Morgan spreads Motoring its wings - Materialteknologi

THEMalvern linkIssue No. 5Morgan spreads Motoringpeace ofWork on theexpansion of theMorgan factory hasbegun in MalvernLink as the Aero 8goes into production.With production levels at Morganthe highest they have been since the1930s, the extra capacity created bythe new factory buildings now underconstruction is important in order tomeet demand for the new model,while continuing production of theever popular 4/4 and +8 models.To date nearly 600 orders for theAero 8 have been placed. By thebeginning of May 2001, four Aero 8sper week will be being produced everyweek alongside eight of the traditional+8 and 4/4 models within theexisting factory.Once the new production area for theAero 8 has been completed in July,production of the Aero 8 will increaseto six cars per week, bringing thetotal output of the factory to 14 carsper week, or more than 650 cars peryear.In fact, the new facility will have thecapacity to produce up to 15 Aero 8models every week in readiness for itslaunch into the US market, which isexpected to bring increased demand.The Aero 8 will now begin the testingprogramme to meet all the USits wingsapprovals and regulations, includingthe development of a driver andpassenger airbag system, which iscompulsory in America, and beready for launch in the US in early2003.Quality insurance cover for all models of MorganmindMorgan owners now haveaccess to bespoke insurance coverthanks to a collaboration betweenMorgan and leading players in theinsurance industry.The policy has been designed tomeet the requirements of Morgancustomers, providing a number ofspecial policy benefits and excellentvalue for money.Through the Morgan InsuranceScheme each car is insured on an'agreed value' basis. In the eventthat repairs cannot be completed,policyholders will receive aguaranteed 110% of the car'svalue, whilst retaining the option tobuy the salvage. Free UK andEuropean breakdown cover andunlimited foreign mileage areincluded. The policy also providesa dedicated 24-hour claimshelpline.Morgan has worked withbrokers Headley Insurance Servicesand underwriter IndependentInsurance to arrange this bespokepackage at competitive rates.To find out more please call thehelpline on 08450 MORGAN(08450 667426). You can alsoapply on-line atwww.morgan-motor.co.uk.

Newsin briefWWWEB UPDATEThe Morgan website,www.morgan-motor.co.uk, has hada facelift this month with a brandnew home page making it easierfor visitors to navigate the site.Also new to the website this monthis the ability to get a no obligationquote from the new MorganInsurance scheme online. Otherfeatures include the used carlocator, featuring up to 70 usedMorgans available through theauthorised dealer network eachweek, and the opportunity to makeonline purchases from a wide rangeof Morgan clothing and accessories.A NEW DEALER INSHEFFIELDGordon Lamb of Sheffield has beenappointed as a Morgan maindealer. The family-owned company,established in the early 1950s,holds ten franchises across Derbys,Notts, and South Yorks, includingLotus, Noble and MG Rover.Upon the company's appointmentStephen Lamb, Divisional Directorfor the Sheffield area and grandsonof the company's founder, said:‘We are very excited about this newopportunity, which is an importantaddition to our new sportscardivision, Gordon Lamb Motorsport.We are currently building a newshowroom to house the Morgandealership, alongside Lotus andNoble, and this is expected to becompleted in mid-July.’The 2001 Morgan MotorCompany ChallengeThis year’s Morgan Motor Company Challenge race series will again see tenrounds hotly contested in five classes at the most famous race circuits around theUK. In addition to the challenge races there will also be five non-championshiprounds at some of the top class circuits in Europe. Full details of all the rounds arelisted below or can be found on the Morgan website www.morgan-motor.co.uk.Morgan motorsport supporters can also see Morgan’s competing in the Birkett sixhourrelay race at Silverstone on Saturday 27th October, and in many of the 750Motor Club Roadsports Races throughout the year. Details of these events can befound on www.mogsport.netSun 25th March Brands Hatch Challenge round 1Kent, UK(MG Car Club Race Meeting)Sat 7th April Oulton Park, Challenge round 2Cheshire, UK (MG Car Club Race Meeting)Sun 29th April Brands Hatch Challenge round 3Kent, UK(Aston Martin Owners Club RaceMeeting)Sat 5th May Donington Challenge round 4Derbyshire, UK (750 Motor Club Race Meeting)Sat/Sun 12-13 May Spa Francorchamps Non-championship roundBelgiumMon 28th May Castle Combe Challenge round 5Wiltshire, UK (BRSCC Race Meeting)Sun 17th June Snetterton Challenge round 6Norfolk, UK(750 Motor Club Race Meeting)Sat/Sun 7-8 July Chimay Non-championship roundBelgiumSat/Sun 21-22 July Rockingham Non-championship roundNorthamptonshire, UKSat/Sun 28-29 July Spa Francorchamps Non-championship roundBelgiumSun 29th July Silverstone Challenge round 7Northamptonshire, UK (750 Motor Club Race Meeting)Sun 12th August Cadwell Park Challenge round 8Lincolnshire, UK (Jaguar Car Club race Meeting)Sat/Sun 25/26 August ZandvoortNon-championship roundHollandSun 9th September Mallory Park Challenge round 9Leicestershire, UK (Aston Martin Owners Club RaceMeeting)Sat 22nd September Silverstone Challenge round 10Northamptonshire, UK (Bentley Drivers’ Club RaceMeeting)Keith Ahlers, winner of Class A in 2000, in his modifed 4.6 litre Plus 8IndustryacclaimThe Aero 8 has been warmlyreceived by the motoring press andpublic alike, but has also earnedrecognition from the wider automotiveindustry. Morgan, its people and theirachievement in designing one of theworld’s most technically advancedsportscars have all been the cause ofa host of award nominations for thecompany over the last few months.In November 2000, Morgan wasvoted Specialist Manufacturer of theYear by Autocar, one of the UK’sleading motoring publications. Thepanel of judges, which includedAndrew Frankel and Tristan Young ofAutocar, Richard Mackay, managingdirector of Ferrari/Maserati UK andTom Walkinshaw, Chairman of theTWR Group, deemed that Morgan’stranformation of its product line andbusiness put its achievements aheadof runners-up Lotus, TVR and Ariel.The 2000 Autocar awards alsonominated Chris Lawrence, thetechnical chief behind thedevelopment of the Aero 8, for theEngineer of the Year award.The Aero 8’s intensive use ofaluminium throughout its lightweightconstruction saw a nomination forMorgan in the European AluminiumAwards in November last year. Theseawards reward companies forfunctional and innovative applicationsof aluminium in various categoriesincluding the Aluminium inAutomotive Award for which Morganreceived its nomination.Further recognition of Morgan’sachievements came in March of thisyear, when Charles Morgan and theMorgan Motor Company werenominated for the prestigious Castrol /IMI Gold Medal. The Gold Medal,presented by the Institute of the MotorIndustry, is awarded to the individual,group or organisation which hasmade an outstanding contribution tothe UK motor industry in its widestsense. Of the four nominees, theaward was finally given to Todd Evansof Peugeot UK, but Morgan’sinclusion in the shortlist is indicativeof the industry’s acknowledgement ofthe company’s unique position withinthe British motor industry.

BEAUTYis more thanskin deepThe story behind thedevelopment of theAero 8’s advancedaluminium chassisThe start of Aero 8 productionmarks the culmination of the largestdevelopment programme everundertaken by Morgan in more than90 years of sportscar manufacture.The in-house project team have takenfive years to design a completely newcar from the ground up and reach thefinal production model, making use ofthe resources and expertise of topindustry suppliers in the developmentof an extraordinary contemporarysportscar.The Aero 8’s advanced aluminiumchassis and its outstandingsuspension system are two keyelements which demonstrate theinnovative and progressiveengineering applied in thedevelopment of this still hand-built,traditionally-styled supercar.Race-Bred EngineeringThe Aero 8 project was set in motionin the late 1990s with thedevelopment of the works GT2 racer,the brainchild of Charles Morganbrought to life through the engineeringexpertise of Morgan’s 1962 Le Mansclass winner and design teamtechnical chief Chris Lawrence.Morgan’s first GT2 racer competed inthe 1996 BPR GT championship and,though based on the existing Plus 8,the chassis used adhesively bondedaluminium honeycomb sheet fromCiba-Geigy.A redesigned and much improvedGT2 car competed in the 1997 FIAGT championship. This boasted an allaluminium chassis closely related tothe production Aero 8 chassis. Thebody shell, however, still comprisedmodified Plus Eight panels and as aresult the car lacked the aerodynamicshape needed to achieve significantsuccess in the series.From the outset of the GT2 project,the underlying objective was todevelop a road-going production car.Many of the engineering principlesbehind the Aero 8’s chassis andsuspension have been conceived and,more importantly, proven on theworld’s race circuits.Aluminium intensiveThe original design for the aluminiumchassis was tested using theresources of Birmingham Universityled by Professor Jim Randall, thoughthis design has since been improvedand given extra stiffness. Rigoroustesting and development, not only atMorgan but also using the expertise ofaluminium supplier Alcan and thetesting facilities of BMW, havesignificantly enhanced torsionalrigidity, strength and durability.The use of high quality suppliers andmaterials has been of paramountimportance throughout the Aero 8development, and these standardswere applied strongly to the choice ofchassis material. Charles Morgan firstvisited Alcan at Banbury in 1996,when hewas able to see test work on a newAlcan material developed specificallyfor vehicle manufacture and the latestbonded aluminium joining technology.In addition to accelerated laboratorydurability testing, undertaken in avariety of aggressive environmentssuch as high humidity and salt spray,Alcan have a number of unloaded andpreloaded joint samples of severaladhesive bonding systems in anongoing long term trial. The joints areattached to the underside and top of alarge freight truck and trailer. The rig,which is in constant service in SouthEastern Australia, covers a route thatexposes the joints to a wide range ofsevere but real environmentalconditions of temperature, humidityand coastal atmosphere. These jointshave been exposed in this trial forseveral years without failure.Alcan’s aim is to gain penetration inthe high volume vehicle productionmarket and has developed thematerial and the unique chrome-freesurface pre-treatment process used inthe Aero 8 chassis specifically formotor manufacturers. Morgan is thefirst European vehicle manufacturer touse this aluminium in a productioncar, though others may follow in thenext couple of years with both GMand Ford using the material inlimited run prototypes inthe US.

Strength and durability werefor spot welding, riveting or bondingThe adhesively bonded joints arechassis design and each change wasimportant factors in the developmentand needs no special cleaningstrong and stiff and combine thetransferred easily to the CNCof the new road car, as wasprocesses before assembly, bringingperformance and durability ofmachines. Concurrent engineering,developing cornering and roadhuge benefits in time-saving andaerospace adhesive systems with theand reliance on computer-aidedholding ability to equal, or evenlogistics.manufacturing requirements ofdesign tools, has been a prominentsurpass, the best sportscars in thevehicle producers. This type offeature of the entire project. Chrisworld. During the GT2 campaign theThe Aero 8 chassis is formed andconstruction provides more than 25Lawrence comments: ‘I think thecar was subjected to loads of up toassembled in a dedicated cell,per cent additional torsional rigiditymarriage between the traditional3G in harsh racing environments andaudited by Alcan, at sheet metalcompared with conventional rivetingengineering approach and thewith bumpy track surfaces. Theengineering specialists Radshape.or welding, coupled with significantcomputer design techniques hasimpressive performance of the finalHere the pre-treated aluminium sheetweight savings that have obviousbeen very good. As we’re often told,production road car bears testamentis received from Alcan and theadvantages in terms of fuel efficiencycomputers are only as good as theto the race-bred suspensionchassis is assembled from thirty twoand performance.info you put in but if the basic pointcombined with chassis’ stiffness, withformed panels.of departure is reasonably sound,1G lateral acceleration being recordedThe chassis has undergone crashwhat the computer can add to it isduring testing at BMW’s secret facilityThe chassis construction wastesting at MIRA with impressivemagic. Neither one nor the otherusing standard road tyres.developed for production using a 3Dresults. The 30mph frontal impactcould have produced the results thatChassis constructionMorgan, of course, does not qualifyas a high volume manufacturer, butsurface modelling software package.The sheet is cut using CNC laser andpunching machines driven by thelatest CAD \ CAM software. Thepanels are then formed and bondedtest resulted in just 2mm steeringwheel displacement out of anallowable 57mm, proving theperformance of the chassis designand the energy absorption propertieswe have alone. That’s a goodmarriage and it works extremely well.’Stability at speednevertheless benefits from many oftogether using a Gurit Essex structuralof the aluminium chassis and ashIn describing the development of athe material’s unique properties. Theadhesive, which is applied by handhardwood body frame.chassis and suspension combinationAlcan process is developed to allowfollowing a carefully set procedure.that delivers class beating ride andmanufacturers to use the sameBollhoff self-piercing rivets are addedUsing ISDN links the Morgan designhandling qualities, Chris Lawrenceprocesses and equipment as for steelfor secondary strength. Theteam and their suppliers, includinghas one very important comment tovehicle production. Because it comesassembled chassis is then cured in aRadshape, could workmake. ‘One of the points I like topre-treated, it is immediately readytwo-stage heat curing process.simultaneously on developing theemphasise about the whole project isChris Lawrence, design genius behind the Aero 8

that we are not, and never were, inthe business of developing thedrivetrain. We bought the bestdrivetrain you can get, the BMW 4.4-litre V8. What we were in thebusiness of, and what we haveachieved, is building the chassis thatallows you to use that engine’sperformance to the very best effect,and which BMW in particular are veryimpressed by.’With a very rigid chassis and plentyof beam strength to rely upon,Lawrence’s designs for thesuspension had very fewcompromises or constraints imposedupon them in terms of compensatingfor any weakness in the chassisperformance. However, what isfundamentally a state-of-the-art longtransverse wishbone system has anunconventional execution at the frontbecause of the packaging problemspresented by the engine choice andoverall design parameters for the car.From the outset of the project CharlesMorgan and the development teamset a number of clear objectives forthe finished car, including a weightlimit of 1000kgs, a footprint the sameas the Plus Eight, European WholeVehicle Type Approval, and stylingthat remained unmistakably Morgan.The Aero 8’s long tapering bonnet,coupled with the large and verysquare V8 engine, resulted in someingenious solutions, including havingthe cylinder heads out under the frontwings. The layout of the wishbonesystem at the front fits around theengine and has also allowed a smallturning circle even with 9” wide tyres.At the rear there is a lightweight,orthodox wide wishbonearrangement. The cantilever set-uphowever is unique and Morgan hasapplied for a patent on it. Thereason behind this is that the linkageratio operating the top of the spring isroughly 14:1 and the linkage ratiooperating the bottom of the unit is2.6:1. As the two ratios are notdivisible, they are in conflict withone another and so are self-damping,making for exceptional traction andgrip at the rear, particularly in thewet.An interesting feature of the rearsubframe is its aluminium side plates.Chris Lawrence explains: ‘At firstglance you might imagine that thesubframe couldn’t possible do thegreat job it does. But on closerexamination you find that the loadsare all taken out along the sheet, orthat the load point is right next to amounting into the chassis. The resultis rear wheel behaviour that isunusually close to perfect. We havepractically zero deflection and no lossmotion.’Another reason for the Aero 8’simpressive road holding capabilities isits low roll centre and wide track,which means that the weight transferto the outside wheel in corners is keptto the minimum. ‘I like to put itanother way,’ says Lawrence. ‘We’retrying to use all four wheels of ourmotor car instead of turning it into amotorcycle in the corners. You’veseen many an ‘anti-roll bar car’cornering with a wheel a foot in theair – just like the old Lotus Cortina ifJim Clark happened to be driving it.The driver ends up on three wheels,but this car is a four-wheeler and welike to keep using all its four wheels.We don’t have anti-roll bars becausewe prefer to balance the handlingwith the spring rates.’Many features of the suspension areclear reminders that the car wasdeveloped on the race track. The onlycompliance throughout the chassisand suspension system is in therubber bushes in the shockabsorbers. The rest of system ismounted on full race specificationsolid steel spherical or rose joints. Infact over £1000’s worth of highquality, extremely durable rose jointsare employed throughout the car. TheAero 8’s comfortable and quiet ride isdetermined through the achievementof no loss motion, which basicallymeans that nothing moves or flexesthat shouldn’t.Precisely because the Aero 8 wasdeveloped from motorsportbeginnings, it has some featuresthat show its close relation to theearlier racing version. Like the GT2car, the suspension remains fullyadjustable, though Lawrence doesn’trecommend owners change castorangles as Morgan have spentsignificant amounts of time andmoney in development to arrive at theoptimum settings!Aero 8 production line330mm brake discs with AP Racing calipersIngenious cantilever front wishbones

Photography by Dominic Fraser, Courtesy of Evo Magazine

Technical Specs4/4EngineConfigurationIn line 4 cylinderValveD.O.H.C 16 valvewith hydraulictappetsBore x stroke80.6 x 88 mmEngine capacity1796 ccMax. output EEC 85 kw/115 hp/5500 rpmMax. torque EEC 160 Nm/4400 rpmMax. torque EEC 120 lb ft/4400 rpmPower to weight ratio 131 hp/tonneTorque to weight ratio, 136 lb ft/tonneOctane ratingmin 95 RonFuel system:Electronic fuel injection. Sealed evaporativecontrol system through charcoal canisterExhaust system:Cast iron manifold to stainless steel systemwith single catalyst with lambda sensorCompression ratio 10.0:1TransmissionMph/1000 rpm (top gear) 24.7Mph at 2500 ft/min,piston speed (theoretical) 107Final drive ratio 3.73:1Overall gearing in top gear 3.06:1Indirect ratios:1st gear 3.89:12nd gear 2.06:13rd gear 1.34:14th gear 1:015th gear .82:1Reverse 3.51:1ClutchSingle plate216mmRear AxleTubular live axlewith hypoid gearsSteering:Turning circle32ft/10mTurns lock to lock 2.3, rack andpinionSteering column:Collapsible safety top section with combinedsteering lockSteering wheel:14" or 15" (16" airbag with offset centre)SuspensionFront:Independent sliding pillar with coil springsand gas filled telescopic shock absorbersRear:Semi-elliptic leaf springs with gas telescopicshock absorbersToe in 0–3mm or 0°–30’Brakes:Front:Rear:Operation:Handbrake:Fuel TankVolumeFuel ConsumptiontbaAP lockheed 4 potcallipers,11" disc brakes9" drumHydraulic, dualcircuit with vacuumservo assistanceSports “Fly-Off”type50 litres/11 gallonsWeightsKerb weight, (actualdependent on spec.) 868 kgGround clearance (average)(driver and passenger) 6"Max. total weight including passengers andluggage1400 kgWheels and TyresCentre lock wire wheels with rudge hubs:Standard painted 5" x 15" (165/90/15 tyres)Optional chrome 5" x 15" (165/90/15 tyres)Optional painted 6" x 15" (195/60/15 tyres)(Lowline body only)Optional chrome 6" x 15" (195/60/15 tyres)(Lowline body only)ChassisSeparate Z shaped section with 5 tubular or boxsection cross membersColoursRoyal Ivory, Corsa Red, Indigo Blue, Black andConnaught Green. Any single or two-tonecombination from the ICI Autocolour range isavailable as an option.DimensionsLength:Width:Height:3890mm/12'9"1500mm/4'9"1290mm/4'4"(approx)4/4 four-seaterEngineConfigurationIn line 4 cylinderValveD.O.H.C 16 valvewith hydraulictappetsBore x stroke80.6 x 88 mmEngine capacity1796 ccMax. output EEC 85 kw/115 hp/5500 rpmMax. torque EEC, 160 Nm/4400 rpmMax. torque EEC, 120 lb ft/4400 rpmPower to weight ratio, 117 hp/tonneTorque to weight ratio, 122 lb ft/tonneOctane ratingmin 95 RonFuel system:Electronic fuel injection systemSealed evaporative control system throughcharcoal canisterExhaust system:Cast iron manifold to stainless steel systemwith single catalyst with lambda sensorCompression ratio 10.0:1TransmissionMph/1000 rpm (top gear) 24.7Mph at 2500 ft/min,piston speed (theoretical) 107Final drive ratio 3.73:1Overall gearing in top gear 3.06:1Indirect ratios:1st gear 3.89:12nd gear 2.06:13rd gear 1.34:14th gear 1:015th gear .82:1Reverse 3.51:1ClutchSingle plate 216mmRear AxleTubular live axlewith hypoid gearsSteeringTurning circle32ft/10mTurns lock to lock 3, rack and pinionSteering column:Collapsible safety top section with combinedsteering lockSteering wheel:14" or 15" (16" airbag with offset centre)SuspensionFront:Independent sliding pillar with coil springsand gas filled telescopic shock absorbersRear:Semi-elliptic leaf springs with gas telescopicshock absorbersToe in0–3mm or 0°–30'BrakesFront:RearOperationHandbrakeFuel TankVolumeFuel ConsumptiontbaAP lockheed 4 potcallipers,11" disc brakes9" drumHydraulic, dualcircuit with vacuumservo assistanceSports “Fly-Off”type54.5 litres/12 gallonsWeightsKerb weight, (actualdependent on spec.) 971 kgGround clearance (average)(driver and passenger) 5"Max. total weight including passengersand luggage1300 kgWheels and TyresCentre lock wire wheels with ridge hubsStandard painted 6" x 15" (195/60/15 tyres)Optional chrome 6" x 15" (195/60/15 tyres)ChassisSeparate Z shaped section with 5 tubular or boxsection cross membersColoursRoyal Ivory, Corsa Red, Indigo Blue, Black andConnaught Green. Any single or two-tonecombination from the ICI Autocolour range isavailable as an option.DimensionsLength:Width:Height:4017mm/13'2"1516mm/4'11"1315mm/4'4"(approx)Notes: All weights for any specific vehicle will vary according to standard and optional equipment fitted. A weighbridge must be used to determine specific weights. The Urban fuel consumption figure is based on typical city driving,including starting the car from cold. The Extra Urban figure is based on typical motorway driving and cruising. The Combined figure averages the consumption across both cycles.All optional specifications at extra cost. All weights and dimensions are average figures for standard vehicles. All specifications are subject to change without warning but are correct at the time of going to press.

+8Aero 8EngineConfiguration4.0, V8 16 valveValveCentral camshaftwith hydraulictappetsBore x stroke, mm 94 x 71.12Engine capacity, cc 3946Max. output EEC 140 kw/190 hp/4800 rpmMax. torque EEC 305 Nm/3500 rpmMax. torque EEC 225 lb ft/3500 rpmPower to weight ratio, 202 hp/tonneTorque to weight ratio, 239 lb ft/tonneOctane ratingmin 95 RonFuel system:Rover GEMS fuel injection system. Digitalignition. Sealed evaporative control systemthrough charcoal canisterExhaust system:Cast iron manifolds to stainless steel systemwith twin catalysts with lambda sensorsCompression ratio 9.35:1TransmissionMph/1000 rpm (top gear) 28.48Mph at 2500 ft/min,piston speed (theoretical) 154Final drive ratio 3.23:1Overall gearing in top gear 2.55:1Indirect ratios:1st gear 3.32:12nd gear 2.087:13rd gear 1.397:14th gear 1.0:15th gear .79:1Reverse 3.43:1ClutchSingle dry plate241mmRear AxleTubular live axlewith hypoid gearsSteeringTurning circle32ft/10mTurns lock to lock 3, rack and pinionSteering column:[Collapsible] safety top sectionwith combined steering lockSteering wheel:14" or 15" (16" airbag with offset centre)SuspensionFrontIndependent sliding pillar with coil springsand gas filled telescopic shock absorbersRearSemi-elliptic leaf springs with gas telescopicshock absorbersToe in0–3mm or 0°–30'BrakesFrontRearOperationHandbraketypeFuel TankVolumeFuel ConsumptiontbaWeightsKerb weight(actual dependent on spec.) 940kgGround clearance (average)(driver and passenger) 5½"Max. total weight includingpassengers and luggage 1400 kgAP lockheed 4 potcallipers, 11" discbrakes9" drumHydraulic, dualcircuit with vacuumservo assistanceSports “Fly-Off”50 litres/11 gallonsWheels and TyresStandard bolt on alloy(5 stud) 6.5" x 15" (205/60/15 tyres)Optional centre lock wire wheels with Rudgehubs6.5" x 16" (205/55/16 tyres)Optional centre lock alloy wheels with Rudgehubs6.5" x 16" (205/55/16 tyres)ChassisSeparate Z shaped section with 5 tubular or boxsection cross membersColoursRoyal Ivory, Corsa Red, Indigo Blue, Black andConnaught Green. Any single or two-tonecombination from the ICI Autocolour range isavailable as an option.DimensionsLength:Width:Height:3960mm/13'1630mm/5'4"1290mm/4'4"(approx)EngineConfigurationV8Bore x stroke, mm 82.7 x 92Engine capacity, cc 4398Max. output EEC 210 kw/286 hp/5500 rpmMax. torque EEC, 430 Nm/3700 rpmMax. torque EEC, 322 lb ft/3700 rpmPower to weight ratio, 286 bhp/tonneTorque to weight ratio, 322 lb ft/tonneValve mechanism 4 cam 32 valve“Vanos” variableintake timingFuel systemBosch fuel injectionwith full enginemanagementExhaust systemStainless steelCompression ratio 10.0:1Alternator output 140 amp max.water cooledUnofficial test dataMaximum speed 160 mph0–62 mph (0–100Kph) under 5.0 secsTransmissionMph/1000 rpm (kph) 28.44 (45.76)Mph at 2500 ft/min,piston speed 117.8Final driveBTR Limited slip3.08:1Indirect ratios:1st gear 4.227:12nd gear 2.506:13rd gear 1.669:14th gear 1.226:15th gear 1:16th gear .828:1Steering:Type:Morgan power rack with variable assistanceCentre point steeringTurning circle32ft/10mTurns lock to lock 3Rake / Reach adjust 2/2.5"SuspensionFront:Independent - unique long cantilever upperarm with lower wishbone and inboard Eibachcoil springs over Koni shock absorbersRear:Independent long transverse wishbones withcantilever mounted, fully floating inboardEibach coil springs over Koni shock absorbersAnti roll barsLinkagesLubricationBrakes:TypeNoneRose jointedsuspension7 Lubrication pointsAP Racing to MorganspecificationFront:330mm diam castiron ventilatedRear:306mm diam castiron ventilatedCalipers front4 pot alloyCalipers rear2 pot alloyDrag co-efficient 0.39Fuel TankVolumeFuel Consumption70 litres/15.4gallonsmpg 1/100 kmUrban 15.4 18.4Extra Urban 31.7 8.9Combined 22.8 12.4CO 2 emissionsg/kmUrban 1437Extra Urban 213Combined 295WeightsUnofficial test dataKerb weight, kg 1000Ground clearance 150mm/6"Weight distribution with one occupant 50/50Wheels and Tyres5 spoke 18" OZ magnesium alloy wheels with 9"rims and peg drive centre lock hubsTyres:Dunlop SP SPORT 9000 225/40 ZR 18 withfoam fill run flat systemPressure sensors with internal visual/audiblelow pressure warningWeight, wheel and tyre18kgChassisUltra stiff CAD designed aluminium alloy chassisspecially treated and bonded with Gurrit Essexadhesive and riveted with Bollhoff rivets.DimensionsLength:Width:Height:4089mm/161"1753mm/69"1092mm/43"Notes: All weights for any specific vehicle will vary according to standard and optional equipment fitted. A weighbridge must be used to determine specific weights. The Urban fuel consumption figure is based on typical city driving,including starting the car from cold. The Extra Urban figure is based on typical motorway driving and cruising. The Combined figure averages the consumption across both cycles.All optional specifications at extra cost. All weights and dimensions are average figures for standard vehicles. All specifications are subject to change without warning but are correct at the time of going to press.

Thefactory– then and nowOver the decades since Morganproduction began at the PickersleighRoad factory in Malvern Link therehave been many changes, thoughnone perhaps as sweeping as thosecurrently underway to bring the Aero8 into full production. Morgan,however, is perhaps unique in itsability to use the same factorybuildings that were in use almost 90years ago, largely unchanged, todesign and produce one of the mosttechnically advanced sportscars in theworld.In this picture of the factory taken inthe early 1920s, which has neverbefore been published, we can seeproduction of three-wheeler Morgans.The chassis were placed on woodenstands whilst the cars wereassembled. Today, in what was thefactory’s repair shop until last year,and is now the new production storesarea, one can still see the bases ofthose same wooden stands embeddedin the floor.In the days when this earlyphotograph was taken, the factoryemployed around 100 people, whobetween them produced anddistributed approximately 1900 carsper year. Today, a total of 150 peopleare employed at the factory andproduction is almost 600 cars peryear, perhaps a testament to how farthe technology and complexity ofvehicle manufacture, even at Morgan,has moved on.

The new production storesarea with the bases of the oldwooden chassis stands stillvisible in the floor

Photos: courtesy of Chris BoothThe MorganThree-WheelerClubThree wheeled fun in FranceWhen the first Morgan went intoproduction quite a number of otherthree-wheelers were also inproduction, so three-wheeledtransport was not quite the rarity it istoday.During the 1920s Morgans werehighly regarded in Club circles, andthey enjoyed a great deal of successin competition. Although a MorganClub existed at the time, its eventswere mostly of a social nature.Today’s Morgan Three-Wheeler Clubcan be traced back to the late 1920s,and through various guises and namechanges, including CycleCar Club.By 1937 Morgans were the onlythree-wheelers being made insignificant numbers. They were nowbeing bought more for their sportingqualities than for reliable andeconomical everyday use. As publicdemand for three-wheelers in generalwaned, the Three Wheeler Club, as itwas by then called, faded away andin 1939 was finished off by theoutbreak of World War Two.In May 1944, when the war wasalmost over, Motor Cycling magazinepublished the first of a series of lettersencouraging Morgan three-wheelerenthusiasts to get in touch. A MorganThree-Wheeler Club was suggested,and from a modest start came a list of150 interested names. The firstofficial meeting took place in February1945, and in September theinaugural General Meeting was heldat the Morgan factory, in Malvern.Since those early days the Club hasgrown to around 800 members.Today its main activities take place inthe United Kingdom but there aremembers in most countries of theworld. Regional groups throughout theBritish Isles and the world holdmonthly meetings throughout theyear.Each year in the UK the Cluborganises the National Opening Runat the beginning of the season to aplace of interest. In the past thesehave included runs to Cheddar Gorge,Brooklands and the Heritage MotorCentre at Gaydon.For sporting purposes the Club isaffiliated to the Auto Cycle Union. ACompetition Secretary organisesentries into race, sprint and hill-climbmeetings, often combining with otherlike-minded Clubs to put on an event.Geoff Harris competing in his three wheeler in the 1933 International Six Days TrialModern day three wheeler hill climbingSince 1996 the Morgan MotorCompany has sponsored the Clubracing series. Full details of all thisyears events can be found on theThree Wheeler Club’s website,www.mtwc.co.uk.Throughout the year the Groups andthe Competition Section organisemany local events and trips abroad.The racers regularly go to Montlhèry,near Paris, and street races at Le PuyNotre Dame and Argent sur Souldre,France. The South-East group makesannual pilgrimages to Fougères, inBrittany, and Dieppe, Normandy.Members can also benefit from the‘Mogspares’ section which producesthe Mogspares Handbook, which listssources for regular spares and is alsoan invaluable source for scarce andnormally unobtainable componentsthat have been speciallymanufactured for the Club. The Clubalso provides a technical adviser foreach of the three main modelcategories being two, three speederand F- Type.The Club’s monthly magazine TheBulletin covers social events, racingnews, gossip about members andtheir activities, and technical andhistorical information.Anyone wanting more informationabout the club should visit thewebsite. The site includes informationabout Club history, current activitiesand events, a photo album and linksto other sites likely to be of interestto members.www.mtwc.co.ukPublished by the Morgan Motor Company www.morgan-motor.co.ukEditor: Cathy Bourne cathy@splashpr.co.uk Design and production: Chris Acklam chris@acklam.co.uk Printed in England.MOGcelebrationsatCheltenhamIn addition to the 50thanniversary of the +4, members ofthe Morgan Sports Car Club will becelebrating its Golden anniversary thisyear at the annual internationalMorgan event, MOG 2001.This year the MOG event is beingheld at Prestbury Racecourse inCheltenham, Gloucestershire on the12th-16th July. In addition to thescenic runs through the beautifulCotswold countryside, the Gymkhanaand the Golden Anniversary Concours,visitors to the 2001 event will be ableto drive the internationally famousPrescott Hill Climb route in their owncars.Other attractions will include aspecial Morgan Cavalcade which willtravel into the heart of Cheltenham, aplethora of trade and craft stands anda special display of Morgans spanningthe 50 year history of the club. Tofind out more about the event you canvisit www.mog2001cheltenham.fsnet.co.uk or contact David Gibbonon 01793 813484.www.mog2001cheltenham.fsnet.co.ukBritish HeartFoundation40th AnniversaryraffleThe British Heart Foundation(BHF), the leading heart researchcharity in the UK, is commemoratingits 40th Anniversary this year. As partof their celebrations they are runninga raffle with a Morgan 4/4 as the firstprize.The draw will take place on 5thDecember 2001. The car will beavailable for immediate delivery, sothis is your opportunity to support aworthwhile charity and have a uniquechance of winning one of our mostpopular models. Tickets cost just £1and may be purchased, either singlyor in books of five, from Chris Pavettat BHF on 020 7478 9485, emailpavettc@bhf.org.uk, or from yourlocal Morgan dealer. The competitionrules are also available from BHF.