31 May

Morgan Plus 8 50th Anniversary Edition review: farewell to Britain’s giant-killing, V8-powered siege engine (31 May 2018 – www.telegraph.co.uk)

Morgan is best-known for its traditionalism, but a car like this holds its own against modern sports models CREDIT: JAY WILLIAMS

To say they are all sold out is a bit of a misnomer. Morgan dealers buy their stock, so these Plus 8 50th Anniversary Edition specials are definitely still around. In fact at the time of writing there’s one being advertised on the Car & Classic website for £134,500.

That’s something of a cheek considering the last production Plus 8 model was a mere £85,461, but specials like this always seem to sell well. And given the phenomenal affection for this giant-killing British brute, the final 50 cars in the Plus 8 line are guaranteed to find homes swiftly.

A delightful car that can be as hairy as you like, and more, discovers Andrew English CREDIT: JAY WILLIAMS

Available in French blue as a roadster, or in British racing green as a fully-trimmed road car, the roadster, while a deal less practical, is much the better looking. Is this the first aero-screened version of the Aero 8? Who knew it would look so fabulous? Details are crucial with this car and they haven’t always been the most tidily done, but here care has been taken, which means the builders’ screws holding the dashboard in place shriek “never do this again” even louder.

The rest of the cabin is mainly well finished and attractive, though the seats, while accommodating, are hard on the lower spine. It’s a wide cockpit, with large sills but little space for luggage. Don’t make the mistake of putting your wallet on the sill or it will slide off and disappear, never to be seen again.

The roar of the V8 and that long, long nose might one day be a thing of the past  CREDIT: JAY WILLIAMS

The big BMW M60 mill starts with a mild boom and clanks as it idles. The six-speed manual has a heavy shift, but it slots cleanly and it suits the car. There’s virtually no need of a transmission, however, as the Plus 8 will pull from walking pace in top gear. Performance is immediate and electrifying. From low down the rev range the Plus 8 monsters up the road as fast as you want and occasionally faster than that.

Its speed is limited to 155mph but the 0-62mph time is quoted at 4.5sec; we’ve not confirmed this but every reason to believe it. Those 245/40/18 rear Yokohamas will readily spin up on a dry road, so don’t even think of what it’s like in the wet.

We tested the newest car back-to-back with the very oldest, ‘MMC11’ CREDIT: JAY WILLIAMS

While the aluminium honeycomb chassis is fundamentally sound, the ride quality on this big 1.2-tonne car is by turns bouncy over big bumps and shuddering over small ones. Admittedly these were roads on which the original MMC II was in the air for part of the time, so there has been progress, but the new Plus 8 isn’t a patch on a modern saloon.

Steering feedback and weighting has been an issue with the Aero 8 and its descendents and there’s clearly been work done for this final edition Plus 8. The weighting is more consistent over the whole steering movement and there’s no longer the slightly terrifying vagueness as you turn into a corner. That said, the speedy ratio of the rack and pinion means the nose can feel darty at speed, especially on a bumpy road, where this car does a good impression of a runaway minecart.

Unmistakably a Morgan, the Plus 8 has outlived most cars by decades CREDIT: JAY WILLIAMS

With limited ground clearance and suspension movement, a Plus 8 is never going to be on terms with a modern sports saloon, and for its type the chassis is dependable and grippy, but the feeling that you are flying by the seat of your pants is a bit too real for such a powerful car.

In the end a car like this Anniversary is about its details and for the most part, they’re really well done, with wheels that echo MMC IIs, a lovely set of driving lamps and that rich paint quality. And if the price seems high, don’t forget that the post 2012 Aero 8 based models all seem to hold their value well.

After half a century this seems a fitting tribute to the Plus 8, but one can’t help wondering why we’re waving goodbye.

Morgan Plus 8 50th Anniversary specifications

TESTED 4,799cc, BMW V8 naturally-aspirated with six-speed manual transmission. Rear-wheel drive via a BMW limited-slip differential.

PRICE/ON SALE from £129,000 to £131,208. As tested: £131,208. Limited to 50 units, nearly sold out.

POWER/TORQUE 367bhp @ 6,100rpm, 370 lb ft @ 3,400rpm

TOP SPEED 155mph

ACCELERATION 0-62mph in 4.5sec

FUEL ECONOMY 23mpg/16mpg (EU Combined/Urban


VED BAND M £2,070 first year, £140 thereafter.

[For those that are interested, the VED Band is part of the UK’s new tax scheme.   According to Autoexpress.co.uk the VED Band, or vehicle exercise duty, is a tax band based on the new cars CO2 emissions.  All cares are grouped in bands and the tax is paid when the car is first sold. Then the car pays a lower tax each year of ownership.   Sort of like our gas guzzlers taxes, etc.  Cheers, Mark] 

“If you buy a new car, the car’s price isn’t just what the manufacturer expects you to pay for it, as there are additional costs included. There’s VAT charged at 20 per cent for starters, and there’s a registration fee – for the number plates and getting the V5C from the DVLA – and any delivery charges that the dealer will also add. Plus, there’s road tax, which is sometimes known as showroom tax for new cars, but is officially called Vehicle Excise Duty (VED), as it hasn’t been used to pay for road maintenance for many years.   VED for the first year of a car’s registration is calculated differently to the rest of its life.”  (Autoexpress.co.uk)


29 May

Atlanta British Motorcar Day – Sunday 10 June ** Peachtree Corners **

We are privileged to be associated with this large event which features 40 food vendors, over 100 craft vendors, music and “fun for the whole family.”

The Festival starts and 12:00 on Sunday. Our event will start at 10:00. This will allow up to get set up before the spectators arrive.

Space will be limited to around 200 cars and you have to be preregistered. 

So Please go to our website atlanatabritishmotorcarday.org and register.  Kaj Kirikman has done an excellent job with the site and registsration is painless and simple.

Look up the Peachtree Corners Website and you will see that this should be a great event.

Thanks, Pete Olson

[This is always a great event and the new location, Peachtree Corners, can only improve on a good thing.  MOGSouth’s long term member, Pete Olson, is heading up this show and is likely to have his wonderful three wheeler on the field.   So make sure you shine up your Morgan and join him.  Be sure to fly the Morgan and MOGSouth flag high.  Wish I could join you!!    Have fun!! Mark]

20 May

AR Motorsport’s latest offering is the Morgan Plus 4 Club Sport

Motorsport at all levels is prevalent throughout Morgan’s rich history. Since the inception of the Morgan car in 1909, 3 and 4 wheeled examples have been used in trialling, rallies, circuit racing, sprints and hill climbs to name but a few motorsport disciplines. From trialling 3 Wheelers to victories at the Le Mans 24 Hour endurance race, Morgan cars have been competing in motorsport around the world for over 100 years.

Morgan’s motorsport division, AR Motorsport, is a dedicated part of the Morgan Motor Company, and produce a range of race prepared vehicles, road and race performance parts as well as accessories for new and old Morgan cars. Working as a division within the company, their expertise and knowledge is second to none.

AR Motorsport’s latest offering is the Morgan Plus 4 Club Sport. Following on from other race and road models including the Plus 4 SuperSports, Plus 4 BabyDoll, ARV6 and AR Plus 4, the Club Sport is specifically designed for those looking to make a start in Morgan motorsport.

+4 CLUB SPORT – 2018 Morgan Plus 4 GDI 2.0
The Club Sport differs from a standard road car with:
– Re-mapped ECU and sports exhaust system producing 180 BHP at the flywheel
– Oil cooler
– Panhard rod
– Four externally adjustable shock absorbers
– Competition front pads
– Race brake fluid
– Brake bias valve
– 4 x 6.5” x 15” bolt on
alloys with no spare wheel
– 195/55×15 Toyo R888R E marked road/track tyres
– Lightweight style with no interior trim or carpet
– Interior surfaces of body and door are aluminium covered
– Rubber floor mats
– Body colour painted dashboard
– Standard heater remains
– Removable spare wheel cover
– Post type centre rear view mirror
Weather equipment:
– Quick release traditional style windscreen with electric heating
– Black PVC hood
– Black PVC side screens
– Driver side aero screen.
Safety equipment:
– 1x Tillet FIA race seat and brackets
– 6 point race harness
– Fire extinguisher kit (manually operated)
– Battery cut off switch
– Rear FIA rain light
– Front towing straps
– Rear towing straps
– Set of bonnet pins
– Pair of race roundels
– Safety sticker kit
– Rear roll bar and integral belt bar
– Removable side intrusion bars
– Suede 14” racing steering wheel
– Inertia bypass switch.
Optional extras:
– Quick release steering wheel boss
– Spare wheel and tyre
– Front undertray
– Round door mirrors
– Additional Tillett passenger race seat and harnesses
– Electric fire extinguisher

Oh, I almost forgot . . . £48,994 INC VAT + OTR.  See the MMC Web Site www.Morgan-Motor.co.uk for more.


10 May

Morgan profits up as it races into new era (www.financialtimes.com – May 2018)

UK sports car maker thrives despite changes in technology in automobile industry

Profits at Morgan Motor Company hit record highs last year after the luxury British sports car maker raised prices and made preparations for a future producing electric vehicles.

With its wooden frames and decades-old hand-crafted manufacturing techniques, the specialist group is thriving despite larger global rivals inserting more technology into their vehicles.

Operating profit climbed to £3m last year — the highest in the company’s history — compared with £1.6m in 2016 and £792,000 a year earlier.

Car sales rose from 707 to 751, with revenues climbing 18 per cent to £35.6m, another record.

As part of its efforts to adapt, the group has doubled research spending over the past two years, and will launch its first electric car — a battery driven three-wheeler that uses technology from Metrocab partner company Frazer Nash — at the end of this year.

It is a sign that one of Britain’s oldest carmakers, which only relatively recently ceased taking delivery of whole trees at its site to use for the wooden frame of its models, is meeting the big changes in the auto industry head on.

“These are not investments that are forced on us, we are being proactive because we need to keep the brand relevant,” said chairman Dominic Riley.

Its R&D team has risen from 13 in 2015 to 22 last year, and the company is in the process of expanding the research offices.

Profits have trebled in three years amid a drive to diversify its customer base beyond older men and bring the brand within reach of younger driving enthusiasts — those seeking a visceral experience of driving open-top cars untempered by technology such as traction control or power steering.

The company is also grappling with its place in the new world of cars.

With the industry investing in electric technology and self-driving systems to adapt to changing demands, Morgan wants to keep its heritage of making classic-looking vehicles.

“As a small company, we can’t afford to do everything ourselves,” said Mr Riley, who joined two years ago.

Morgan has partnerships to buy its eight-cylinder engines from BMW and other engines from Ford, outsourcing powertrains so that it can focus on the coach-building that has been its heritage for the last 109 years.

Of its profits, about £200,000 was paid as a dividend to the Morgan family that wholly own the business, but the vast majority was reinvested into the company.

There is no better way of driving sales than putting bums on seats Dominic Riley, Chairman

In its 10-acre factory site outside Malvern in Worcestershire, new technologies, such as a 3D printer for niche components, nestle among more traditional forms of manufacturing.

These include wood frames held together with glue in moulds that have been used since managing director Steve Morris joined the business on the factory floor 35 years ago.

“The look of the cars has remained the same, but under the skin a lot has changed,” Mr Morris said, during a tour the factory.

Automatic gearboxes, once a curiosity for its owners, are becoming more common, while the need for more electronics and computing in the engines it buys in is seeing the company try to hire electronics engineers.

Large parts of the cars are still wooden, from the dashboards that are made from a single piece of wood, to the frames of the cars that sit on blended aluminium bases.

Each one takes between 13 and 22 days of continuous man hours, which means in reality between five and 10 weeks from a customer’s order to delivery — with an average waiting time of about six months.

Many customers come to see their cars being produced at the factory, and since re-purchasing the site during the year — it had been sold and leased back 11 years earlier to pay for the launch of the Aero car — Morgan has opened a museum and visitor centre at the factory.

Mr Riley and Mr Morris have been working over the past two years to diversify its revenues and appeal to new customers.

It has launched a parts business, allowing owners of older vehicle to have their cars fully re-fitted, that accounts for about 10 per cent of revenues.

The group has also moved into offering leased cars and pay-monthly PCP offers, the payment means that dominates car purchases in Britain and makes vehicles more affordable to customers who cannot pay up front with cash.

£3m Operating profit last year — the highest in the company’s history

Additionally, Morgan is exploring short-term rentals that will allow motorists to hire a vehicle for a weekend away, or a wedding, and has teamed up with several luxury hotels to offer its vehicles to residents.

“There is no better way of driving sales than putting bums on seats,” said Mr Riley.

Aside from its engines and some of the parts, almost everything on or in the car comes from inside the factory — something that will partly insulate the company after Britain leaves the EU, even though it still buys engines in euros.

About a third of its sales are in Europe, with another third at home and the final third in the rest of the world. It sells cars in 26 countries, but costs continue to constrain the company’s ability to expand.

But its size, while a weakness in investment, also offer nimbleness that allows the company to pivot quickly if it needs to.

“We are extremely adaptable,” said Mr Riley. “If in 100 years everything is electric, Morgan will still be there.”

10 May

Keep it Tight (Grass Roots Motorsports – 5/10/2018)

By J.G. Pasterjak  May 9, 2018

Earlier this year, SCCA Solo Nationals week started off rather promisingly. A third-place trophy in the CAMInvitational gave us high hopes heading into the SCCA Championship event. But our excitement dropped to the ground when our inattention to a single bolt cost us a strong finish.

We want you to learn from our misfortune, so we put together a guide on keeping fasteners fastened.

Split Lock Washer

Description: Split lock washers are the most common type of locking device. They’re also one of the least effective, but they’re easy to produce and readily available. Split lock washers are flat washers that have been cut and “twisted” so that they create tension under the bolt head. In theory, this tension applies additional load to the threads and makes them less likely to back out. Typically, however, it takes far less torque to completely compress the washer flat than the fastener needs for proper hold.

Pros: Readily available, inexpensive and ubiquitous.

Cons: Doesn’t really do much.

Should be used when: Loads are light and non-critical and nothing better is available.

Wave Washers

Description: Wave washers are similar in principal to the split washer, but this is a continuous loop with a “wave” shape that applies tension as the bolt is tightened. Drawbacks are very similar to the split washer, but the wave washer is kinder to the surface and will not leave burrs.

Pros: Does not require a flat washer. Looks neat.

Cons: Similar to split washers. Looks weird.

Should be used when: You have a very light load and don’t want to use an additional flat washer.

Serrated Washers


Description: Serrated washers are also referred to as “star” washers, which rather accurately describes their appearance. These are available with the “teeth” on either the inner or outside diameter of the washer, and work by physically digging into the underside of the bolt head as well as the (hopefully soft) surface against which they are used.

Pros: Simple. Nice, direct mechanical operation.

Cons: Not terribly strong. Not good on hard surfaces.

Should be used when: You’re putting small fasteners into soft materials (aluminum, plastic, etc.).

Tab Washers

Description: A tab washer is a flat plate that is installed under a bolt head or nut, affixed to another fastener, then bent up to keep the primary fastener from rotating. Cool idea, but there’s an inherent weakness: Any material soft enough to bend will be soft enough to crush under the fastener’s tension. Good thing the tab washer is there to keep the bolt tight, because that tab washer is crushing under the bolt head and trying to make it looser.

Pros: Easy to improvise. Ease of visual inspection.

Cons: Inherently flawed, much like modern country music.

Should be used when: You have nothing left to lose.

Nylon Collar Lock Nuts

Description: Commonly referred to as “nyloks,” these nuts feature a nylon collar insert that is a smaller diameter than the threads. When the nylon is engaged with the male threads, it forms a compression interface that keeps the fastener from turning on its own.

Pros: Readily available, inexpensive, does not require additional bits of hardware.

Cons: Still somewhat susceptible to vibration loosening, although will rarely back out past the point where initial bolt tension is lost. Should not be heavily reused. Heat can melt the nylon insert.

Should be used when: Whenever you can. Good all-around performer from an effectiveness/ cost/availability standpoint. Everyone’s hardware assortment should include nylon locking fasteners.

Prevailing Torque Nuts

Description: Picture a regular nut, with regular threads for most of its length, but with an end that has been distorted into (usually) a more triangular shape, or “teeth” that are angled inward. When the nut is applied to the male threads, the force distorts the nut into a round shape, but the inherent tension creates a strong mechanical friction.

Pros: Strong and very vibration resistant. The good ones (mil-spec) are surprisingly reusable and won’t damage the bolt’s male threads.

Cons: This is a kind of specialized bit of hardware, so availability isn’t wide. Cheap ones will be one-time use and could mess up male threads when removed.

Should be used when: You’re rich and can afford the mil-spec stuff. Use prevailing torque nuts when you’d usually use a nylok nut, but high temperatures won’t allow it.

Slotted Beam Stop Nuts


Description: Commonly called castle nuts, these feature a segmented top section through which a cotter pin can be inserted for use on a cross-drilled bolt. A similar-looking arrangement also works like the elastic stop nuts. In this version, the slotted parts are angled inward and create mechanical friction on the fastener when tightened.

Pros: Very positive and visually identifiable locking.

Cons: In some applications, aligning the slots with the hole may result in the application of either too much or not enough torque.

Should be used when: Specific torque isn’t critically important, but retention is.

Wedge-Locking Washers

Description: Most commonly referred to as “Nord-Locks,” which is actually a brand name of one of the more common versions, these wedge-locking washers actually feature a two-washer system that uses interlocking plates to create additional friction that prevents rotation. The washers have two toothed surfaces that fit together and provide torque counter to the direction of rotation. Serrated outer surfaces grip the bolt head and surface plate.

Pros: Most vibration-resistant system that doesn’t use an external force (such as safety wire). Can be installed with common tools, just like a regular washer.

Cons: Many times more expensive than regular washers. Serrations will mark surface it mates against.

Should be used when: When you really need resistance to both vibration and rotation and don’t mind the extra cost. Wedge-locking washers are what we chose to lock down our Mustang’s Watts link; for mission-critical fasteners, they’re likely worth the cost.

Diamond-Embedded Friction Washers


Description: As the name implies, and the microscopic closeup shows, these washers are embedded with crushed diamonds, which creates an extremely high-friction mechanical connection. The hardness of diamonds means these work very well on hard surfaces. Most widely used in the aerospace industry and among OEMs for stuff like cam bolts and crankshaft bolts.

Pros: Strong mechanical connection. Works great for hardened surfaces, or surfaces without a lot of inherent friction.

Cons: You’re not going to find these at Ace Hardware. This is specialized stuff with a price to match.

Should be used when: Your ruby washers just don’t have the same panache anymore. Seriously, this is a good product for when you need a high-friction connection, but don’t want to introduce additional pieces as required by the wedge-locks.

Safety Wire

Description: A wire is passed through a drilled hole in the fastener and attached to another hard point to prevent loosening.

Pros: Probably the safest overall solution, both structurally and for ease of visual inspection. Even a mediocre job of safety wiring is stronger than most other things on this list.

Cons: Complex and time consuming. Requires additional specialized equipment and knowledge. Not good for anything that requires frequent removal.

Should be used when: You don’t want something to come off, and you don’t intend to take it off any time soon. See also: every bolt on a helicopter.

Jam Nuts


Description: Besides sounding like that party band your uncle was in during college that he just won’t shut up about (no, Randy, you never “almost got signed”-let it go already) jam nuts are one of the best “conventional” locking methods around. A jam nut is a second nut that is applied to a bolt’s male threads and then tightened against the first fastener. This produces opposing stresses and increases friction on the threads.

Pros: Easy, cheap and reliable. Jam nuts are a go-to solution that’s easy to implement in the field. Use a nylok jam nut for even more reliability.

Cons: Requires additional male threads to implement, so not suitable for some tight quarters.

Should be used when: You need a reliable solution, but have limited stuff in your box. Or when you have the space available.

Chemical Thread Locking Methods


Description: As the most prolific brand, Loctite has become synonymous with chemical thread lockers, but it’s just one of many high-quality brands out there. Thread locking compounds are anaerobic (meaning they cure in the absence of air) liquids or gels that effectively act as glue between the male and female threads. Books can and have been written about their use and properties.

Pros: Easy to use, readily available and highly effective. Available in varying strengths and heat resistances.

Cons: The joint is only as strong as the surface is clean. You always run out right when you need just a little more.

Should be used when: Whenever possible. Lots of specific formulations for different applications means lots of options.

Of course there are more solutions out there, and you’re ultimately limited only by cost, complexity and possibly access to secret government files. This should get you headed toward making good decisions about how to keep your fasteners in place. We highly recommend Carroll Smith’s “Nuts, Bolts, Fasteners and Plumbing Handbook” for in-depth discussions of many of the solutions we mentioned here.

As for us, as we mentioned, we’re going with the wedge-locking washer system for now, coupled with a dab of medium-strength thread locker. We’ve also put a splash of paint on our Watts pivot and many other critical fastener connections, so we can easily see if there’s been any movement in these fasteners since they were last torqued.

09 May

2018 MOGSouth Spring Meet – Report from the Field

Contrary to common belief, at least by those in Florida

that the world is flat . . .

it isn’t.

It really is somewhat hilly or rolling with green trees and farmer’s fields, accentuated by sporadic bands of colors (e.g.  the reds, pinks, whites and yellows) provided by the blooming wildflowers along the roadway.

The weather was clear and in the 70s. Cloudless skies and no humidity!

Absolutely glorious and with the top down on the Morgan .  .  . darn near perfection!  This is why we have this car!!

Good thing it was such a pretty drive because it was a long way for us from Florida.  It took us a good two days.

Most of the Florida contingent, of those attending the 2018 MOGSouth Spring Meet in Franklin Tennessee, were scattered across Florida so a convoy both days was problematic.  We decided to all proceed from home on our own and meet up at a designated rendezvous point en route.  We chose Columbus Georgia / Phenix City Alabama as that rendezvous point.  (Other Floridians had planned to join us but life got in the way.)   That begs the question.  “Is there life outside of Morgan??”

We eventually had three in our group. Tom and Kathy Coryn in their wonderful 2005 Aero 8, Mark and Andrea Braunstein in the newly acquired 2005 Roadster, and Peter McManemy in his lovely 1998 ‘gun metal gray’ Plus 8.  (Other folks from Florida charted their own paths to Franklin.)  Upon arrival to Columbus, we cleaned up, then met in the bar and then headed to dinner together.  Day one was long but enjoyable, until things shifted left.

Andrea’s Dad who is in Memory Care, near where we live, took a fall and had to be hospitalized.  This necessitated that Andrea rent a car in Columbus and head back to Orlando to assist her father.  As it turns out, he is diabetic and the fall was likely due to a blood sugar drop.  Her Dad is 93 years old and can’t really fend for himself so Andrea’s presence back in Orlando was necessary.  I, on the other hand, was deemed useless and should go on to Franklin.

So on the second day of travel to Franklin, Andrea headed to Orlando and I motored on with the MOGSouth convoy to Franklin.  Again pretty roads, lovely weather and the top down.

We stopped for lunch in Guntersville Alabama.  As we travelled through Guntersville something seemed odd.   Bits and pieces looked vaguely familiar.  I couldn’t remember being there until I passed a place where I got Propane and remembered the green 1985 Propane Plus 8 I rescued a few years back.  This car was being pursued by several MOGSouth members but in the end it was rejected by all.  So I bought it.

This car was converted to gasoline and eventually sold to my good friend Richard Ihns.  As I understand it, he is now knee deep is a full restoration of the car in Clayton Georgia.   When we came out from lunch there were folks looking at our cars and remarked they had just ‘texted’ a friend who used to own a green Propane Plus 8.  Small World.

We arrived in Franklin Tennessee to a hotel full of Morgans and Morgan folks. Folks we haven’t seen in a good while, e.g. John and Carolyn Wade, Cynthia Speetjens, Ron and Libby Davis and many more.  A great turnout!   There were 4/4s, Plus 4s, Roadsters, Plus 8s, Aero 8s and even a new Three Wheeler (M3W) in the parking lot.   There was some concern that Franklin TN was too far west  and we wouldn’t have anyone attend?  Well, attendance was not a problem!  Most of us found dinner at the adjacent sports bar, Jonathons.   It was nice but very loud.

The Nashville Predators Hockey Team was playing in the early rounds of the Stanley Cup Playoffs and they were on all the silly TV screens and the place was full of local fans.  Yes, very loud.  We went back to the hospitality suite as soon as we could.  Who’d of thought of the MOGSouth gaggle as quiet??

We couldn’t stay up too late as the plan for Saturday had us all participating in the local Cars and Coffee.  And, it started way too early.  We got there and parked. Quite a crowd and the Morgans made a big impression on the local Nashville British Car Club.  Good thing McDonalds was right there.   We brought the cars, but it was the Coffee.

After a bit we gathered up the Morgans and the MOGSouth crew and motored on.  Franklin is just lovely.  We were told that those that supposedly live in Nashville (e.g. the big Country Music stars, etc.) most likely really live in Franklin.  Understandable, simply gorgeous.  We passed Tim McGraw and Faith Hills’ estate, now for sale . . . any interest???  Then found our way to Mike Wolfe’s warehouse (Mike is the star of The American Pickers on TV’s History Channel) and saw a few items Mike had featured on the show.  Quite a bit of rusty stuff but still interesting.

Then it was lunch.  A choice off the chalk board, and then another run to more sites.  The afternoon offered the Lane Auto Museum, local shopping or a nap. I opted for the nap as I had been battling the pollen or the start of a cold or some such.  Very good choice.  Felt much better afterwards.

We then drove to dinner at a wonder Italian restaurant, a local favorite and they were ready for us, with a long expansive table along the window.  Wonderful!  Then back to the hotel for more hospitality room.

Unfortunately the weekend ended on Sunday with Breakfast and goodbyes at the hotel. The traveling trio from Florida was down to two, with Peter opting to find his own route to meet up with friends along the way home.  Tom Coryn and I drove back and again the weather was lovely and, of course, the top was down.  We found a hotel after a good day’s drive and went to bed early.  It was good to wind down after such a great weekend.   Then came Monday.

Again great roads and short diversion to  Wakulla Springs.   That’s a pretty place and offers lots of opportunities for future Morgan outings.

Then I was home.  It was good to be home, however I somehow wished I was still out and about.   The 2018 MOGSouth Spring Meet was one not to have missed and I really didn’t want it to end.  I had my newly acquired 2005 Roadster and I think I finally bonded with all the foreign switchology and new fangled gadgets.

Driving a Morgan over these roads, in this weather, was the what and why of these cars.  Seeing MOGSouth friends is always great and this meet brought out some we haven’t seen for a while.

If you were there, you know what I mean.  If not, I’m sorry and you should be too.

See you all in in the Fall!!