04 Dec

Morgan Aero GT: new ‘race-inspired’ sports car coming in 2018 (www.carmagazine.co.uk)

► Morgan Aero GT
► Last Aero 8 car from brand
► Full reveal at 2018 Geneva motor show

The gloves are off, according to Morgan. The cottage industry car maker has just dropped its first teaser of a new, ‘race-inspired’ sports car – the Aero GT.

Thankfully though, these shadowy images of a front wheelarch aren’t the only information we have to go on.

Power will come from a BMW-derived 4.8-litre V8, with 367bhp-worth of shove being sent through a six-speed manual gearbox. A 0-62mph launch time of 4.5 seconds is possible, as is a top speed of 170mph.

Morgan says that since the engine is no longer in production over at Munich, this will be the last hurrah for both the Aero 8 and the naturally-aspirated engine the brand uses.  [This is old news. We are expecting to have an announcement on the replacement in March, at the Geneva Show. Mark]

Just eight Aero GTs will be built but all of them are already sold to existing Morgan customers. Each of the eight cars has been tailor-made to each owner, and all will have ‘bespoke customer-requested additions, in line with Morgan’s hand-crafted approach.’

The Aero GT marks the end of the Morgan Aero 8’s 17-year-long production cycle at Morgan’s Pickersleigh Road production site. Every panel of the bodywork has been hand-shaped by Morgan’s metal workers, and features new wing top louvres and a ‘drastic’ rear diffuser.

The new British sports car will be officially unveiled at the 2018 Geneva motor show, so set a reminder for early March 2018.

18 Nov

2017 MOGSouth Holiday Party (Last ? Update)

The Holiday Party is nearly here! (Saturday 2 December in Athens GA)

If you haven’t already sent your check to Stacey, you need to do so now.  She needs to finalize the head count.   It is $35 a person with a gluten free/vegetarian option for our Italian buffet.

Send checks payable to “MOGSouth Car Club” to Stacey Schepens  (Stacey Schepens, 2224 Street Deville NE, Atlanta, GA 30345).

The 2017 Mother Courage Award will also be presented during the Holiday Party.   Nominations are now closed and the voting committee is determining the 2017 winner.

If you need to anything, please ask.

Cheers,
Mark

10 Nov

2017 MOGSouth Holiday Party (November Update)

As has been previously communicated the designated  hotel for the 2017 MOGSouth Holiday Party, the Graduate, in Athens, GA is full and  there are no more rooms.

Never fear!  There are still lots of hotels in the Athens area.   Some suggestions below.

Here are hotels that are downtown:

Indigo, Hilton Garden Inn, Courtyard by Marriott. The Hampton Inn and Country Inn and Suites are farther out but a $5 Uber ride or super short drive.   A little further out are the Comfort Inn and Candlewood.  You can also try Georgia Gameday which is downtown condos.

And while you’re at it please don’t forget to send in your Holiday dinner money.  It is $35 a person with a gluten free/vegetarian option for our Italian buffet.   Send checks payable to “MOGSouth Car Club” to Stacey Schepens  (Stacey Schepens, 2224 Street Deville NE, Atlanta, GA 30345).   We need to know who’s coming to ensure we have the right headcount for the dinner.   We certainly don’t want anyone to go hungry!!

There will be an open bar and bartender, dedicated just to us,  in a lovely courtyard off the dining room.

The MOGSouth Holiday Party is one of the club’s highlights each year and you don’t want to miss it!!

As is the norm, the club will also present the 2017 Mother Courage Award during the Holiday Party.   If you haven’t already done so, get your 2017 Mother Courage Award nominees to Mark Braunstein, via email (series1@cfl.rr.com).  The last three recipients of the award will select this years recipient from the list of nominees submitted.

If there are questions, please ask.

Cheers,
Mark

08 Nov

University Funding Drives Business’ Expansion (www.insidermedia.com)

[This story shows cooperation among businesses and academia which in itself is always a good thing.  However, the article points to a interesting development for Morgans, e.g. the potential of a factory implemented automatic gearbox.  Factory implemented and supported ‘auto-boxes’ are available on the BMW powered Plus 8s and the Aero 8s, but are available only in the after market for the ‘traditional’ cars.  (Not that I have ever seen one?) 

This may mean we will soon see the MMC announce an optional ‘auto-box’ for the traditional cars.  This would be viable way to make the cars quicker and more fuel efficient.   Let’s see what get announced in March in Geneva!   Mark]

The University of Derby has awarded a Leicestershire automotive business almost £100,000 to expand and make new international relationships.

Vitesse Global provides specialist engine, gearbox and ancillary components to a niche market in the automotive sector.

The business, based in Hinckley, is aiming to use the £97,650 to exploit a gap in the market where British sports car manufacturers do not offer automatic gear boxes to buyers.

Morgan Motor Company had said it was keen to work with Vitesse Global to produce an automatic gearbox, but it needed support.

The funding from the university, which comprised of a grant of £65,000 and the remainder as a loan, has covered the costs of the mechanical design and software development, leading to the development of the final product.

Vitesse Global’s new product has now been sold in Dubai, France, the UK and New Zealand.

The company’s managing director Tim Henderson said: “We saw there was a market, and we knew there was a demand, but we did not have sufficient investment capacity on our own.

“We saw Invest to Grow as the stepping stone, providing us with the time and input required to deliver the product.”

Invest to Grow has also enabled the business to employ three new staff members, with the hope to employ more, and increased its capacity for innovation and research and development.

Mark Wheddon, head of strategic programmes at the university, said: “We are pleased to support Vitesse Global with the expansion of their business that has led to new international relationships being created.

“The business has a lot to offer and we can expect great things from them in the upcoming months.”

 

02 Nov

Trouble in Paradise – Palm Beach Morgan Dealer in Hot Water

Photo Courtesy www.bizjournals.com

[Reports in the press indicate that there are problems with the South Florida Morgan dealer  Chariots of Palm Beach. The truth of the matter has not yet been determined, and I certainly don’t want to jump to conclusions.  This is something that will eventually be sorted out by the courts.  As always be careful and ‘Caveat Emptor’.   Mark. ]

Luxury car dealership in Palm Beach files Chapter 11 with over $10M in debt (https://www.bizjournals.com)

Luxury car dealer Chariots of Palm Beach filed Chapter 11 reorganization and asked the court to appoint a chief restructuring officer.

The West Palm Beach-based company filed a petition in U.S. Bankruptcy Court on July 27 listing assets of $1 million to $10 million and liabilities of $10 million to $50 million. An affiliated company, H&S Inc., also filed Chapter 11 and will have its case managed together with Chariots of Palm Beach.

The dealership at 2400 N. Florida Mango Road sells pre-owned BWM, Mercedes-Benz, Porsche, Rolls-Royce and other luxury vehicles. Its showroom has room for 80 cars, according to its website. The company also rents luxury cars.

The debtor has yet to provide a detailed list of its assets. Attorney Steven S. Newburgh, who represents the debtor in Chapter 11, declined comment.

County records show that Chariots of Palm Beach owns a 0.7-acre lot with a 14,910-square-foot auto sales building. It was last valued at $1.33 million by the Palm Beach County Property Appraiser.

The largest unsecured creditors listed in the bankruptcy petition were Alan and Susan Gilison in Sands Point, New York with a $756,000 claim and Robert Berens, also from Sands Point, with a $284,833 claim.

The company has yet to disclose its secured creditors. However, a county record search shows Chariots of Palm Beach signed mortgages of $500,000 in October 2016 with North Florida Mango Credit and $1.5 million in April 2016 with Palm Beach Gardens-based Anchor Commercial Bank. Neither of those lenders have pending litigation against Chariots of Palm Beach in Palm Beach County Circuit Court.

[and another . . .]

Did exotic car dealer scam ex-congressman Mark Foley? (www.miamiherald.com)?

Former U.S. Congressman Mark Foley says he’s been ripped off by one of South Florida’s highest-profile exotic car dealers in what he claims is a pyramid scheme as la Bernie Madoff.

The Republican ex-congressman, who represented a Palm Beach to Fort Pierce district for five terms before he resigned his seat after sexting with underage male congressional pages, is among dozens of expensive-car owners who may have been taken for a ride by the owner of a bankrupt car dealership that specializes in used Rolls-Royces, Bentleys, Aston Martins, Ferraris and other exotic wheels.

The West Palm Beach-based Chariots of Palm Beach, according to federal court papers, could leave investors, banks and buyers as much as $50 million in the hole.

“We’re not dealing with billions like Bernie Madoff,” Foley said, referring to the former Wall Street investor now serving 150 years in a federal penitentiary after bilking investors out of $13 billion. “But I am the victim of a classic pyramid scheme.”

Until it closed recently, Chariots of Palm Beach was a fancy consignment store where multi-millionaires dropped off cars they no longer wanted. The dealership then tried to sell those cars for a commission.

Over the past few months, according to the bankruptcy documents, Chariots of Palm Beach founder Hugh Bate is believed to have used the titles to cars he didn’t own to secure millions in loans he can’t pay back.

“It’s a real mess,” says Foley. “A federal court might have to determine the ownership of hundreds of cars.”

Foley explains that on Aug. 10 he was coincidentally at the Chariots of Palm Beach showroom when a shopper decided to buy the silver-colored Porsche Macan Foley wanted to get rid of.

Foley had bought it last year for $68,000 cash, and took it to the dealership in May. The 63-year-old ex-pol says the man paid the dealership $57,886 for his car before peeling off as he waved bye-bye.

Two months later, Foley is still waiting for the dealership to pay him, and he is worried he might never be shown the money.

“I feel like I’d been carjacked,” Foley now says, “except that nobody stuck a gun in a face and yelled at me to get out of my car.”

Foley says the buyer of his car, a Broward County developer whose name he forgot, did nothing wrong.

“He probably thinks he now owns a nice Porsche. It’s the dealership that did God knows what with my title,” Foley said, adding he didn’t personally sign over the title to the new owner.

Which begs the question: Why would a savvy fancy car lover like Foley go to a consignment store instead of an official Porsche dealer?

“Chariots had an extraordinary reputation,” Foley said, pointing out that the dealership was the area’s go-to place for rare exotic wheels. “They were able to get a better sales price for used cars than the official dealerships.”

And now, the ownership status of dozens of consigned Aston Martins, Bentley Azures and Ferrari Spiders, some of them worth in excess of $400,000, are in limbo.

The list of original owners included in the bankruptcy reads like a who’s who of East Coast business and society, including: New York real estate company owner Stephen Haymes; Palm Beach philanthropist Ross Meltzer, who brought a convertible Bentley to Chariots of Palm Beach months ago; Wolf Von Falkenberg, who’s famous in Palm Beach for his marriage to Standard Oil heiress Anne Terry Pierce McBride while she was on her deathbed; and Washington, D.C., developer Albert Van Metre Jr.

Former Assistant Palm Beach Gardens Police Chief Rick Facchine, whose BMW M4 is gathering dust in the shuttered up showroom, is also among the alleged victims. His car wasn’t sold, but he can’t get it back because the title may have been used by Bate to get a lender to loan him money.

Facchine declined comment.  Foley says he and others have filed criminal complaints with West Palm Beach Police and the FBI.     No criminal charges have been filed.

 

 

30 Oct

2017 GatorMOG Fall Noggin – West Palm Beach FL

GatorMOG went south. South to West Palm Beach Florida. (For those of you that are geographically challenged, that is really southern Florida.  Almost to Miami.)  But, in reality, it wasn’t really all that far. . . And it was well worth it . . . As it was all good. Very good!

The GatorMOG fall gathering this year was held in West Palm Beach and was hosted by Bennett and Mary Shuldman. Bennett and Mary moved to West Palm Beach a few years ago from Connecticut and officially joined GatorMOG and MOGSouth. South Florida needs more Morgans. (Actually there are quite a few Morgans in South Florida but we rarely seem them out and about. I suspect they are kept in air conditioned garages and only come out occasionally, when their owners, northern snow birds, come south for the winter.)

Mary and Bennett are quite active in MOGSouth and have been for some time.  Even when they lived in Connecticut.   I suspect that fact (or would like to believe it) may have contributed to their decision to relocate to Florida a few years ago. And, their desire to have GatorMOG come visit.

Bennett and Mary were the most gracious hosts we could have imagined. They opened their wonderful home to the group for Friday night dinner.

Their house is a museum of sorts with Mary’s music memorabilia and Bennett’s New York Yankees baseball collectables. Amazing! Their house is right on the water and we sat outside enjoying a very pleasant Florida evening.

To feed the crowd, they had an actual food truck park in the driveway to cook and serve us from the list of delectables on their gourmet menu. Quite unique and great fun!

We enjoyed the Florida sunset and finally had to find our way back to our hotel. We had a great group of Morgans . . . Plus 8s, Plus 4s and Roadsters, but it would appear that navigation really isn’t our forte. What started as a simple convoy soon became a few cars here and a few cars there. Some went left while others went right and some lost their headlights. But in the end, no real drama and we were all soon back at the hotel. Again, no consensus as some went up and some went to the bar . . .

Saturday started with omelets and coffee. A visit to a private car collection, Larry’s collection, was the plan. The weather was iffy and the discussion mostly centered on taking the Morgans out and risking the impending rain. The weather pundits on the internet and on television all thought the rain would hold off but then start about the time we were supposed to be returning to the hotel. In the end all but one of the Morgans hit the road.  A few SUVs also went.

Larry’s collection was beyond belief. Roughly 100 cars, all elegantly displayed on 4 post lifts with year appropriate license plates and die cast replicas of the full sized cars all in the appropriate colors. There were are a few works in progress with stories of component restorations in South American and assembly back here in Florida. Larry, it turns out, has a full time staff of about 10. (I have a staff but the dogs are really not much help!)

For the cars in work, there were shelves of waiting parts, nuts and bolts and other bits that would soon be added to the cars. A full library supported the restorations to ensure correctness and to assure proper assembly. An overhead loft with overstuffed chairs, a whiskey bar, and Persian rugs. This would be a hard place to leave.

The collection was housed in a facility with high ceilings allowing for country of origin or marque specific flags over each display and (just like all of our garages) several crystal chandeliers lighting each of the rooms. Really we were in awe, even those of the fairer sex.

Larry flew in, from California, to be with us and told of the history of each of the cars in the collection. He also was quite interested in the Morgans. He indicated his past ownership with Morgans but currently didn’t have any in the collection. Although he had a bit of everything, British, Italian, Scandinavian, even French, but the passion was obviously German and Porsche.

There was even a plan for lunch. Larry and staff had ordered Pizza.  A log table had been set up down the middle of the display room and when the pizza arrived we all sat with down with Larry and his team and talked . . . what else? Cars.

Then it was time to leave and yes, the rain did come and it came down with a vengeance.    The Morgans in the parking lot had their tops up and were fine . . . a bit wet, but fine.  We again found the hotel, with the plan for an afternoon Morgan show and tell, cancelled.   Ok, so we got a nap and chance to clean up before dinner.

Saturday dinner was arranged at Bennett and Mary’s neighborhood club house.  Again, they had over achieved.  We had a wonderful cocktail party telling tales and reminiscing about all things Morgan.  Then we sat down to a semi formal dinner with a wondrous buffet.

Elegant party gifts of Morgan Logo cuff links were given to the men at the dinner.  A lovely memento of a superb weekend in South Florida.

This event served to reiterate that geography and weather are nuisances that are easily overcome by the spirit,  friendship and camaraderie of great people in MOGSouth and GatorMOG.

Bennett and Mary Shuldman are certainly part of this crowd and we are very lucky to have them in our midst.

See photos of the event under ‘Photo Galleries’

30 Oct

Morgan Factory Visits

26 Oct

MIG versus TIG (grassrootsmotorsports.com)

MIG versus TIG

We’ve spent a lot of time discussing welding skills and technique in this magazine, but maybe it’s time to back up and start at the beginning: How do you decide what kind of welder to use in the first place?

Sure, the skills and techniques we’ve covered apply to all types of welding, but we’ve generally assumed that our readers are most familiar with MIG welding. The MIG approach has become nearly ubiquitous thanks to the availability of relatively inexpensive, high-quality machines from numerous manufacturers.

However, more and more members of the grassroots community are getting their hands on TIG welders. A new wave of lower-cost equipment and a bevy of craigslist ads hawking used machines have given enthusiasts another affordable way to weld.

If you sit around and bench race welders with your friends, one of them will quickly proclaim that TIG is better than MIG. Is that true? Well, let us put forth this proposition: As with most of life’s big questions, the answer is, “It depends.” The two types of welders operate differently, and each one has its advantages and disadvantages. We’ll let you make the final call based on your needs.

Hard or Soft?

MIG and TIG welds feature different levels of hardness—technically called malleability. The piece on the left was TIG welded and hammered. The one the right was MIG welded and hammered, but cracked.

Let’s get right to it with some quick definitions. MIG stands for metal inert gas, while TIG stands for tungsten inert gas. Further, the M and T give us important information about each method’s heat source. Let’s dig into that subject next.

In the case of MIG welding, the heat source is the consumable wire. The wire and its arc heat the surrounding (base) metal, melting it together into a fused and welded joint.

With TIG welding, the heat source is the tungsten-tipped torch. The arc from the torch heats the surrounding metal, and then the consumable rod is melted in, forming the fused and welded joint.

Doesn’t sound like these two welders are all that different, right? Turns out they really are: Where the heat comes from and, more importantly, where the heat goes, can significantly affect weld quality.

With MIG welding, the heat starts at the weld joint and moves to the base metal. With TIG welding, the heat starts at the base metal and moves to the weld joint.

Another big factor is how the weld cools. A MIG weld cools much faster than a TIG weld. That’s because the base metal surrounding it serves as a heat sink that quickly sucks the heat from the MIG joint. A TIG joint, on the other hand, cools relatively slowly because the base metal is already very hot—and that means no heat sink effect.

A couple parts of this story will prompt the engineers to chime in with angry emails about our grassroots explanations of deeper science. Here’s their first opportunity to do so: Time to discuss the strength differences between these two types of welds.

Most people understand that heat treating metal usually involves heating it and then cooling it, often rapidly. When metal is heat treated, it often becomes harder, which implies—and means—more strength. This strength is often measured as tensile strength.

While high tensile strength is the real deal, it does have a couple side effects: increased brittleness and reduced malleability. Harder metal truly is stronger—but it’s only stronger until it breaks. Plus, sometimes brittleness is a bigger problem than low tensile strength.

Let’s apply this to how MIG and TIG weld joints cool. It turns out that a MIG weld joint becomes very hard and very brittle due to its fast cooling. Conversely, a TIG joint’s slower cooling leaves it softer and more malleable.

Clean or Dirty?

There’s more to these two types of welds than their strength and malleability. A large factor in the quality of a weld is the joint’s cleanliness, and this is another area where MIG and TIG welding are quite different.

Most people understand that the inert gas used in MIG and TIG welding plays a huge part in keeping the joint clean. However, they’re overlooking the role of heat.

Both machines circulate inert gas—usually argon, CO2 or a mix of both—around the weld joint to keep it from becoming contaminated with dirty ambient air. This process works very well, but the gas shouldn’t get all the credit. It turns out that heat can really help clean a weld joint, too, and that’s where MIG offers an advantage.

Think about a self-cleaning oven. It works by running at a very high temperature, burning the crud off the racks and interior surfaces. The heat concentrated at the MIG joint has a similar effect on the base metal, improving the quality of the weld.

You’ll remember that we strongly advocate cleaning weld joints thoroughly before welding. In fact, “You can’t weld dirt” is one of our welding mantras.

While buying a MIG welder won’t get you out of cleaning duties, sometimes it’s difficult to remove all of the grime. In these cases, MIG welding is your best bet. Maybe TIG isn’t always better than MIG after all. See how it depends?

Steel or Aluminum?

When it comes to home welding, many people gravitate toward MIG units (left). A TIG unit (right) doesn’t take up much more space in the shop, but the welding process is a bit more involved.

Now let’s go a little deeper into welding operation and theory. Engineers, here’s your second chance to scoff at our generalizations or grab your pitchforks.

We’ve talked about how heat affects the weld joint, and we’ve talked about where the heat is applied—at the joint or at the surrounding metal. It turns out that the polarity of the welder also affects where the heat ends up.

When welding steel, both MIG and TIG machines use DC current. There tends to be more heat on the positive side of an electrical circuit, and a MIG welder’s torch and wire typically handle that end of things; its ground wire is usually set to negative. This setup makes the MIG weld joint hotter and the base metal cooler.

A TIG welder’s polarity is the opposite. Its torch is set to negative and the ground is set to positive, which means heat travels into the base metal. Here’s the rule of thumb: With a MIG weld, two-thirds of the heat is in the weld joint and one-third is in the base metal. With a TIG weld, the inverse is true: Two-thirds of the heat is in the base metal and one-third is in the weld joint.

Let’s look at the TIG welding process a bit more. It uses DC current for steel, but it switches to AC current to tackle aluminum. Why the special treatment? Because aluminum is much more sensitive to contamination than steel. It’s also much more likely to crack.

Aluminum requires a welding process that can handle dirt well (like MIG) and create a less brittle weld joint (like TIG). TIG welding with AC current offers a set of compromises that make it more suitable for the job. Let’s dive even deeper into the process. An AC circuit reverses polarity 60 times per second on common household or industrial current sources. They don’t call it alternating current for nothing.

With TIG, the ideal setup for welding has the torch negatively charged and the base metal positively charged. The ideal setup for cleaning is when the polarity is reversed. Since AC current causes the polarity to switch constantly and rapidly, a single TIG welder can handle both the welding and cleaning processes. The result: a quality weld joint.

As a side note, more advanced TIG welders allow the user to adjust the AC process: You can lengthen the negative grounding wavelength to boost the cleaning capabilities, or lengthen the positive grounding wavelength for faster and more powerful welding.

So, what about welding aluminum with MIG? While it is becoming more common and practical to use specially equipped MIG welders for aluminum, TIG still tends to hold the advantage and is more flexible in most cases. This specific topic really warrants its own story, so keep your eyes peeled for that in a future GRM.

Simple or Complex?

MIG (left) and TIG (right) machines both require the operator to use different techniques, but MIG welding is a bit easier.

If MIG welding is like throwing a ball, TIG welding is like juggling three of them. Guess which one is more difficult to master.

MIG welding can be a one-handed, point-and-shoot operation. You set the welder, pull the trigger, and off you go. With TIG welding, you’ve got to handle three different operations at once. One hand holds the torch and the other hand feeds the rod. Meanwhile, your foot is on the current pedal, and the harder you push, the more current (heat) you put into the weld.

As with juggling, these three factors must be in sync with one another or you’ll drop the ball and mess up the weld. So, this is another difference between MIG and TIG: It takes more time and practice to become proficient at TIG welding.

While that may make TIG seem less appealing, its complexity is actually a benefit. Good welding is about good control, and with a TIG welder you can dynamically control a lot more of the welding process.

With MIG, you set your current and wire speed before welding. After that, you don’t have to worry about them—but you can’t adjust them while you weld, either. TIG welding, on the other hand, allows you to make adjustments on the fly. If you need a little more heat, just press the pedal a little further. If you need a little less, back off a bit. More filler? Feed the rod faster. And so on.

TIG welders offer a level of flexibility that can greatly improve the quality of a weld. (Note: There are high-end MIG welders on the market that let you adjust these parameters as you go, but they’re generally out of reach for most enthusiasts.)

Another practical difference between these two welders involves prep work: MIG welding is more forgiving when it comes to the fit-up of the joint. Since TIG welding requires heating the base metal and then melting the rod, the base metal components need to fit together very tightly so they can be evenly heated and thus evenly melt the rod. If there’s an air gap, the weld will often fail. On the other hand, since a MIG welder’s heat source is the filler wire, it’s not only more forgiving to the base metal, but it can also fill air gaps to some extent.

Fast or Slow?

Whether you’re welding on the job or at home, time is usually money. MIG and TIG units operate at different paces, both before and during the welding process.

Assuming you have a higher-end MIG welder that can handle aluminum, converting it from its steel setting requires some work. Typically this means changing the shielding gas, the wire, the welder polarity (often with some disassembly of the welder) and even the liner or the whole welding torch assembly. Setting up a TIG welder for aluminum is usually as easy as flipping a switch from DC to AC and using a different rod.

However, MIG welding is typically a speedier operation than TIG welding. Since the wire feeds automatically and the heat gets in the weld joint faster, MIG welding is generally a timesaver.

We usually figure that MIG welding is about two to three times faster—that is, it will take two to three times as long to lay a 12-inch bead with TIG than MIG. That extra time may not matter to everyone, but especially in production environments, MIG can offer a distinct advantage.

See, It Really Does Depend

Finally, there’s the cosmetic factor. Even the staunchest defenders of metal inert gas will admit that TIG welds look better than MIG welds. Sure, MIG welds can look nice, but TIG welds can approach art. That stacked-coins look produced by a well-executed TIG weld is what most welders are after, especially on exposed welds.

Compared to the lumpier and less graceful look of the MIG weld, TIG work generally wins any beauty contest. So, is TIG better than MIG? It’s certainly got some advantages, but so does MIG. We hate to say it, but the answer really depends. At least now you have the information to make the decision for yourself.

Which is the best for us? How’s this for an answer: We’ve got both types in our shop, and we pick the best one for the operation at hand.

23 Oct

Thousands Gather for Morgan’s Inaugural Run for the Hills (justbritish.com)

 

Morgan Motor Company celebrated over a century of innovation and craftsmanship at the inaugural Run For The Hills event last weekend (26th & 27th August) with 1000’s of Morgans from a 108-year history returning home to Malvern.

Held at the Malvern Three Counties Showground in association with the Morgan Sports Car Club, Morgan owners and aficionados from around the world gathered for two days of family fun, just a few miles from the Pickersleigh Road home of the iconic coachbuilder.

The RFTH weekend saw over 5,000 owners and enthusiasts enjoy activities for the whole family including an open house at the Morgan Motor Company factory, hot air balloon rides, Morgan AutoSOLO track experience, live aerobatic displays, racing simulators and male grooming and beauty treatments and a freestyle motocross stunt display.

Visitors were also treated to a stunning lineup of Morgan dealership displays as well as a concours and historic area celebrating Chris Lawrence and his significant impact on the Morgan marque. All three Morgan SLRs were displayed alongside TOK258, the Morgan that Chris Lawrence drove to victory at Le Mans in 1962.

Visitors on Saturday morning witnessed a special 3 Wheeler cavalcade from the factory to the showground, showcasing Morgan’s iconic 3 Wheeler models from over a century of the marque’s history. The oldest models were built in 1909 by H.F.S. Morgan while the newest model had rolled off the assembly line that week. The cavalcade included over 50 3 Wheelers and was led by the all-electric EV3, driven by Managing Director, Steve Morris.

A grand Gala Dinner took place on Saturday night, hosted by the world’s greatest living explorer, Sir Ranulph Fiennes. The British hero thrilled guests with stories from over five decades of his expeditions in the world’s most perilous climates. The Gala Dinner menu celebrated produce and companies from across the 3 Counties, and was local sourced where possible. A charity auction hosted by auctioneer Philip Serrell raised £22,000 for the British Heart Foundation. Stand-out lots included a clay model Aero 8 created by Jon Wells, and an EV3 Junior.

The climax of the weekend was the Morgan prom on Sunday evening, with the English Symphony Orchestra playing iconic pieces of music for a packed arena, with the backdrop of a spectacular fireworks display bringing the weekend’s celebrations to a close. A highlight of the event for many, the concert provided a fitting ending to a truly memorable weekend.

Steve Morris, Managing Director of Morgan Motor Company, said:

We have had such a wonderful weekend here at Run For The Hills. We are continually blown away by the unrivaled passion that our owners and enthusiasts have for the marque. There were many highlights for me, however seeing the 3 Wheelers leave the factory on Saturday morning and then watching the English Symphony Orchestra concert and fireworks closing the event were perfect book ends of the show.

We welcomed well over 1,500 Morgans home to Malvern throughout the weekend from early pre-war cars to latest production cars, returning home from all over the world. The strong attendance of the event and the superb atmosphere throughout the weekend is a signal of great strength for the Morgan community. On behalf of the Morgan family, directors and staff, I would like to thank all those involved in helping to make this event a success. We are already looking forward to our next event.

23 Oct

‘Want wind-in-the-hair fun and a trip to a gentler time? Nothing beats a Morgan’ (www.carmagazine.co.uk)

 

When the sun shines, a young man’s fancy turns to sports cars.  So this (old) man heads to Malvern Link, home of Morgan, and to the driver’s seat of a 4/4, the world’s oldest new car, now in its 81st year of production.

Now of course Porsches and Ferraris go faster, Mazda MX-5s are sweeter to drive and Caterhams steer and stop better. But if your priorities are wind-in-the-hair fun, turn-up-the-volume driving engagement and a passport back to a gentler motoring era, then nothing can beat a Morgan.

They are mostly made as they always were: hand-built using mallets and files and saws and human sweat, and crafted from traditional materials. Indeed the frames of the oldest ‘classic’ models, like the 4/4, are still made from ash. They are far more hand-wrought than any Bentley or Rolls-Royce, whose bodies are invariably made by machine and whose hand-craftsmanship is typically confined to cabin carpentry and trim leathersmithery, plus the odd specially commissioned bespoke flourish.

Little has changed since the 4/4 was new. Morgan is still an independent family-owned company. The manufacturing technique is so unusual and old-fashioned that factory tours (£20) are a popular attraction. Last year, 30,000 people took the tour and, in typical English style, it includes afternoon tea. It gets five stars on Trip Advisor.

Our Morgan has a modern 110bhp 1.6-litre Ford engine and a previous-gen Mazda MX-5 five-speed gearbox but in every other way it’s about as mechanically similar to a new saloon as a Spitfire is to a 787.

Take the windows. There are none. Instead, we find side screens that we unclip and leave behind. It is a beautiful summer’s day, so no need for weather protection. Also, no need to put up the fabric roof, coiled behind our heads. There are only two seats and entry is by a tiny shallow door, opened by a latch. The door has leather pull-straps. It appears to weigh nothing.

The steering wheel is wood rimmed and alloy spoked – forget about an airbag – and it’s large and upright, closer to your chest than a modern car’s. The dash is a plank of varnished walnut. The only digital display is total mileage. This is not a digital-age car.

Out front there is a little upright chrome-ringed windscreen, and a long bonnet, elegantly sculpted, hand formed and tethered by leather straps. Little louvres help the engine breathe. We see twin headlamps standing proud, like frog’s eyes, and elegant sweeping round fenders.

The (optional) side-exiting exhaust is just under your right shoulder. It barks into action when you turn the key – you can smell the fumes on start-up – and the engine soon settles into an uneven and throaty idle.

Its smallness and all-aluminium body makes for a light car, just under 800kg. There is no power steering, so turning the big wood-rimmed wheel when stationary or at low speed requires shoulder and arm heft. Clutch and brake pedal are also heavy.

It feels and sounds fast but isn’t. This is a car that’s all about sensation, not measurement. Just as cycling at 20mph feels faster than driving at 60mph, so the Morgan feels fast beyond the speedo’s numbers. The ride is firm and easily unsettled and the handling lacks finesse. But what do you expect from an 80-year-old design, whose rear suspension owes more to a wheelbarrow than double wishbones? Like all old cars, it needs manhandling and heft; anticipation and concentration; and, yes, just a little love and understanding.

It’s designed for the winding narrow roads of England of 70 or 80 years ago, which still gently crisscross much of the country’s rolling green land. They are wonderful driving roads. Speed is irrelevant. The slower, the better. You’re always interacting with your environment: with the weather, with nature and its many scents and sounds, and with the car itself. It is a different type of motoring, totally alien to the hermetically sealed air-conditioned cabins in which we today rush hither and thither, isolated from everything around us, in a world bulldozed for speed.

Every once in a while, it’s good to be transported back to sports cars of yore and to the driving world of yesteryear.  Only an old classic, or a new Morgan, can do this. It helps us to understand how much cars have improved and, just as important, how much raw driving enjoyment has been diluted.