Category Archives: Morgan Sports Car Related Posts

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.

ONCE described as the brand that could not last in the face of modern competition, that marvel of the Malverns, Morgan reigns supreme as a very British manufacturer of sports cars.

And perhaps its most iconic product, the Plus 8 has shown that the traditional British sports car design will never bow down to gimmickry or fashion.

Such has been the success of the Plus 8 that it is now celebrating half a century, a milestone to be celebrated by the Morgan Motor Company announcing a 50th Anniversary Special Edition to be revealed at the Geneva Motor Show in March.

The family-owned, bespoke sports car manufacturer will produce 50 of the special edition models, each to be sold through their existing Dealership network. The Plus 8 50th anniversary edition will be a true V8-powered thoroughbred tribute to Morgan’s most celebrated four-wheeled model.

The Plus 8 continues to pioneer new technology within the classic Morgan bloodline. Deriving its name from the eight-cylinder engines it has adopted throughout its life, this model consistently offers the greatest power to weight ratio of any Morgan.

It is, without doubt, a rare combination of craftsmanship, luxury and technology.

A lightweight aluminium chassis and 4.8-litre BMW engine sit beneath the traditional Morgan body. At just 1,100kg, the Plus 8 is one of the lightest V8 passenger cars in the world and is capable of 0-62mph in 4.5 seconds and has a top speed of 155mph.

First conceived by Peter Morgan, the Plus 8 prototype was revealed to the public at the Earls Court Motor Show of 1968. Then sporting a Rover V8 engine and a Moss gear box, the original Plus 8 was based on a Plus 4, but was larger and featured a large number of changed or upgraded hand-crafted parts.

The first Plus 8 production model was one of the most successful cars that the company has ever built, and production continued for 36 years. Approximately 6,000 Plus 8s were built at Morgan’s Pickersleigh Road factory until the model was put on hold in 2004 when the production of Rover V8 engines ceased.

In 2012, the Plus 8 was spectacularly reborn into the Morgan range, on a lightweight aluminium chassis with the powerful 4.8-litre BMW engine, as used in the Aero range. It quicker than any ‘classic’ Morgan before it.

This very special car will be the star of the show on the Morgan stand when it makes its public debut at the 2018 Geneva Motor Show in March alongside the race-inspired Aero GT.

[As we mentioned with the post on the Aero GT, the last of the BMW V8 motors are being reserved for a few special edition cars.  Only 8 Aero GTs will be produced and now it appears that the 50 of the BMW V8s have been allocated for a special edition 50th Anniversary Plus 8.   Unfortunately, we here in the US will not see these cars (in the metal) for a long time, however we should get lots more details when they are officially announced at the International Motor Show Geneva in March.  Mark]

The MMC11 at Chateau Impney hill climb in 2017

Our wedding car was a classic Morgan Plus 8, which we drove from the wedding service to the ceremony. The location was archetype English – pristine countryside dotted with pretty little villages, quaint churches and old pubs. It was a hot summer’s day and the car was a hot red with no roof and superb fun as we temporarily parted from family and friends, hopped into the tiny two-seat roadster, maneuvering the twisty lanes. It was exhilarating. It was also an ideal set for a Morgan car, for I cannot think of another marque with quite such a distinctively British aesthetic – quirky, elegant, a little bit wrong maybe, but a lot of fun and a nod to the romance of another time.

Plus 8 with Peter Morgan at factory

So, it has been exciting to hear that Morgan Motor Company will honor this most celebrated of its cars with a Plus 8 50th anniversary special edition model with only fifty planned for production. The first Plus 8 was born in 1968 when Peter Morgan conceived then debuted the prototype at the London Earls Court Motor Show. The car was based on the Morgan Plus 4, though proportionally bigger, with redesigned hand-crafted elements and powered by the Rover V8 engine.

The first production MMC11 model became one of the most successful cars Morgan has ever built with production continuing for 36 years. Some 6,000 cars were created at Morgan’s Pickersleigh Road factory in England until the model was discontinued in 2004 when the production of Rover V8 engines ceased. Then in 2012, the Plus 8 was reborn.

The first Morgan Plus 8 production model, MMC11

Unusually, Morgan has managed to remain family-owned, continuing to make intricately crafted sports cars. The cars are so much about design for desire and the Plus 8 50th will continue this tradition of combining artisan skills, luxury and technology. A lightweight aluminum chassis and 4.8 liter BMW engine sit beneath the traditional Morgan body. At just 1100kg, the Plus 8 is one of the lightest V8 passenger cars in the world and is capable of 0-62 mph in 4.5 seconds and has a top speed of 155 mph.

The Morgan Plus 8 50th logo

“Each design detail of the Plus 8 50^th has been considered to celebrate the Plus 8 and what it has meant to Morgan and its customers over the last 50 years,” says head of design Jon Wells. “This famous V8 was a darling of the automotive industry in the sixties and has today become an unrivalled machine offering raw exhilaration and effortless power delivery. Overlooking the long wide bonnet sat directly on the rear axle, when driving a plus 8 you are very aware of, not just its sound track, but its significance and its capability. The design of this special final edition hopes to do both justice.”

The Plus 8 50th will be revealed in March this year at the Geneva Motor Show.

and more . . . 

Morgan Plus 8 50th Anniversary edition celebrates the end of V8-engined model (www.autocar.co.uk/)

50-unit special edition will be revealed at Geneva in March to commemorate the end of the BMW V8-engined Plus 8, alongside the last Aero 8 edition.

The standard car will no longer be produced with the 4.8-litre BMW V8

Morgan has announced that its Plus 8 will no longer be made with the 4.8-litre BMW V8 engine, commemorating the departure with a 50-unit, 50th Anniversary edition of the retro-styled sports car.

Set to be revealed at the Geneva motor show in March, the Plus 8 50th Anniversary Special Edition will be a more luxurious edition of the Plus 8, although the brand has revealed none of the car itself.

The limited edition will be sold through Morgan’s dealer network, although the brand hasn’t yet revealed pricing. It’s likely to command a premium over the standard car’s £85,461 starting price, though.

The Plus 8 was reintroduced into the Morgan range in 2012, and since then has been atop the brand’s lineup in terms of power-to-weight ratio; the light 1100kg kerb weight and 367bhp combining for a figure of 315bhp per tonne.

It was first introduced in 1968, and was produced until 2004, powered by a Rover V8.

Design boss Jon Wells said: “Each design detail of the Plus 8 50th has been considered to celebrate the Plus 8 and what it has meant to Morgan and its customers over the past 50 years. Overlooking the long wide bonnet sat directly on the rear axle, when driving a plus 8 you are very aware of, not just its soundtrack, but its significance and its capability. The design of this special final edition hopes to do both justice.”

Morgan’s staying tight-lipped about the special edition until its official launch at Geneva, alongside the Aero GT – the 8-unit run-out special edition of the Aero 8.

Morgan Motor Company, the world’s longest running family owned motor manufacturer, is delighted to announce the appointment of Colin Boden as Group Financial Director with immediate effect.

As Group Financial Director, Colin will not only be responsible for the financial functions of the Morgan Group, his role will establish him as a key influence in strategic decisions as Morgan continues to excel through its second century in business. His key aims will be to further improve profitability for the company, ensuring Morgan has a stable financial platform to develop exciting vehicles, embark on ambitious new projects across all business areas as well as introduce industry leading technology into the model range and production process.

Initially joining the Malvern based firm in 2010 as Management Accountant, Colin has worked within almost all facets of the Morgan business during his time there, and most recently was influential in the repurchase of the factory premises in June.

Boden, 33, joins Managing Director, Steve Morris, Technology Director, Graham Chapman and Supply Chain Director, Gregor Dixon-Smith working at the company.

Steve Morris, Managing Director – ‘We are delighted to appoint Colin Boden to the role of Financial Director. Colin has worked tirelessly since joining the company to improve many areas of our business practise. He has demonstrated great ambition both on a personal level and for Morgan as a company and I wish him every success in the role.”

Colin Boden, Group Financial Director – ‘I am honoured to have been appointed as Group Financial Director of such an iconic and prestigious company. Since joining in 2010 I have been privileged to experience just what a unique brand Morgan is. I am excited to be given the chance to shape the future of the marque and would like to thank the Morgan family and shareholders for the opportunity.’

Thursday, January 4, 2018

[We have all had discussions about sourcing this and that on our Morgans from time to time.  Sources and prices of needed bits are a common topic when we get together.  And I get it.  It’s simply human nature to look for a good deal or the best price.  And, considering the UK exchange rates adds another dimension to our searches.  

However, as is so aptly highlighted in the article below, price is not the only factor we must consider.   

Finding parts for Morgans is not always an easy thing.  That being said, those businesses that do cater to our obscure cars are businesses we need to continue to support with our check books and credit cards.   Those businesses that support MOGSouth should be the first place we go when we have needs.   Certainly we want to recognize their loyalty to MOGSouth but more so, we want them to remain in business, supporting MOGSouth and the Morgan marque for a very long time.    Mark]

By David S. Wallens, Dec 29, 2017 (A reprint of an earlier GRM Article)

There’s been a lot of talk in our world lately about the death of the speed shop. Even Leno has discussed it. The speed shops of yore, places where you could pick up a good ¾ race cam, a Sun tach and some of those yellow Lakewood traction bars, have more or less disappeared from the American landscape.

I actually spent two years working in such a place, Automod Atlanta. I’ll let you guess where it was located. (Hint: Atlanta.) I got the job by placing an ad in our regional SCCA newsletter: “I’m about to graduate from college and am seeking a job in the automotive world.”

Brian Hernan, the owner of the shop, saw the ad, called me up, and invited me in for an interview. I started work the Monday after graduation–first in the warehouse, but eventually graduating to a desk on the sales floor.

This was pre-internet. Our retail beat centered on the local SCCA scene, but our wholesale accounts stretched far.

Here’s the really cool thing: We catered to the sports car world. If it improved an MGB, 240Z or VW Rabbit, then we sold it. And in many cases, we actually stocked the part right there in our warehouse-rows of pallet racks containing all of the day’s top performance brands, like Hella, Cibié, Weber, Momo, Nardi, Kamei, Zender, Koni, Ansa, Amco and K&N.

You wanted a roll bar for your MGB? We had one in stock.

Needed a front spoiler for your 240Z? Should I pull a urethane, fiberglass or ABS plastic one? Fiberglass hood for a 5.0 Mustang? We stocked ones made to our own design.

Weber tuning questions? Let me get Brian and he’ll help. We stocked jets, parts and pieces for both down-and side-draft models. Plus we had the Pat Braden and John Passini Weber tuning books right on the shelf.

I left there 22 years ago to join the GRM family. Automod never made the jump to the internet, and I’m pretty sure they’re gone now.

I want to slightly change gears, but don’t worry. This will all tie together shortly.

Whenever I’m on the road, I try to visit some local guitar shops. In reality, any piece of guitar hardware, either new or used, it just a few keystrokes away. But there’s something magical about hunting for it in person, and I have been lucky to visit killer guitar shops all across the country: Nashville to Austin, New York to St. Louis, and Las Vegas to San Jose.

During a recent trip to New York-my annual winter pilgrimage to see family and grab a nosh while taking advantage of the seasonally low hotel rates–I hopped a train to Brooklyn. My destination was a place called Main Drag Music. I found them on the Googles, and it was one of the half-dozen shops I visited during those few days in my urban paradise.

Going to these different places also forces me to see different parts of a city. You never know what you’ll come across, right? Anyway, while in Brooklyn I found a pretty big independent music store, especially by New York City standards.

The dude who worked there saw me eyeing a bass. “Try it,” he insisted. So I did.

No pressure. No hard sale.

Then he saw me looking at the effects pedals, those magical little stomp boxes that can make you sound like Eddie Van Halen, Jimi Hendrix or Stevie Ray Vaughan–okay, not exactly, but you know what I mean.

“Looking for something in particular?” he asked.

“Sabbath.”

“Here, you want this one,” he replied without hesitation, handing me a silver metal box from a small Finnish company called Darkglass Electronics. “I have it on my pedal board.”

Then he ushered me to a soundproof practice room and brought me a ’78 Fender Precision Bass.

Half an hour later, I put down the guitar. Closing time was approaching, and I figured it was best to not get locked inside the store. While such a situation could lead to the ultimate jam session, as best I could tell the store did not contain a Chinese restaurant.

“How’d you like the pedal?” was all he asked.

The price was close to $250. I figured that I could probably find it online for less. In my book, that’s a lot of money for an effects pedal–like, a lot.

But, at least in my mind, I did the right thing: I handed him my credit card.

He gave me info, and the store invested in the inventory–never mind the rent and other brick-and-mortar expenses. He let me try it out to my heart’s content. He made the sale.

Fast-forward to today, and I’m still in love with that piece of equipment. It would have taken me several other purchases, I figure, to find this tone. In the end, his advice and knowledge saved me time and money.

We’re all looking to save a buck, and I fully realize that ordering things online is easier. You can summon nearly anything to your door in a day or so, from a new bicycle to a 48-roll pack of toilet paper, by barely moving a muscle.

But when someone makes an investment in our scene, I give them the nod. If we don’t return the favor, then I’m going to run out of places to stop while visiting Brooklyn.

The Morgan Plus 4 has been around since 1950, and on the surface not a lot has changed. The body is still rich in curves and chrome, the front wings still span two thirds of the car’s length, the wheels are still spoked and the roof still comes down via manpower rather than electricity. But don’t let that fool you into thinking the Morgan Plus 4 is a relic. It’s not, as I set out to prove by liberating one from the factory for an all too brief three-day fling.

During my time as a motoring writer, I’ve been lucky enough to drive everything that Morgan has to offer. I’ve enjoyed the cheek and charm of the 4/4 – the Plus 4’s little brother. I’ve covered many a happy mile in the Plus 4’s big brother, the 3.7 V6 Roadster. I’ve giggled like a fool while piloting the modern 3 Wheeler, and I’ve used far too much fuel listening to the V8 soundtrack that accompanies the Morgan Aero cars. But out of them all, it’s the Plus 4 that has won my heart.

If I’m ever in the fortunate position to be able to afford a Morgan, this is the one.

The 4/4 is charming, but the 1.6-liter petrol engine is hardly a thrill. The 3 Wheeler I adore, but it’s a fair weather car, and sometimes in the UK that means a “two days out of the year” car. The Roadster with its 3.7 V6 is too wild for me, too “on” all the time, if you will. As for the V8 cars, I love them, but they just don’t have the draw of the traditional steel chassis Morgans, at least not for me.

The Plus 4 is pretty much perfect in my eyes. It has an eager-to-please personality that the others miss in the pursuit of trying to be too much of one thing or another. In a nutshell, it’s the perfect all-rounder. At least in the context of a two-seater, open-top sports car, that is.

The Plus 4 came about because the 4-4 (that’s not a typo, it later became the 4/4) wasn’t satisfying those buyers looking for a bit more pace. This was still well before the days of the Plus 8 with its thumping eight-cylinder, and the V6 Roadster wasn’t even a twinkle in Peter Morgan’s eye at the time either. The 4-4 was Morgan’s main offering then, so if it didn’t please a customer, there was nothing else to sell them. They would go and buy from another brand.

To address matters, Morgan put a 2,088cc four-cylinder engine from a Standard Vanguard into a slightly longer 4-4 chassis and offered that to the purchasing public. It worked to retain those  strayed to other sports cars options, and ever since then, the Plus 4 has been a mainstay of the Morgan range. Over the years it has seen many engines in its bay, but it’s always been a 2.0 (or thereabouts), and it has always stood its ground as a staple in the lineup as the 4/4’s bigger sibling.

This, the most modern version, is powered by a 1,999cc Ford GDI engine mated to a five-speed manual sourced from Mazda. It boasts all the modern niceties you’d want like twin cams and fuel injection, and the unit is good for 154bhp at 6,000rpm. As for torque, you’ve got 148lb/ft. I know, those two numbers don’t look too astonishing on paper. It’s the inclusion of a third that brings the fun: the weight. And the Plus 4 tips the scales at just 2,044lb. That makes things much more interesting.

And while it may indeed have a modern source of propulsion, there is nothing modern about the way it drives. But that’s not a bad thing—no one buys a Morgan to ride on the cutting edge. In our fly-by-wire world, it’s nice to have a heavy clutch and a firm brake pedal. The steering may be assisted, but you wouldn’t necessarily know it. It’s heavy, in the way that results in feedback and a more direct connection to how the car’s interacting with the road. You have to drive this car and feel every tiny mistake you make along the way—it won’t hide things from you with trick adaptive suspension or swaddling comfort. It’s not easy to drive the Morgan fast like it is in so many modern assisted sports cars, but if you commit to it, if you work through it, it is oh so very rewarding to get it on the edge.

The engine hauls the Plus 4 along with impressive urgency for such a small naturally aspirated lump, and its an eager little thing throughout the range. Were it not for the factory-fitted Yokohama rubber, oversteer might be an issue even. It’s not though, at least on the right rubber, and grip is plentiful here. In fact, hit the gas too hard off the line and your spine is thanked with a punch from the tramping rear axle you’re essentially perched on top of.

The Morgan Plus 4 is a car that demands your respect and expects you to learn. If you just get in and try to drive it like you would any other sports car, you probably won’t enjoy it. You may even find it hard and unrewarding work. Bond with it though, give it some miles and some time spent getting used to the chassis, and I bet you’ll fall for it.

The cockpit while relatively spartan, is finished in beautiful, comfortable leather, and the detail in the fitting and stitching is astounding. The Moto Lita steering wheel is tactile and inviting. You want both hands on it at all times. The gear shift is slick and mechanical, direct and sure. You notice changing gears with this setup, rather than losing the action to autopilot as you would in another car. Then there’s the bunched up, race-style pedal box with floor-mounted hinges. It reminds you from the first stab of the clutch on startup that you’re not driving the normal or the mundane today.

It’s not inconveniently sporty to ride in though, and it’s quite comfortable; with the roof up for instance, I still fit inside easily, which being 6’3” isn’t always the case. There’s even a trick, modern stereo, but fear not, no infotainment iPads to be found here.

December 14, 2017

British sports car maker has signed a deal with Frazer-Nash Energy Systems, which will provide the powertrain for its all-electric EV3 model said to make 120 miles on one charge

Morgan Motor Company has partnered with Frazer-Nash Energy Systems to develop the British manufacturer’s first electric production sports car – the Morgan EV3.

Set to enter production next year, the three-wheeled EV3 will combine the classic, coach-built styling that Morgan has become renowned for with an all-new architecture that incorporates proven electric vehicle technology.

The EV3 will benefit from rapid-charge capability, a lower centre of gravity and improved acceleration.

A liquid-cooled 34.8kW motor is driven by a 21kWh lithium battery and will send power to the rear wheel. Morgan claims the EV3 will be able to travel 120 miles on a single charge.

The new three-wheeler is certainly a head-turning piece of design, with the British manufacturer claiming that its looks were inspired by “1930s Aero-engine race cars, classic motorcycles and 1950s fantasy automatons”.

Steve Morris, managing director of Morgan Motor Company, said: “We are delighted to announce our technical partnership with Frazer-Nash Energy Systems as we enter this exciting phase of EV3 production.

“We have been working closely on optimising the EV3’s architecture in every way to develop a car which will offer proven reliability range and cooling performance, combined with the pure driving experience that is expected of every hand-crafted Morgan.

“The greatest challenge lies within introducing EV technology into our factory workflows, customer experience and dealer network in a robust and most importantly safe manner.

“Frazer-Nash Energy Systems offer us every confidence in achieving this. This will result in Morgan’s first entrance to the world of EV being incredibly rewarding, but moreover sets the scene for many exciting future opportunities.”

Noamaan Siddiqi, business development director for Frazer-Nash Energy Systems, said: “The EV3 plays an important role in Morgan’s future strategy. Achieving zero emissions using electrification is a requirement no manufacturer can afford to ignore.

“Morgan has always embraced the latest technology within its vehicles to ensure it can continue to build relevant hand-crafted British sports cars.

“At Frazer-Nash Energy Systems, we appreciate the heritage and craft that Morgan brings to the world of EV technology and we in turn will bring decades of EV expertise to ensure that EV3 customers will receive a car that is reliable, proven and exhilarating to drive – a thoroughbred Morgan.

“We are very pleased to be able to provide energy management and propulsion systems to the EV3. A lightweight, spirited driving experience beneath a coach-built body is key to the identity of any Morgan. This remains a core focus throughout the development of the EV3.”

No word has been given on price, but Morgan has confirmed the EV3 will enter production in the third quarter of 2018.

Trevor and Andy peered between the two houses. Sure enough as advised there was a shed down the driveway.   ‘D’you think this is the house` asked Trev. Andy replied that the address was right and if the rumors were correct the Morgan should be in that shed.

They approached the front door and rang the bell. A pleasant lady answered the door and smiled. Trevor introduced himself and explained that he and his friend were following up a story that an old three-wheeler was in her shed. “Oh that old thing” she smiled and asked them to come in.

She was Margaret and explained whilst making tea that that the Morgan was her late husband’s. The two friends admired the photographs on the sitting room wall several of which showed a smiling couple, one whom was clearly Margaret some years ago, in front a smart Super Sports. Margaret appeared with tea and cakes which they gratefully accepted and sat smiling at each other.

At length Trevor asked what had become of the old car. Margaret explained that it was still in its garage at the bottom of the garden. They were both excited when she offered to show them. With much trepidation they followed her down the garden.  Margaret explained that as her dear late husband had died two days before Christmas some eight years ago the garage was not used.  There in the gloom stood the Morgan, very sad in its dirt and cobwebs.  Andy spotted a small urn on the seat, he looked at Margaret who explained and said Yes, it’s Tom. He always went for a drive on Christmas day so I put him there and left him in peace. She wiped a tear from her eye and the two men thought it wise to return to the house.

Over more tea she said that she thought he had been there long enough and in answer to their question agreed that it might be nice if the old car could again give someone some pleasure.  After negotiating a price, Tom was placed on the shelf by some pictures of his car which was then loaded on to the trailer.  They left promising to keep in touch and to show Margaret the restored result.

A year passed and as most of the work apart from the new paint job had been cosmetic the time came to test drive. This all went well and the two pals agreed it had been a worthwhile operation; so it was decided that as Christmas was but two days away they would again visit Margaret and show her the restored car.

The next morning being cold but dry. Trev opened the garage and to his horror the Mog had gone. Andy was called and in short order the police.  Evidence was sought, locks and keys were examined but there was nothing to indicate what had happened. Photographs were asked for but as they had planned a finished photo shoot there was little other than progress pictures. Andy remembered that in the old garage was a series of pictures of the complete car, so it was decided that these would be better than nothing.

The two friends despondently made their way to Margaret’s and over tea and mince pies told the sorry tale. She was as upset as they and agreed to them taking the photographs. They trooped down the garden and opened the shed door.  The three of them stood open mouthed, for there covered in cobwebs with its old faded paintwork sat the Mog.

Closer examination found the urn, back on the seat…

First published in the Morgan Three Wheeler Club’s Bulletin

[Traditions are traditions, and shouldn’t be taken lightly.  And, Morgan traditions are especially good.  Happy Holidays!! Mark]