the cockpit.

Morgan build cars for people who want a highly individual sports car that’s great fun to drive. With the Morgan factory approaching the Centenary, the passion and dedication for the next 100 years is as strong as ever. The Classic Range has been shaped by a long heritage but the emphasis for 2008 is on environmental considerations and fuel efficiency as well as speed and exhilaration.

MORGAN 4/4 SPORT

This year the iconic Morgan 4/4 celebrates its 72nd birthday, a world record for a continuous production run, by introducing a new model – the 4/4 Sport.

The name 4/4 denoted the change to 4 wheels back in 1936, and the model has had continuous development ever since, culminating in this, the latest in small, lightweight, safe and fun sportscars using the unique fusion of traditional quality materials with the latest in advanced powertrain technology.

The high efficiency 115Bhp 1..6 litre Ford Sigma engine means that full advantage of the 800 kilogramme all up weight can be made. 143 Bhp/tonne gives lively performance with 0-62 mph in under 8 seconds, and with CO2 emissions well below 140g/km means that the Morgan delivers a thoroughly contemporary package.

The 4/4 Sport sits on lowered suspension, and has been lightened to deliver the most fun for the driver and passenger. Still retaining a generous fixed specification which includes beautiful saddle leather, and a choice of 5 colours, the Morgan 4/4 Sport customer can add a variety of personalised packages through the supplying dealer.

Priced at £26,025 including VAT, few cars can deliver more smiles, let alone the combination of low environmental impact, low cost of ownership with the added pleasure of owning a coach-built car. The new Morgan 4/4 sport does all this and more, putting fun back into motoring.

Early look: Morgan LifeCar concept

February14 february2008/morgan-lifecar-ri.jpg

Morgan has released images of its LifeCar concept ahead of the car's Geneva Motor Show debut next month. The LifeCar is based on the company's Aero 8 but is powered by a hydrogen fuel-cell drivetrain with a range of about 200 miles.

The LifeCar concept was developed by a number of organizations — including the Department for Trade and Industry, BOC, OSCar, Oxford University and Cranfield University — and cost £1.9 million to design and create.

Though Morgan vehicles aren't normally associated with cutting edge, the British automaker wanted to prove "that a zero emission vehicle can also be fun to drive."

“The real challenge is to design and build a car that is fun to drive – a proper sports car,” Charles Morgan, the strategy director for the Morgan Motor Company, told Car Body Design.

Check back for more details and images after the LifeCar's official debut next month.

Why are fire engines red?

Fire engines are red because they have four wheels and eight men. Four and eight are twelve.

Alternative start: Why should two seater Roadsters be red? Because they have two seats and six cylinders. Two sixes are twelve.

Twelve inches are a foot. One foot is a ruler. Queen Elizabeth is a ruler and the Queen Elizabeth was the greatest ship that sailed the seven seas. In the seas there are fishes, fishes have fins and the Finns were fighting the Russians. The Russians are red and fire engines (and Roadsters) are always rushin'.

That is why fire engines are red (and two seater Roadsters should be).

How's that for news from California, Sincerely, John H. Sheally II

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