Category Archives: Miscellaneous News

[You will remember that Bill Fink was the Honored Guest at the MOGSouth 40th Anniversary Meet.   I have to admit I am a big fan with two ISIS cars, my 4/4 and my Plus 8.   Mark]

THE ISIS, a river renowned for its rowing and punting, flows through the English town of  Oxford. When American Bill Fink was a student at Keble College, University of Oxford, he  took part in rowing competitions. Indeed, today at the age of 75, he is still active with Oxford Old Boy crewing.

Rowing on the Isis at Oxford, England

Reflected his rowing enthusiasm, when Bill established a U.S. agency for Morgan sports cars in 1968, he named it Isis Imports Ltd. Originally on Eddy Street in San Francisco, the company outgrew this location and resettled at the end of San Francisco’s Pier 33, not far from Fisherman’s Wharf. These days, Isis Imports also has a second location in Bodega, California (yes, of Alfred Hitchcock’s The Birdsfame!).

The original home of Isis Imports, Eddy Street, San Francisco, 1968.

The 1960s were great times for Morgan, with the U.S. its largest export market. Then came the 1969 advent of clean air and automotive emissions controls. Buying its engines from larger automakers, Morgan was hard-pressed to keep up with enhanced stringency of regulations. Its U.S. market all but died.

However, Bill was more than just an astute businessman (I suspect he’s snickering at this moniker as he reads it). He was, and remains, a Morgan enthusiast. After extensive discussions with federal authorities and scads of paperwork, beginning in 1974 Bill was able to convert new Morgan Plus 8s to propane power and renew their legal importation.

In addition to Bill’s propane expertise, the U.S. Plus 8 Morgan required other modifications to meet evolving federal standards: different bumpers, reinforced doors, padded sun visors, standard inertia seatbelts, and fitting of the Morgan four-passenger model’s higher windshield with added reinforcement. Eventually, Morgans got airbags, another feature Bill helped develop.

Maurice Owen, rest his soul, was the Morgan director of development and engineering. We joked at the time about his use of a state-of-the-art phone.

Maurice Owen was responsible for developing the Morgan Plus 8, whose Rover engine began life as the U.S. Buick V-8. Brit Eoin Young drove an early Plus 8 for R&T in December 1968. As R&T engineering editor, I tested other Plus 8s in August 1980 and June 1999.

Bill and his wife Judy became friends. Drives up and down the coast between Newport Beach and San Francisco’s Pier 33 were more than just pleasurable work. In fact, on a trip to Malvern Links, Worcs., the home of Morgan, Wife Dottie and I enjoyed the hospitality of Maurice and his wife.

As shown in this 1999 photo, Bill really gets into his work.

I experienced another bit of Bill’s engineering of Morgans in my drive of Isis Imports’ Chevrolet-engine Plus 8. And not just any Chevrolet engine, but a 6.0-liter LS2 Corvette V-8 producing 400 hp (versus the Rover V-8’s nominal 190) and 400 lb.-ft. of tyre-churning torque.

Dave Hill, Corvette chief engineer from 1992 to 2006, examines one of his company’s LS2s in an unfamiliar home.

R&T reported on the LS2-powered cars in April 2006. This Plus 8 Plus did the quarter mile in 12.6 seconds at 112.1 mph. Its 0-60 time was a quick 4.2 seconds; the Brit magazine Autocar shaved this to 3.8.

Morgan Cars USA (Isis Imports Ltd.) is at Pier 33 on The Embarcadero, San Francisco; 415 433-1334

The year 2018 is especially significant for Bill Fink and for Morgan. It’s the 50th anniversary of the Morgan Plus 8 and also the 50th anniversary of Isis Imports.

Double cheers, Bill!

© Dennis Simanaitis, SimanaitisSays.com, 2018

[I removed a few photographs as they are nothing you have not seen before.   But I left one just ’cause.  Mark]

The huge V-twin engine up front. The two skinny tires sticking out from the sides. The open top. A body like a fighter plane from a war decades past. Few cars are as instantly intriguing to enthusiasts, passersby and other motorists the way the Morgan 3 Wheeler does. And you can definitely include me in that group.

There are few cars I have been so excited to drive as this one. I had my first peek at a Morgan 3 Wheeler in September 2015 during the Jalopnik Film Festival in Los Angeles. Since that time, I’ve been itching to get some proper seat time in one of these unique machines. Typically I get to experience somewhat immediate gratification, and rarely have to wait long to have a go.

Could the Morgan live up to all the hype I’d built up in my mind? Could it live up to anyone’s? Would I walk away disappointed and dejected after all that anticipation?

I didn’t care. I had to know.

(Full Disclosure: Morgan needed me to drive the 3 Wheeler so terribly that they insisted I make a trip to Southern California, pick up the car at Morgan West in Santa Monica, and drive it around for the better part of a week.)

What Is This Thing?

Morgan has produced this version of the 3 Wheeler since 2012, and they’re all bespoke, hand-built, and finished in a tiny shop in the English city of Malvern Link.. It’s a two-seat, front-engine, rear-drive roadster that’s actually homologated and registered as a motorcycle in the U.S. since it only has three wheels. Its base MSRP is around $50,000, and there are a bunch of personalization options that can bring that price up quite a bit.

It may surprise you that Morgan has actually been making three-wheeled cars since 1911—longer than most car companies have been in existence. The first run V-twin models were built from 1911 until 1939, and even had four-cylinder Ford motors in some models from 1932 through 1952.

Morgan built this machine to be all about driving fun. It’s not practical at all. There is no roof, there are no cup holders, there’s no A/C nor heater.

I couldn’t care less.

You Can’t Be In A Hurry

If you’re getting a coffee, filling up the tank at a gas station, stopping to take pictures, or standing anywhere near the 3 Wheeler, you will have people come up to you wanting to talk all about it. The first question is always “What is it?” Plenty of car people I know have never seen a Morgan 3 Wheeler in person, and fewer still have even driven one.

I was happy to play temporary host to this machine. Of the easily 100 people I talked to about this car, only three knew what it was. One guy happened to be the owner of a Morgan Aero 8 that I spotted parked at a restaurant along Topanga Canyon (Los Angeles, everybody!) and I pulled over to seek him out. The other two guys happened to be English, so they knew what was up.

Strangers are always amused by this car, and then they’re quickly curious how fast it is.

What If You Are In A Hurry?

Fortunately, the power-to-weight ratio is absurdly good in the 3 Wheeler. With an 82-horsepower 1979cc S&S V-twin mounted up front, and tipping the scales at a measly 1,157 pounds, you will have no trouble running away from the car next to you at a red light.

If you accidentally pop the clutch with a bit of throttle input, you will bark the tires instantly. I may have done this in a not so accidental manner a few times, just to be sure. Pair that to the wicked popping exhaust note from that big V-twin, and you’ve got one stellar experience.

Morgan says that the 3 Wheeler will go from 0-60 mph in just six seconds, but I felt like it might even be quicker than that. Top speed is said to be 115 mph, but I never really tried to go that fast. Highway speeds, paired with a few quick passes to get around slower freeway drivers were easy, and the torque-loaded engine wanted to pull at any RPM in any gear.

The powertrain for this Morgan is one strange combination. It’s got that big aforementioned V-twin motorcycle engine up front hooked up to a Mazda five-speed manual gearbox, and then the single rear wheel is belt driven. Find me a modern car with a more bizarre setup.

How Does It Really Drive?

Believe it or not, city driving is awesome. It’s easy to maneuver, has great visibility (seeing as it has no roof, a tiny windscreen, zero pillars, and the side view circular mirrors are easy to move around manually if you find yourself in a tight spot) and the steering is super precise when you’re in motion. That big diameter wooden wheel is light in your hands, and has no adjustment at all.

Luckily it meets up with my driving position properly. 19-inch wheels with tiny four-inch wide Avon tires provide just enough adhesion to keep you safe, but allow for a hint of slip when you’re having a little more fun on a twisty road. I couldn’t stop giggling when I was tossing the 3 Wheeler around any curve. Especially when making the back end kick out ever so slightly.

With exposed knock-off wheels and no extra body panels in your way, you’ll nail every single apex if you want to. The overall length is just 126 inches, but the wheelbase is 92 inches. That proportion helps not only sharpen handling, but keeps any bumps subtle. A tubular steel space frame keeps the chassis rigid enough to keep handling in order, while providing you reasonable cabin safety.

When you are trying to park in a tight space, things do get a little harder. With no power steering, and not much steering adjustment, you will find that you’ll want some momentum when you pull into a parking spot. If you’re trying to make a U-turn in an intersection or in the turn lane of a four lane road, you’ll have to put in some extra elbow grease.

Is It Practical At All?

Hell no. Who are we kidding?

I don’t even care that it isn’t practical. You can fit yourself and a passenger into the cabin with reasonable comfort, but seeing as there are no doors, getting in and out of the 3 Wheeler is similar to the process you find in a single-seat race car. Even with my experience in race cars, there still isn’t a truly graceful method for making your way around the cabin. Again, I don’t care about that. While it may not have climate control or heater system, the Morgan I tested was equipped with optional seat heaters, which came in nicely when cruising around Venice at night.

While the S&S V-twin cranks out a good bit of power, and you’re definitely moving around more weight than the usual motorcycle this engine typically hauls, Morgan states the combined fuel economy as 31 MPG, which isn’t bad at all. With a tank carrying about 10 gallons of unleaded, you’ll get a good amount of driving before having to hit the station for a fill-up.

Storage is minimal. There are pockets inside the cabin, next to each person, where you can throw your mobile phone or maybe a folded piece of paper, but you won’t be making a grocery run to feed a family of four with a passenger on board, and you definitely won’t take this on a long road trip. There is a rear storage compartment, which nicely fit the car’s tonneau cover on one side, my smaller camera sling bag on the other, and the tool kit in one small spot in the tail. Another reminder that the Morgan 3 Wheeler isn’t built for practicality. It is built for fun.

Cool Details Throughout

A car like this has plenty of personality on the outside, but the Morgan 3 Wheeler also has a few interesting bits inside. There’s a start button hidden behind a flap, just like you get in a Lamborghini. The horn is a toggle switch in the middle of the dash panel. The trunk is held down with leather straps. Even the headlights are activated with a switch just like the horn. It’s a simple panel, but it’s got plenty of character that perfectly fits this car.

Launch the missiles!

With the optional quilted seats and bright blue leather, the black metallic exterior really makes for a cool combination. I do wish my tester had the shark mouth front end, but this clean look worked nicely. One cool feature is that the steering wheel is removable, like a racing car, making entering and exiting the car a little easier.

No wimpy horn here. This thing could scare a Ford F-150.

There are plenty of weekend cars on the road you can get for around $50,000, and many of them will provide a great experience, but none of them will be as much fun as a Morgan 3 Wheeler.

If you’re buying a second car, to use on weekends and for quick stints around a twisty road, this car needs to get serious consideration. At any point, at any speed, in any condition, this is easily one of the most enjoyable cars I have ever driven.

Next up: this completely old-school machine is going electric. I can’t wait to see how that turns out. I guess I’ll just have to drive it again and find out…

Today, glossy, hi-tech car dealerships are an everyday part of the car purchase process, but back in the day, when Harry Morgan was promoting his Runabout, dealers who could interface with customers on behalf of the factory were few and far between. MMC Archivist Martyn Webb traces the history of the early Morgan dealers and the key part they played in the success of the business.

Harry Morgan was a naturally gifted engineer and an intuitive, instinctive innovator. He also had the ability to analyse and adapt the ideas of others and to combine these features with his own designs to create machines that were clearly ahead of those of his competitors.  The Morgan Runabout proved itself to be strong, reliable and very competitive when pushed to the limit on the race track or the trials hills. Enthusiasts were effusive in their praise for the machine and the motoring press declared that this was the most competent of all Cyclecars. Additional exposure at the Olympia Motorcycle show and other exhibitions raised Morgan’s profile still further and the factory could scarcely keep pace with the extraordinary demand for their cars.

“WHEN HARRY MORGAN WAS PROMOTING HIS RUNABOUT, DEALERS WHO COULD INTERFACE WITH CUSTOMERS ON BEHALF OF THE FACTORY WERE FEW AND FAR BETWEEN”

To fully exploit Morgan’s success, however, the factory needed representatives around the country to promote the Runabout to those potential customers who would not normally have read the motoring press or come into contact with these devices. Having secured a sale, the factory then required agents to collect and distribute the machines and subsequently maintain them and effect occasional repairs, most owners being unfamiliar with motor vehicles at that time.

The first-known Morgan dealer was Jack Sylvester who approached Harry Morgan at the 1911 Olympia Motorcycle Show intent on securing an agency. Despite being assured by Morgan that he “didn’t intend to make many”, Sylvester persisted and although there was never any written contract, he took on the agency for Bennetts of Nottingham and was certainly selling Morgans by the end of 1911 and continued through to his retirement

Sylvester’s Garage

Morgan’s assertion that he didn’t intend to make many was soon proved wrong since having launched the first two- seater at the show, the machine proved a huge success and he struggled to meet the demand.

Morgan’s next association was therefore rather forced upon him, not only to gain the maximum exposure for the Runabout, but to help distribute and even to assist with the building of the machine. During the show, Morgan had negotiated a new contract with Richard Burbidge of Harrods, making the Knightsbridge store officially the sole concessionary of the Runabout (presumably overlooking the verbal agreement with Sylvester). From now on Harrods would deal with all enquiries addressed not only to themselves, but also to the Morgan factory. For their part, Harrods placed an immediate order for 50 machines and paid a deposit of around £500, a sum that would at least help to finance the expansion of the works. Details of this arrangement were set out in letters between Harry Morgan and Richard Burbidge that survive in the Morgan Motor Company archives. Towards the end of 1911 Harrods introduced their own bodywork for the Morgan, allowing the Malvern factory to concentrate on the chassis alone.

Despite the existence of clear documentary evidence of the contract with Harrods, it would seem that Morgan continued to look elsewhere for other dealers, the next being pioneer motorist Billie James of Sheffield.

James of Sheffield

It was clear at this time that the arrangement with Harrods, whilst selling lots of cars, was not ideal. The Harrods body was rather too elaborate and being heavier than the simple bodies that the Morgan factory fitted, adversely affected the car’s performance. Chasing business through other channels, Harry Morgan defaulted on his commitment to Harrods and fell behind with orders, much to the displeasure of Burbidge! The sole concessionary agreement with the store was thus abandoned and although Harrods continued to sell the occasional Runabout alongside machines from other manufacturers, they were never listed by the factory as official dealers. Harry therefore continued to expand his network of dealers in major towns and cities around the UK.

By 1914 there were no fewer than 45 dealers, with four in London (not including Harrods) and foreign dealers in Switzerland (R. Voltz, Auto-Garages, oune) and in France (L. Baudelocque & R, Darmont, 128, Rue de Bois, Levallois). Darmont in Paris would eventually develop the business to build Morgans under license in France to cope with the considerable demand from the Continent. Such was the rapid increase in demand for motor vehicles following the First World War, that by the early ’20s the factory was at maximum output, whilst building new workshops to increase production further and the dealer network had grown to 78 representatives around the UK alone!

 “HARRODS PLACED AN IMMEDIATE ORDER FOR 50 MACHINES AND PAID A DEPOSIT OF AROUND £500, A SUM THAT WOULD AT LEAST HELP TO FINANCE THE EXPANSION OF THE WORKS”

The Morgan Motor Company was now the largest cyclecar manufacturer in the UK, producing thousands of cars per year. Racing and trials successes ensured that Morgans were the most sought-after machine for the sportsman as well as those requiring more mundane transport.

By the late 1920s there were nearly 90 official Morgan dealers, plus many independent garages that regularly carried stock of used machines.

Some Morgan dealers, well-known to enthusiasts today can trace their roots back to this period. F.H. Douglass of Ealing, affectionately known as “Douggies” and still in business until a few years ago, was established in the mid-1920s, as was Lifes Motors, currently the oldest Morgan dealer in the world and still selling cars today.

 “RACING AND TRIALS SUCCESSES ENSURED THAT MORGANS WERE THE MOST SOUGHT-AFTER MACHINE FOR THE SPORTSMAN”

Demand for the Morgan three-wheeler declined throughout the early 1930s as motorists became more demanding and knowledgeable about vehicles. The introduction of conventional small four-wheeled cars in the 1920s, such as the Austin Seven, effectively ended the fashion for cyclecars and whilst the Morgan trike survived, the factory had little option but to supplement this with the first four-wheeler: the Morgan 4/4.

Most dealers embraced the new machine with enthusiasm and the dealer network ensured the success of the 4/4. Some, however, such as E.P. “Joe” Huxham in Bournemouth remained true to the original machine. Appointed by the factory as a dealer in 1932, Joe Huxham was a larger-than-life character, famous for his “rallies”. These were fun, competitive events, which became more famous for the sessions in the pub after the day’s events, rather than the motoring activities!!

Closer to home, even Malvern Link had its own dealer. A local garage Bowman & Acock looked after sales of Morgan cars in the town, as well as after-sales servicing, a mere quarter of a mile from the factory. Established in 1935, Bowman & Acock bought the original Worcester Road factory when the last workshop (the machine shop) finally moved to Pickersleigh Road.

There is little doubt that the extensive network of dealers established by Harry Morgan in the early years was fundamental to the success of the business. They promoted, sold, distributed, serviced and repaired the cars as well as spreading camaraderie and enthusiasm for these idiosyncratic vehicles. The same is as true today as it was a century ago, and the Morgan Motor Company continues to enjoy the support of UK and overseas dealers to bring the pleasures of Morgan motoring to enthusiasts around the world.

“THE EXTENSIVE NETWORK OF DEALERS WAS FUNDAMENTAL TO THE SUCCESS OF THE BUSINESS”

This special edition of the iconic sports car will be the last Morgan to have a naturally-aspirated V-8.

[This line tells us what we were wondering.  We all had our opinions but no real facts.  ‘Just what would Morgan do for a high end motor given the end of the BMW V-8s?  Would they simply find another carbureted V-8 or go the way of the Turbo or Super Charging.’  This implies the later route.  Mark] 

Morgan Motor Company released a handful of teaser photos Tuesday for the new Plus 8 50th Anniversary Edition, which will be revealed at the Geneva Motor Show March 6.

The Worcestershire, England-based car company is celebrating the iconic Plus 8’s 50th birthday, which first debuted in 1968 at the Earls Court Motor Show in London. This sports car rocked a bulletproof Rover V-8 engine and featured only minor stylistic changes throughout its original 36-year production, ending in 2004.

Morgan revived the Plus 8 in 2012, which retained the classic Morgan shape and was then powered by a 4.8-liter V-8 courtesy of BMW. The new Plus 8 will utilize this same engine, but it will be the last time Morgan uses the naturally-aspirated V-8 in any of its models.

The company plans to build 50 of these Anniversary Editions, and each will feature a special plaque that denotes its number on the assembly line. Every example will be finished in a blue lacquered paint with contrasting yellow on the grille, hood, and trunk area, which takes inspiration from the first production Plus 8 ever built.

“This 50th Anniversary Edition is a fitting illustration of the Plus 8’s beauty and finesse, coupled with raw exhilaration and capability,” said Steve Morris, managing director of Morgan. “Performance has underpinned every one of the Plus 8s that have driven out of our factory gates for 50 years and we’re excited to reveal the car in full in Geneva.”

We’re excited to see the car in all its glory in Switzerland in a few weeks. Morgan is one of those car companies that stays true to its British roadster roots, which is obvious in the Plus 8’s classic bodywork.

[There must be a number of reasons (that we just don’t fully comprehend) the US market is not being targeted by Morgan.  Too hard, too litigious, too regulated, etc.  I guess we have to buy our next Morgans in China?  Mark]

Morgan Motor Company is travelling to Hong Kong with HSBC to support the GREAT Festival of Innovation, taking place at the end of March. Here, company MD Steven Morris, pictured [below], tells SME about the trip

Why have you decided to get involved?

We have received fantastic support from HSBC over many years of business partnership, and we are delighted to be visiting Hong Kong with them to support the GREAT Festival of Innovation. We decided to be involved with the trip as it presents significant opportunities for Morgan, as a long established, forward thinking and growing business looking to expand in global markets such as Hong Kong and with further representation in China.

What do you hope to achieve?

We hope to achieve a number of important needs for our business. We will be looking to seek new business opportunities within the region, be it in approvals, homologation, distribution or regional brand partnerships. To take further advantage of networking opportunities with established contacts in the region as well as further our understanding of the current and future landscape in Hong Kong and China.

International Trade Secretary Dr. Liam Fox will be there. What do you think he will bring to the table?

We hope that Dr. Liam Fox will be able to assist the automotive industry with approvals and homologation in the region, this is something of vital importance to Morgan and other British automotive manufacturers. In an ever-changing landscape, any support and knowledge from a senior government figure would be most welcomed.

How important is it for government to support attempts to find new markets overseas?

Operating, and selling and distributing, into emerging markets overseas is critically important to the success and future of a large percentage of British companies, across multi-faceted business sectors and at all different sizes. Within our focus, luxury British sports cars are part of Britain’s national identity, we are revered and respected around the world for appealing, unique vehicles. Whilst Morgan’s home market is strong, one of the main factors of our continued growth is the ability to sell our products into overseas markets. The support of the government is vital to enable this continued success.

The idea is to bring entrepreneurs and the most advanced technology from across the UK and Asia to explore how we will work, live, play and learn in the future. Why do you think this important?

Morgan is a long-established company, in business for over 108 years. Throughout that time we have championed craftsmanship, and in more recent years have been exploring the latest technology to compliment that craftsmanship. Whilst we recognise that Morgan is a traditional product in one sense, we also recognise the need to create a range of products that are suitably equipped to drive the company through our future strategy, across varied global markets. Whether this is in future powertrains, design or usability, we hope that the trip to Hong Kong with HSBC will assist us with our future product strategy, as well as a future sales and marketing strategy for the Hong Kong and mainland China region.

[The hype for Geneva  is starting. Interesting to see if anything is announced beyond the Aero GT,  the Anniversary Plus 8 and of course, something about the EV3.  Cheers, Mark] 

 British sports car maker Morgan has revealed record sales and profits helped by a boom in foreign demand.

The 109-year-old family-owned firm said exports were up 10 per cent in 2017, thanks in part to an expansion of its global dealer network.

Recently-launched models, including the Aero GT and 50th Anniversary V8, had also quickly sold out and a partnership to develop electric vehicle technology with engineering consultancy Frazer-Nash was struck.

Sales rose 19 per cent to £36million, with profits rising to £2million. 

Steve Morris, Morgan’s managing director, said: ‘To see such strong results for the business shows our strategy is sound and is a real credit to our dedicated, passionate and ever-growing workforce.

‘Far from resting on our laurels, we are looking forward to a strong 2018, the next stage of which will see some brand new cars being unveiled at Geneva in a few weeks’ time.’

The 109-year-old family-owned firm said exports of Morgans were up 10 per cent in 2017.

Morgan’s Aero 8 combines a modern take on its traditional style with high performance

Dominic Riley, chairman, said: ‘We are stronger than ever with record revenue growth, increased employment, a clear vision for the future and strong demand for our products.’

Morgan’s success is such that it said recently launched models, the Aero GT and 50th Anniversary V8, sold out upon unveiling.

Meanwhile, all vehicles produced at its Malvern factory are pre-sold, with none made for pre-registration unlike most car makers.

The firm added that last year saw it buy back the land on which the factory is built, which along with the purchase of its Visitor Centre proved a significant investment to ‘provide stable foundations for Morgan’s future growth plans and reverses a land buy-back deal that has been effective since 2006’.

All Morgans produced at the Malvern factory are pre-sold, with none made for pre-registration

[For those of you that are interested in such things. . . The financial health of the MMC appears to be good and that should result in continued operations for some, or at least we hope so. Mark]

Morgan Motor Company recorded excellent sales results in 2017, which now allows it to post revenues (£ 36 million) up 19% over fiscal 2016.

Under the chairmanship of Dominic Riley, the British manufacturer saw its margins increase by 12% at the end of 2017, the group’s net assets grew by 13% while its pre-tax profits also increased to 2 million pounds.

Last year Morgan Motor Company recorded a sharp increase in its exports (+ 10%) and the new Aero GT and 50th Anniversary V8 available in limited editions, saw all available copies sold before the official presentation of the models.

The new partnership signed with Frazer Nash for the development of its electric vehicles should, for its part, allow the brand to continue on this dynamic while this nascent collaboration is already bearing fruit.

Finally proof of this good financial health, we note that eleven years after having separated Morgan bought in 2017 its historic site of Malvern, in Worcestershire, which includes the Morgan Visitor Center which has been welcoming since 2009 with some success ( more than 30 000 visitors already) fans of the brand. The future seems to come under the best auspices for the English manufacturer today more than a century.

DAYTONA BEACH — Fifty years ago a British Airways pilot named George Waltman took a car that a friend found at a police impound lot in the Bronx and drove it down to Florida for the Rolex 24 At Daytona.

The big difference between Waltman and others coming down for the event was that he then raced the 1964 Morgan Plus 4 street car, by himself, finished the race, took a side trip to Miami and then drove it back home to New York — all on the same set of tires.

Waltman set a Daytona International Speedway and sports-car record unlikely to be broken.

He is the only driver in Rolex 24 At Daytona history to run the entire race solo and take the checkered flag.  It is a tale packed full of racing lore.

“He always said an endurance race should not be all about the endurance of the car, but the endurance of the driver, otherwise it breaks it down to four races,” his daughter Tara Waltman said of her father, who died in 2013.  “That was always his belief.”

Waltman, who lived in Freeport, New York, was what the industry now calls a “gentleman racer,” racing for fun, not profit.  He began racing sports cars in 1954 and was a regular in races staged in Nassau, Bahamas.

He took his game up a notch in 1960 when he entered and competed in the 12 Hours of Sebring.

The following year, he made a solo run at Sebring. During his career, he competed in 54 races, and scored one overall victory (1965 SCCA Regional) and four class wins.

But Waltman’s biggest achievement was the 1968 Rolex 24, his only start in the Daytona race.

After the 1968 Rolex 24 at Daytona, George Waltman was surrounded by friends on Pit Road.  Daytona International Speedway Founder, Bill France Jr., is in the middle of the photo.   Waltman is second from the right.  (PHOTOS Courtesy of WALTMAN ARCHIVES)

His solo performance began in the back of the 64-car field, but thanks to a combination of attrition and grit, he took the checkered flag in 30th place after turning 338 laps.

The Morgan Plus 4 was originally purchased by his friend and racing mechanic Ali Lugo.  Waltman and Lugo made some minor tweaks before the race, such as adding an air scoop under the car to funnel more air to the engine, and outfitting the small auto with Michelin X radial tires.

Working with a shoestring budget, Waltman drove the street-legal Morgan convertible from Freeport to the Speedway. Waltman’s entry was no match for the top cars of the day, including exotic factory-backed Porsches and Ford GT40s.  His goal was simply to drive solo and take the checkered flag under power.

In those days there was no rule against a one-man team, while today teams must have a minimum of three drivers for the twice-around-the-clock endurance race.

According to The News-Journal story chronicling Waltman’s historic run, the driver was ordered to take a one-hour rest after every four hours of racing.

The article also recounted how Waltman served as his own pit crew, “refueling his open cockpit white No. 35.”

But none of it seemed to phase the 42-year-old family man.

“Sunday he was still poking along with seeming unconcern for the swift traffic around him,” the newspaper story said. “He was conspicuous not only for the solitary splendor of his white car but also for his blue coveralls and red helmet.”

As if driving a solo 24-hour race did not provide enough drama, Waltman’s car suffered some late mechanical issues. But the resourceful pilot had one more trick up his sleeve.

“With less than one hour to go, part of the fan broke and a piece punctured the radiator. He had to pit,” Tara Waltman, 59, recalled.

“It took them a half of an hour to fix it — with chewing gum,” she said. “He had 10 sticks of chewing gum and he had everybody around him chew gum, lumped it together and plugged the hole in the radiator with it.

“He got back out with a half-hour to go and finished the race. He took the checkered flag, which is what he really wanted to do.”

Herb Branham, ISC Archives curator, is in the business of collecting and preserving racing history.

“The Rolex 24, aside from having so many great champions and huge names, is also known for all kinds of great characters and some tall tales,” said Branham. “George Waltman qualifies in that group. He may qualify as the most unique character in the history of the event.

“The guy was a good racer. At the end of the 1968 Rolex 24, he finished 30th which was the middle of the field at the end of the race. It is an amazing accomplishment.”

Bill France Sr., who founded NASCAR and built the Speedway, was so impressed with Waltman’s effort that he congratulated him on pit road and gave him a lap around the track in the pace car.

The story caught the fancy of the media with The New York Times dubbing Waltman the “Ironman” of racing.

“It was a sort of the tortoise and hare story,” Tara Waltman said. “He got a great reception at the finish line. He said everyone was standing up in the grandstands, cheering him on.”

Tara, who lives in New York, has spent several weeks inside the ISC Archives and Research Center here, helping create a display about her father’s solo run.

Among the artifacts on display is the helmet Waltman wore during the race.

Branham said Waltman’s story resonates to this day.

“It’s an incredibly romantic story,” Branham said. “It personifies the gentleman road racer and that part of international sports car racing.”

Tara is on a mission to tell her father’s story, which has been somewhat lost to racing history. The Waltman family is currently searching for the Morgan Plus 4 raced in 1968. It has proven difficult to track down because the car had no paperwork when it was bought and driven off the police impound area half a century ago.

“It would be nice to know what happened to it,” she said. “It would be great to restore. The search continues. The story is not finished yet.”

MALVERN’S iconic Morgan sports car company enjoyed its best year yet in 2017, the firm revealed this week.

The company’s work force grew from 170 staff members in 2016 to a current level of 201. This number includes six apprentices, and the firm is looking to recruit more next year.

The Morgan factory brings 30,000 visitors per year into the area to go on factory tours or join Morgan experiences. These visitors travel from around the UK and all over the world to see the factory.

The Run for the Hills event at the Three Counties Show Ground in August saw 6,000 visitors and 2,000 Morgans from 30 different countries visit the town, and the company hopes this year’s event will be just as successful.

A spokesman said: “Whilst we have not confirmed profits for the 2017 financial year yet, we can confirm that it will have been our best year yet.

“Whilst we do not have an official stance as a company on Brexit, Morgan have continued to grow exports throughout 2017. This is partly due to the weak pound, but also to the hard work of the factory and dealership network in continuing to build awareness for the brand around the globe, particularly in Europe.”

2017 also saw Morgan buy back its factory site, which was originally sold off in 2006 as a sale and lease-back agreement.

“The repurchasing of the land in June was the most positive news for Morgan in an already positive 2017. The purchasing allows Morgan to improve the facility and equip it for 21st century coach building.

“It also signals Morgan’s intent to continue manufacturing in Malvern, on the site that they have been on for 103 years,” said the spokesman.

Among the highlights the company is looking forward to in 2018 is the 50th anniversary of the Plus 8, the release of the limited edition Aero GT at the Geneva Motor Show and the introduction of the EV3, Morgan’s first all-electric production vehicle.

Morgan staff also raised over £30,000 for the British Heart Foundation, the company’s charity of the year, by holding auctions, running marathons and other fundraising initiatives.

If someone had asked me in the pub, I would have said that everything about a Morgan sports car is definitely not me.

For a start, they are made in a place called The Malverns, which my school atlas reveals is as near as damn it to Wales, a place where I have been sentenced to death by the Welsh National Assembly for making fun of their road signs. Buying a Morgan involves going to the factory, and that rules it out since no car is worth the risk of being summarily dispatched by some woad-smeared Celtic separatist.

I must admit, I seem to be pretty much the only person in Britain who has never been on a tour of the Morgan factory. And I don’t want to. I know, from people who have, that ‘there’s an old bloke with a spoke shave working away on a piece of ash, and it’s based in some Nissen huts, and you just walk in, it’s amazing, really, imagine that happening at a Toyota factory, and they push the cars around to work on them, it’s so funny when you see it but it works, it’s so traditional, and that John Harvey-Jones went there and they just told him to bugger off and they were right you know, they’re completely British and they still make a profit, I’d love a Morgan, I wish I’d put my name down for one when I was younger, the waiting list is 250 years.’

This sort of thing makes me want to stick my head under a milling machine and end it all.

Who, in their right mind, would want a car made the way cars were made in the 1930s? I’d wager that none of the people who hanker after them wash their smalls in a zinc tub, or go outside to use the lavatory. Nobody really wants to live in the past, so why drive there? You may as well send your kids to the workhouse.

My good friend Richard Hammond – a Morgan fan – made an interesting observation about these cars. It is this: these days, many ‘prestige’ makers finish their cars off with a light dusting of wood trim. At Morgan, however, the manufacturing process actually starts with wood. Underneath the Dad’s Army bodywork, these things are made of wood. It’s not even MDF or that fake Timberlux stuff that the Koreans use. It’s wood, for Pete’s sake.

Here is a quote from Morgan’s promotional blurb. ‘There’s one room visitors to Malvern cannot enter. This is the development area, where important things of a technical nature are going on.’ What, exactly? Sharpening chisels?

And then there’s the styling. Morgan obviously suffered something of a crisis during the Nineties, when retro design became all the rage. Other manufacturers were plundering their heritage for design themes, but when Morgan opened the filing cabinet to seek inspiration from their old cars, they discovered that they were still in production. So they decided to try something modern and came up with the Aero 8. It looks as though it’s been drinking.

You can imagine my disquiet, then, when Hammond rolled up outside my house, with a wholly unnecessary blip of throttle through the side pipes, in the ‘latest’ Morgan Roadster – what essentially used to be the Plus 8, only now with six cylinders. “You’ve got to come and have a go in this,” he enthused. “No I haven’t,” I replied and began making my way to the pub.

But he skipped alongside persistently, like a child wanting an ice cream. “It’s great. It’s really quick and it makes a great noise and I love the way the doors come apart,” and so on. And then the bombshell: “I’m thinking of buying one.”

Clearly, I couldn’t stand by and watch him do that. So I climbed into the driving seat and prepared to steer him away from Malvern’s dangerous and subversive carpentry cult.

A few things struck me. First, the door, on my elbow, as I shut it. And then the dashboard. The last Morgan I drove was a Plus 8, which had a wood fascia and some slightly clumsy cast-off warning lights and switches from the Great British Motor Industry parts bin. But here was a veneer of carbon fibre with neat, coherent minor controls. But there was no clock, and I couldn’t help admiring this bold assertion that if you’re driving a Morgan, time is of no consequence.

The steering wheel was very close, but the radio, mounted down on the transmission tunnel, was so far away I couldn’t read the display. The seats were simple, yet felt excellent, and the whole thing was beautifully assembled in a no-nonsense nuts’n’bolts kind of way.

God in heaven, it’s quick. Sixty comes up in well under five seconds, which somehow makes the tally-ho styling even more incongruous. It’s like having a microwave disguised as an Aga, allowing you the romance of olde England with the convenience of a pizza done in 60 seconds. Better than that, it contravenes current supercar thinking by being bendy. And it’s bendy because (in case you’d forgotten) it’s made of wood.

So every undulation in the road, every tweak of the steering wheel, and every change in the pace of the engine comes back to you as a subtle tremor in the fabric of the thing. I haven’t enjoyed such intimacy with the road since I last fell off my bicycle. In fact, I’m going to admit that I haven’t had so much fun in a car for ages.

I also think that Morgan may have pulled off a clever stunt with the Roadster. Where so many are struggling for a truly contemporary design and resorting to retro tinsel to maintain our interest, Morgan has continued to build its old car but given it a smattering of modernity – the dash, the switches, the performance, the exhaust note – to stop it feeling crusty.

Morgan bores may lament the passing of the old Rover V8, but I think it’s a good thing. The new Ford-derived V6 makes the car feel modern, and it’s related to the one found in a Noble rather than the one found in a fibre-glass kit car.

In the end, I don’t care if the Morgan Roadster is British, or traditional, or built by a man who still wears an apron. That’s not, in the end, why it appeals to me. It appeals because, rose-tinted glasses locked away securely in the glovebox, it’s just a bloody great car.