19 Jul

Thrill on the Hill to Honour 50 years of the Plus 8 (www.automotiveworld.com July 18, 2018)

To celebrate the 50th anniversary of the iconic Morgan Plus 8, Morgan Motor Company will play host to the UK’s largest gathering of Morgan cars at their annual Thrill on the Hill event, on 11th and 12th August.

[This looks to be good fun!  If you haven’t as yet been to one of the big MMC events in the UK, you should plan on it.  They are quite elaborate and well worth the effort.   Mark] 

Morgan owners and fans will come together across two days to enjoy an array of entertainment including a spectacular aerial display.  Marking 50 years of the Morgan Plus 8, there will be an impressive heritage lineup of this legendary model. Morgan have enlisted the help of their owners to put together a handpicked lineup of 50 Plus 8’s representing all eras of production.  Included within the lineup is;

  • ‘MMC 11’ The factory owned 1968 car that inspired the current 50th anniversary edition
  • ‘OUY 200E’ The first 1968 prototype Plus 8 that currently resides in San Francisco with Morgan Dealer, Bill Fink. This car is being brought over from the USA especially for the event.
  • ‘AB 16’ The original Plus 8 formerly owned by Peter Morgan
  • ‘J 9546’ The last ever original Plus 8 to be built, owned by Keith Ahlers
  • ‘Plus 8 50thThe first of the new Plus 8 50th special editions to be built, currently a factory owned vehicle

Festivities kick off on Saturday at the Malvern factory with live music from the UK’s most authentic soul band, Soul Traffic, who will be playing the biggest and best soul numbers from the 60s. The Rockabellas will also be serving up a mix of swinging big band hits from the bygone years and bespoke arrangements of modern pop songs.

The entertainment extends beyond Morgan motoring with pampering beauty treatments, classic barber service offering men’s grooming and traditional fairground rides for all. There will be delicious artisan food, the opportunity to earn some specialised crafts and even the opportunity to witness craftsmanship firsthand with a guided tour through the Morgan factory. A huge firework display will conclude the first day with a bang.

In amongst all of the other thrills that Morgan Motor Company have in store across the two days, fans will be delighted to be the at the forefront for official unveiling of not one but two new items of merchandise soon to be available.  [Now who will be the first in line?? Mark]

On Sunday, the action continues over at Prescott Hill Climb where visitors will be treated to a day of motorsport as 100s of Morgans take to the famous hill. Visitors will have the option to power around the course in their own Morgan or jump in the passenger seat of a factory car via pre-bookable timed runs. The lunchtime parade is an event highlight not to be missed as an entire squadron of Morgan machines take to the track for a full display before Richard Goodwin performs airplane stunts in his Pitts S2S muscle bi-plane.

After the excitement and success of last year’s inaugural Pickersleigh 3 run, Morgan are proud to be running it again. On Sunday 12th August the drive out of 3 Wheelers new and old will set off from the factory in Malvern, making the journey to awaiting crowds at Prescott Hill Climb. The Pickersleigh 3 is open to anyone with a Morgan 3 Wheeler and a valid Sunday ticket for Thrill on the Hill.

Steve Morris Managing Director of Morgan Motor Company, said: “We’re excited to announce the return of Thrill on the Hill for 2018. Our annual Summer events have continued to prove popular among owners and enthusiasts alike, and we expect this year to be better than ever as we welcome visitors from around the world to celebrate 50 years of the Morgan Plus 8.  I’m particularly excited that we are able to bring OUY 200E, the very first Plus 8, back to the UK from the USA specifically for the event.

18 Jul

TWI combines heritage with innovation for the Morgan Motor Company (www.cambridgenetwork.co.uk) July 17, 2018

[This is mostly a technical discussion about advanced manufacturing processes necessitated by the challenges faces with joining dissimilar metals, like those used by the MMC.  

For those of you that want the ‘CliffsNotes’ version the good news is that the Morgan Motor Company is now working with others, paid for by UK grants, on ways to improve joining dissimilar alloys, resulting in weight saving, strength gains and ultimately lower costs.   All good stuff!   

In my opinion, the MMC needs to keep up with evolving technologies, within reason, rather than become complacent in ‘old school’ ways.   Cheers, Mark]

Established in 1909, The Morgan Motor Company produces the longest-running production car in the world, the Morgan 4/4, which has been in production since 1936.

Famous for their heritage, the British manufacturer is rightly proud of their history of hand-built sports cars, but that doesn’t mean that they haven’t kept up with the times. Morgan collaborated with TWI in an Innovate UK project to further optimise the structural design of their vehicles, while reducing manufacturing costs.

Car manufacturers are being challenged by progressively stricter emission regulations and an overall demand for higher fuel efficiency. One of the most immediate ways to achieve this is to decrease the weight of the vehicles by using lighter materials and optimising the structure of the car body. A smarter use of materials often means lowering raw material and assembly costs, especially when several parts can be consolidated to form an integral piece. Lightening a car may also improve handling, which is paramount to a sports car manufacturer such as Morgan.

Car bodies are made predominantly of stamped sheet metal. One of the solutions for maximising the structural performance of stamped parts is a tailor welded blank fabrication. Dissimilar materials can be joined in the same blank prior to stamping, tailoring local properties like strength, ductility or corrosion resistance. Sheet thickness can also be tailored according to the expected load path, saving unnecessary material.

Although steel laser welded blanks have been an established solution since the 90s, there has been a progressive integration of aluminium alloys in car bodies. However, aluminium tailor welded blanks are not as widely available in the market. Suppliers typically offer laser welded products in 5xxx or 6xxx series aluminium alloys. Using a fusion welding process to join aluminium blanks has inherent drawbacks like porosity formation (which can be minimised, but not completely avoided) and solidification cracking, especially when joining 6xxx. Solidification cracking in 6xxx series can be mitigated by using a filler material (typically from the 4xxx or 5xxx series), but will require a slower welding speed compared to autogenous welding, making this application less cost-effective. The alloy of the joint made with a filler wire has significantly inferior strength and formability. Using a filler will also cause what is known as an overfilled joint (i.e. a weld bead proud of the sheet surface).  By standing proud of the sheet surface, an overfilled joint negatively affects the stamping operation making the joint more likely to split. Furthermore, aluminium laser welded joints often lack ductility, limiting the complexity of the stamped parts. Furthermore, there are no current offers in the market for supplying blanks in higher strength aluminium series, namely 2xxx and 7xxx.

Funded by Innovate UK, project LightBlank’s aim was to develop and fully implement a UK-based supply chain to manufacture aluminium alloy friction stir tailor welded blanks formed by a new stamping process called Hot Form Quenching (HFQ). HFQ combines solution heat treatment, stamping, quenching and artificial ageing. Complex aluminium blanks can be stamped while restoring the parent material properties. Friction stir welding (FSW) avoids many of the problems associated with joining aluminium using traditional techniques. It can also promote superplastic behaviour of the joint, enabling more ambitious geometries to be stamped. The consortium included Impression Technologies Ltd, PAB Coventry Ltd, Imperial College of London, Bombardier Transportation, Bombardier Aerospace, Morgan Motor Company Manufacturing and TWI Ltd.

The FSW-HFQ procedure developed was used to manufacture a prototype cross-member of the Morgan Aero 8 sports car. Replacing the main element of the cross-member with a FSW-HFQ blank reduced the weight of the assembly by 32%. Additionally, the new optimised design incorporated eight parts (instead of eleven), five of which can be pressed by HFQ in the same operation. This contributed to a significant reduction of the manufacturing and assembly lead times. A preliminary economic assessment shows that cost of manufacturing the new assembly is 37% lower, assuming an annual batch of 1000 units.

Upon the successful completion of this project, a prototype was placed on permanent display at TWI’s headquarters in Cambridge following an official unveiling attended by representatives from Morgan.


16 Jul

Yes, You Want One – An ‘Anti-Drain-Back-Valve’ in Your Oil Filter

[This treatise was taken from a number of sites on the internet (and then edited some) and seems to be good guidance relative to the need for the anti-drain-back-valve in your Morgan’s oil filter.  The question has come up a few times and we have tried to answer it, but haven’t really been convincing.  This seems to do it.  FYI, Race Cars with oil preheaters, etc., may have different requirements.  Mark]

Your Engine ‘oil filter’ is a very important component; it traps dirt and debris, preventing them from circulating throughout the engine.  This protects vital internal parts such as bearings, journals, and cylinder walls.

Another way the oil filter protects and helps lubricate the engine is using an anti-drain back-valve.  This valve is predominantly used within the spin-on versions of today’s oil filter and not a part of the older style of cartridge style filters (such as the original style 1950s – 1960s Plus 4s filters).  Although you may not have heard of it before or know what it does, this valve is extremely important.  Extensive engine damage can result if it isn’t working properly.

Oil filter design

The oil filter’s design might seem simple, but there is a lot more to an oil filter than you might think. Before delving into the details of what damage can be caused by a faulty anti-drain back valve, it’s a good idea to know how a car oil filter works. Typical oil filter components include the following:

  • Tapping or cover plate: This is the plate at the bottom of the filter.  It serves as an entry and exit point for oil. It also contains a threaded center hole, which allows the filter to attach to the engine.
  • Filter medium: Dirt and debris are trapped in the filter medium.  Typically, it is constructed from microscopic cellulose fibers along with synthetic fiber.  It is then saturated with resin for added strength.  The filter medium is folded into pleats to create a greater surface area.
  • Center steel tube: The center steel tube provides a structure for the filter.  It also allows filtered oil to return to the engine.
  • Relief valve: The relief valve opens when oil pressure is too great due to clogged filter media.  This allows unfiltered oil to exit through the center tube to prevent engine starvation.
  • End disc: Some oil filters use an end disc to prevent unfiltered oil from leaking into the center tube.  Others use a sealant instead.
  • Retainer: As the name implies, the retainer keeps the filter medium and end disc tight against the tapping plate.
  • Anti-drain back valve: The anti-drain-back-valve prevents oil from draining out of the filter when the engine is turned off.

Engine damage caused by a faulty anti-drain-back-valve

During an oil change, it’s recommended you put fresh oil in the new filter before installing it.  This is so oil is available to the engine as soon as it’s started.

The anti-drain-back-valve serves a purpose that’s like this oil change strategy.  Every time your engine is shut off, the valve keeps oil from draining out of the filter.  This allows the engine to receive oil immediately upon start up.

A faulty anti-drain-back-valve lets oil drain back into the engine.  This keeps oil from getting to the engine when it’s first started.  The result is engine wear and eventual failure from lack of lubrication.  Low-quality oil filters often have a poorly designed anti-drain-back-valve that doesn’t work properly.

Don’t settle for low-quality oil filters

The best way to avoid anti-drain back problems is to use a high-quality filter.  A good filter usually has a robust anti-drain-back-valve, designed to protect your Morgan’s engine.

16 Jul

For Sale! 1986 Plus 8 (#R9517) Big Price Drop – Now Only $50K

For Sale! 1986 Plus 8  (#R9517) – $50,000 Firm (Car is Near Orlando, FL)

  • Also On Hemmings.  

  • Owner Reluctantly Selling.  Owned for Over 5 Years. Always kept in a heated, humidity controlled and air conditioned garage.
  • Continually Improved and Upgraded. Respayed / Retrimmed and Very Pretty!  Not Intended as a Show Car but Has Won Numerous Class Awards to include 1st in Class.
  • 3.5 Liter Rover V8. 5 Speed Rover Transmission.  Rack and Pinion Steering.  Upgraded to Edelbrock Intake Manifold (2016).  New (Dec 2017) Valley Gasket.  
  • Less than 31,500 Miles. Originally a Propane car. Converted by the owner at 13,000 miles. (Owner has converted 4 other Propane Morgans to Gasoline, So Experienced.)
  • Holley 390 CFM 4 Barrel Carburetor. Electric Choke. Phenolic Carb Spacer with Holley Heat Barrier (2016).  New (Dec 2017) Holley Fuel Pump.  Ethanol Compatible.  Holley Air Filter and Chrome Cover.  Morgan Factory Plus 8 Gasoline Tank Replaced Propane Tank.
  • High Quality Respray in Rossa Red (Original Color) (Jun 2012). Body Apart Respray.  New Bonnet Tape, Body Welting, Aluminum Door Thresholds.
  • High Quality Retrim in Caramel Leather (Jun 2013). Full Leather Retrim and Recarpeted in High Quality Carpet (Black).  Tan Lap Belts.  Custom Red and Black Coco Mats Included in Addition to Black Carpeted Front Floor Mats.
  • New Alternator (2016). Upgraded Amperage Rating.  New Battery (Dec 2017.)  12V Power Source (3X).
  • Rebuilt and Upgraded Distributor. (Dec 2017) Rover Fully Electronic Distributor.
  • New Clutch Slave and Master Cylinder. (Dec 2017) Slave Cylinder failure. Replaced Master Cylinder out of Precaution.
  • Ceramic Coated Headers. Dual Sport Exhaust with Chrome Exhaust Tips.  Stainless Steel Mufflers.
  • Dual Engine Cooling Electric Fans. Both Pusher and Puller. Engine Cooling Scoop. Heater Disconnected and Air Flow Blocked. (Florida Anti-Heat Configuration).  Easily Reversed.
  • Upgraded Headlights to Halogen. Chrome Headlight Rock Guards. Upgraded All Other Lights to LEDs.  Stainless Steel Rear Light Plinths Replacing Painted Plastic.
  • Excellent Tires. Excellent tread.  Car Always Garaged.  Tires New in 2010.
  • Folding Windscreen. Badge Bar. Upgraded Wheel Caps with Morgan Logos. Interior Mirror on Adjustable Rod.  Wolf Performance Positive Lock Bonnet Stays.  Rechromed Grill.  Dual Door Mirrors.
  • Complete Weather Equipment. Tan Vinyl Hood, Tonneau and Side Curtains. Plexiglas Windows are good. Chrome Hood Erecting Pivot Arms.
  • Leather Bonnet Belt with Fleece Backing.
  • Full ownership history. Car’s First Owner was the Founder of GatorMOG, Morgan Owners of Florida.
  • Maintenance History Log. Maintenance Log Started by Current Owner so Prior History Missing.  Major Maintenance Performed 12 Jan.  Gas Gage (new gage to be provided) and Reversing Lights not working (Bulb?).
  • Contact Information: Mark Braunstein by phone: 407322-5060 or email: series1@cfl.rr.com

Click on Photo Below to view more Images.

1986 Plus 8 For Sale

10 Jul

Latest News – New Morgan Four Wheelers (https://justbritish.com/ – 4 July 2018)

A long-loved British sports car is finally returning to the US. Morgan Motor Company, in response to U.S. Morgan dealers unfulfilled demand for 4 wheeled Morgans and also the disappointing lack of progress in implementing the Replica Car Bill, is now addressing the issue proactively.

Last week Morgan Motor Company announced that they are prepared to manufacture a functional rolling chassis in both Roadster and Plus 4 variants, that can then be shipped to the US, using the specially constructed vehicle route to market.

It is fully appreciated that there has been a significant hiatus regarding supply of four-wheeled Morgan vehicles to the US. Additionally,  the proposed Replica Car Bill has stalled significantly during the last 2 years and is still without any clear steer on the outcome with regards to both timing and legislative requirements. We believe there is a huge pent-up demand for traditional Morgans in the U.S.

Morgan plans an initial build of 40 Roadsters and 40 Plus 4’s during the remainder of 2018.

Upon hearing the news in San Francisco, Bill Fink of Morgan Cars USA was too jubilant at the prospect of new cars to dwell about the low number of vehicles.

“We have long awaited the opportunity to provide our customers with classic Morgans again. After the days without new 4-wheeled cars started stretching into years, and all the time spent waiting for implementation of the Fast Act – this is a very happy turn of events.”

Immediately available models include the Morgan Plus 4 (base price MSRP $69,995) and the Roadster 3.7 (base price MSRP $79,995.)  Freight, options, taxes, and fees are additional.

With the suggestion that as few as 80 vehicles will be built to meet the demand, and factoring in the Morgan devotees on dealers’ wait lists, the available build dates will be filled quickly.

Contact the authorized dealers (MOGSouth Supporters are listed here) to voice your interest and get any questions answered.


04 Jul

On-board diagnostics (OBD) (Wikipedia and Morganatica)

On-board diagnostics (OBD) is an automotive term referring to a vehicle’s self-diagnostic and reporting capability. OBD systems give the vehicle owner or repair technician access to the status of the various vehicle subsystems. The amount of diagnostic information available via OBD has varied widely since its introduction in the early 1980s versions of on-board vehicle computers.  Early versions of OBD would simply illuminate a malfunction indicator light or “idiot light” if a problem was detected but would not provide any information as to the nature of the problem.

Modern OBD implementations use a standardized digital communications port to provide real-time data in addition to a standardized series of diagnostic trouble codes, or DTCs, which allow one to rapidly identify and remedy malfunctions within the vehicle.

[ODB implementations have been mandated in Europe since 2001 so it is believed that all Morgans since that date, e.g. late model Plus 8s, Roadsters and Aero 8, as well as the new ‘component’ Morgans expected in 2018 will have OBD capabilities.  Consumer level ODB readers are available just about everywhere and you can buy them to assist you in troubleshooting any faults.  Dedicated automotive repair facilities will most likely utilize more sophisticated ‘OEM-like’ ODB code readers.  Mark]


The EOBD (European on board diagnostics) regulations are the European equivalent of OBD-II, and apply to all passenger cars first registered within EU member states since January 1, 2001.

The technical implementation of EOBD is essentially the same as OBD-II, with the same SAE J1962 diagnostic connector and signal protocols being used.

Each of the EOBD fault codes consists of five characters: a letter, followed by four numbers. The letter refers to the system being interrogated e.g. Pxxxx would refer to the powertrain system. The next character would be a 0 if complies to the EOBD standard. So it should look like P0xxx.

The next character would refer to the sub system.

  • P00xx – Fuel and air metering and auxiliary emission controls.
  • P01xx – Fuel and air metering.
  • P02xx – Fuel and air metering (injector circuit).
  • P03xx – Ignition system or misfire.
  • P04xx – Auxiliary emissions controls.
  • P05xx – Vehicle speed controls and idle control system.
  • P06xx – Computer output circuit.
  • P07xx – Transmission.
  • P08xx – Transmission.

List of OBD Fault Codes

P1000 OBD-II Monitor Testing Incomplete
P1001 KOER Test Cannot Be Completed
P1039 Vehicle Speed Signal Missing or Improper
P1051 Brake Switch Signal Missing or Improper
P1100 Mass Air Flow Sensor Intermittent
P1101 Mass Air Flow Sensor out of Self-Test Range
P1112 Intake Air Temperature Sensor Intermittent
P1116 Engine Coolant Temperature Sensor is out of Self-Test Range
P1117 Engine Coolant Temperature Sensor Intermittent
P1120 Throttle Position Sensor out of range
P1121 Throttle Position Sensor Inconsistent with Mass Air Flow Sensor
P1124 Throttle Position Sensor out of Self-Test Range
P1125 Throttle Position Sensor Intermittent
P1127 Heated Oxygen Sensor Heater not on During KOER Test
P1128 Heated Oxygen Sensor Signals reversed
P1129 Heated Oxygen Sensor Signals reversed
P1130 Lack of Upstream Heated Oxygen Sensor Switch – Adaptive Fuel Limit – Bank No. 1
P1131 Lack of Upstream Heated Oxygen Sensor Switch – Sensor Indicates Lean – Bank No. 1
P1132 Lack of Upstream Heated Oxygen Sensor Switch – Sensor Indicates Rich – Bank No. 1
P1135 Ignition Switch Signal Missing or Improper
P1137 Lack of Downstream Heated Oxygen Sensor Switch – Sensor Indicates Lean – Bank No. 1
P1138 Lack of Downstream Heated Oxygen Sensor Switch – Sensor Indicates Rich – Bank No. 1
P1150 Lack of Upstream Heated Oxygen Sensor Switch – Adaptive Fuel Limit – Bank No. 2
P1151 Lack of Upstream Heated Oxygen Sensor Switch – Sensor Indicates Lean – Bank No. 2
P1152 Lack of Upstream Heated Oxygen Sensor Switch – Sensor Indicates Rich – Bank No. 2
P1157 Lack of Downstream Heated Oxygen Sensor Switch – Sensor Indicates Lean – Bank No. 2
P1158 Lack of Downstream Heated Oxygen Sensor Switch – Sensor Indicates Rich – Bank No. 2
P1220 Series Throttle Control fault
P1224 Throttle Position Sensor B out of Self-Test Range
P1230 Open Power to Fuel Pump circuit
P1231 High Speed Fuel Pump Relay activated
P1232 Low Speed Fuel Pump Primary circuit failure
P1233 Fuel Pump Driver Module off-line
P1234 Fuel Pump Driver Module off-line
P1235 Fuel Pump Control out of range
P1236 Fuel Pump Control out of range
P1237 Fuel Pump Secondary circuit fault
P1238 Fuel Pump Secondary circuit fault
P1250 Lack of Power to FPRC Solenoid
P1260 Theft Detected – Engine Disabled
P1270 Engine RPM or Vehicle Speed Limiter Reached
P1288 Cylinder Head Temperature Sensor out of Self-Test Range
P1289 Cylinder Head Temperature Sensor Signal Greater Than Self-Test Range
P1290 Cylinder Head Temperature Sensor Signal Less Than Self-Test Range
P1299 Cylinder Head Temperature Sensor Detected Engine Overheating Condition
P1309 Misfire Detection Monitor not enabled
P1351 Ignition Diagnostic Monitor circuit Input fault
P1352 Ignition Coil A – Primary circuit fault
P1353 Ignition Coil B – Primary circuit fault
P1354 Ignition Coil C – Primary circuit fault
P1355 Ignition Coil D – Primary circuit fault
P1356 Loss of Ignition Diagnostic Module Input to PCM
P1358 Ignition Diagnostic Monitor Signal out of Self-Test Range
P1359 Spark Output circuit fault
P1364 Ignition Coil Primary circuit fault
P1380 VCT Solenoid Valve circuit Short or Open
P1381 Cam Timing Advance is excessive
P1383 Cam Timing Advance is excessive
P1390 Octane Adjust out of Self-Test Range
P1400 Differential Pressure Feedback Electronic Sensor circuit Low Voltage
P1401 Differential Pressure Feedback Electronic Sensor circuit High Voltage
P1403 Differential Pressure Feedback Electronic Sensor Hoses Reversed
P1405 Differential Pressure Feedback Electronic Sensor circuit Upstream Hose
P1406 Differential Pressure Feedback Electronic Sensor circuit Downstream Hose
P1407 EGR No Flow Detected
P1408 EGR Flow out of Self-Test Range
P1409? EGR Vacuum Regulator circuit malfunction
P1409? Electronic Vacuum Regulator Control circuit fault
P1410 EGR Barometric Pressure Sensor VREF Voltage
P1411 Secondary Air is not being diverted
P1413 Secondary Air Injection System Monitor circuit Low Voltage
P1414 Secondary Air Injection System Monitor circuit High Voltage
P1442 Secondary Air Injection System Monitor circuit High Voltage
P1443 Evaporative Emission Control System – Vacuum System – Purge Control Solenoid or Purge Control Valve fault
P1444 Purge Flow Sensor circuit Input Low
P1445 Purge Flow Sensor circuit Input High
P1450 Inability of Evaporative Emission Control System to Bleed Fuel Tank
P1451 EVAP Control System Canister Vent Solenoid Circuit Malfunction
P1452 Inability of Evaporative Emission Control System to Bleed Fuel Tank
P1455 Substantial Leak or Blockage in Evaporative Emission Control System
P1460 Wide Open Throttle Air Conditioning Cutoff circuit malfunction
P1461 Air Conditioning Pressure Sensor circuit Low Input
P1462 Air Conditioning Pressure Sensor circuit high Input
P1463 Air Conditioning Pressure Sensor Insufficient Pressure change
P1464 ACCS to PCM High During Self-Test
P1469 Low Air Conditioning Cycling Period
P1473 Fan Secondary High with Fans Off
P1474 Low Fan Control Primary circuit
P1479 High Fan Control Primary circuit
P1480 Fan Secondary Low with Low Fans On
P1481 Fan Secondary Low with High Fans On
P1483 Power to Cooling Fan Exceeded Normal Draw
P1484 Variable Load Control Module Pin 1 Open
P1500 Vehicle Speed Sensor Intermittent
P1501 Programmable Speedometer & Odometer Module/Vehicle Speed Sensor Intermittent circuit-failure
P1502 Invalid or Missing Vehicle Speed Message or Brake Data
P1504 Intake Air Control circuit malfunction
P1505 Idle Air Control System at Adaptive Clip
P1506 Idle Air Control Over Speed Error
P1507 Idle Air Control Under Speed Error
P1512 Intake Manifold Runner Control Stuck Closed
P1513 Intake Manifold Runner Control Stuck Closed
P1516 Intake Manifold Runner Control Input Error
P1517 Intake Manifold Runner Control Input Error
P1518 Intake Manifold Runner Control fault – Stuck Open
P1519? Intake Manifold Runner Control Stuck Open
P1520? Intake Manifold Runner Control circuit fault
P1519? Intake Manifold Runner Control fault – Stuck Closed
P1520? Intake Manifold Runner Control fault
P1530 Open or Short to A/C Compressor Clutch circuit
P1537 Intake Manifold Runner Control Stuck Open
P1538 Intake Manifold Runner Control Stuck Open
P1539 Power to A/C Compressor Clutch circuit Exceeded Normal Current Draw
P1549 Intake Manifold Temperature Valve Vacuum Actuator Connection
P1550 Power Steering Pressure Sensor out of Self-Test Range
P1605 PCM Keep Alive Memory Test Error
P1625 Voltage to Vehicle Load Control Module Fan circuit not detected
P1626 Voltage to Vehicle Load Control Module circuit not detected
P1650 Power Steering Pressure Switch out of Self-Test Range
P1651 Power Steering Pressure Switch Input fault
P1700 Transmission system problems
P1701 Reverse Engagement Error
P1702 Transmission system problems
P1703 Brake On/Off Switch out of Self-Test Range
P1704 Transmission system problems
P1705 Manual Lever Position Sensor out of Self-Test Range
P1709 Park or Neutral Position Switch out of Self-Test Range
P1710 Transmission system problems
P1711 Transmission Fluid Temperature Sensor out of Self-Test Range
P172 Transmission system problems
P1729 4×4 Low Switch Error
P1740 Transmission system problems
P1741 Torque Converter Clutch Control Error
P1742 Torque Converter Clutch Solenoid Faulty
P1743 Torque Converter Clutch Solenoid Faulty
P1744 Torque Converter Clutch System Stuck in Off Position
P1745 Transmission system problems
P1746 Electronic Pressure Control Solenoid – Open circuit
P1747 Electronic Pressure Control Solenoid – Short circuit
P1749 Electronic Pressure Control Solenoid Failed Low
P1751 Shift Solenoid No. 1 Performance
P1754 Coast Clutch Solenoid circuit malfunction
P1756 Shift Solenoid No. 2 Performance
P1760 Transmission system problems
P1761 Shift Solenoid No. 3 Performance
P1762 Transmission system problems
P1767 Transmission system problems
P1780 Transmission Control Switch circuit is out of Self-Test Range
P1781 4×4 Low Switch is out of Self-Test Range
P1783 Transmission Over-Temperature Condition
P1784 Transmission system problems
P1785 Transmission system problems
P1786 Transmission system problems
P1787 Transmission system problems
P1788 Transmission system problems
P1789 Transmission system problems
P1900 Transmission system problems

[I haven’t personally verified that each of these codes exist or are as specified, so if you do find inconsistencies, please let me know.   Mark]

03 Jul

1968 Morgan Plus 8 A racer or a concours queen? The new owner gets to decide (Sports Car Market -July 2018)

Plus 8 Chassis number: R7022

Searching for new engines in the 1960s, Morgan concluded a deal with Rover for supply of its all-aluminum 3.5-liter V8, thus creating a car — the Plus 8 — that combined vintage charm with Cobra-like grunt.

Morgan’s Plus 4 chassis, strengthened and extended, formed the basis of the new car, while the existing Moss 4-speed gearbox was retained.  After a successful debut at the 1968 London Motor Show, production commenced at about 15 cars per month and continues to this day, although they now have BMW power.

While the traditionally styled Morgan’s brick-like aerodynamics restricted top speed to around 125 mph (more than fast enough for most people driving an open car), the Rover V8’s 168 bhp and 210 ft-lb of torque made for supercar performance through the gears. Indeed, in its later 3.9-liter form, the Plus 8 proved quicker by 80 mph than the contemporary Porsche 911 Turbo.

This all-matching-numbers early Morgan Plus 8 is the 22nd example of this landmark V8-engined model to leave the factory.

It was supplied new in February 1969 to the Half Moon Garage in Yorkshire.  [The picture shows a RHD car.  Reduced Value in the US?   Many would say so, but I personally like them.  In my mind, it adds credibility to a British Sports car.  Mark] 

Benefiting from a six-year, six-figure, ground-up restoration undertaken in the USA from renowned marque specialist and concours-winner the late Robert Couch, the car must be one of the best of its kind currently available.

Robert Couch is famous as restorer of the historic Morgan TT Replica CAB 652, previously campaigned by Peter Morgan, which in 1980 was overall winner of the prestigious Chinetti Concours at Lime Rock.

Carried on a new chassis, the aluminum body benefits from an all-new timber framework. Restored for Morgan’s 75th anniversary, although it did not make it to the U.K. for the celebrations, this Plus 8 comes with concours awards testifying to the quality of the restoration.

Acquired from the estate of the late Stephen S. Lester, SCV 901G has been stored in a climate-controlled facility as part of an extensive private collection of vehicles where it has been looked upon as a work of art.

The Morgan recently got an update that was done over two years. The work included a brand-new race engine installed by JE Developments, a recognized specialist in the preparation of Rover V8 engines.  This engine breathes via SU carburetors to accommodate FIA regulations.

The other race engine built by Robert Couch had on tap a massive 288 bhp and 275 ft-lb of torque (documented) and is included in the sale.

Despite its greatly enhanced performance, this car is said to cope equally easily with town driving or touring, and must be one of the quickest road-going first generation Plus 8s around.

For a year of its time away, the Morgan was at Richard Thorne’s workshop being fitted with every new FIA update required for historic racing, hillclimbing, and rallying anywhere in the world (Period G1 1966–69, valid to December 31, 2026).

All the work was bespoke in order to avoid drilling the body or dashboard to accommodate cut-off switches. The new FIA roll bars (front and rear) were custom made to ensure a perfect fit, while the side-impact bars were taken down below the door line to make getting in and out as easy as normal.

All this was done at great expense in order to preserve Robert Couch’s original workmanship. Even the spare-wheel cover has no external screws securing it to the rear frame; it simply slides in from underneath, making it easy to remove in order to refit the rear bumper and spare wheel for rally events. The car comes complete with full weather equipment, spare wheel, boot rack and tonneau cover (made to fit the new roll bars).

This well-documented car comes with its original restoration bills and is described as perfect for all uses.

SCM Analysis

This car, Lot 64, sold for £61,980 ($86,390), including buyer’s premium, at Bonhams’ Goodwood Members’ Meeting sale near Chichester, U.K., on March 18, 2018.

This is a slightly strange one. It’s a concours-restored car got up as a racer, but it doesn’t appear to have raced.  [A stock car prepared as a competition car but without any competition provenance is, in my opinion, simply a ‘bitsa’.  I personally question the value (the seller did really well here!) and would prefer to buy a stock car.  Mark]

It was offered — but didn’t sell — at Bonhams’ pre-Christmas sale at Olympia, London, when the original Holley-carbed engine was displayed on a stand behind it, but it had better luck here.

Lots of events — but not all of them

The car’s condition is beyond reproach, with several neat (though unnecessary for a racer) touches.  It could easily be raced.  Competition car sales history tells us that it’s always cheaper to buy someone else’s hard graft rather than build your own, but you’d have to accept that it would rapidly acquire some patina as some of the shine got knocked off.  [People are attracted to ‘shiney’ things . . . Mark]

But here’s the thing: It’s got FIA papers, but it’s Period G1 (1966– 1969) while most prestige events run to Period F (pre-1966) or have an even earlier cut-off of pre-1963.

As our subject car was built in 1968, circuit racing opportunities will not include such events as the Goodwood Revival. Perhaps its most obvious home is in the Historic Sports Car Club’s Historic Road Sports series, for road-legal cars manufactured up to 1970, with only mild modifications allowed. This series offers extra points for those cars driven to the races.

This car can take part in tour/race competitions such as Tour Britannia and Tour Auto, and it would do well in events such as the Manx Classic — a three-legged hillclimb competition whose classic category has a 1968 cut-off date.

This car is eligible for historic rallies, too. One brave soul once ran a Morgan in a British Historic Rally Championship when it was a mix of tarmac and forest events. He found that he had to rebuild the car after every thrash — and a sliding-pillar, ash-framed Morgan on rough gravel really is only for masochists. Discouraging competition use, however, this car was in super, near concours condition. I noted unnaturally shiny paint — although slightly

A big price for a terrific car

A Moss-box Plus 8 (made up to mid-1972, when the Rover 4-speed was adopted) would usually sell for about £30k ($42k) [I guess this has to be UK prices.  In my opinion, I would think a LHD Moss Box Plus 8, in the US,  should be valued at $55-60K.  Mark], perhaps a little more in this concours condition.

John Eales of JE Developments is “the man” as far as the Rover/ Buick aluminum V8 is concerned, so the currently installed FIA-legal race motor, making about 250 bhp, is the best there is.

These engines cost less than you’d think at £12k ($17k). The competition fuel cell, bespoke roll cage, Sparco harnesses and plumbed-in extinguisher probably cost up to $10k to add, but you never get your money back on “lifed” items like this, so technically this car’s value is something under $60k.

At Olympia, you can see how the seller might have arrived at the $113k to $140k estimate by adding up everything spent, but it was unsold at a reported top bid of $93,642.

The estimate for the second attempt, at Goodwood, was revised down to $85k to $100k. It hammered slightly behind that, but at a price approaching twice that of a standard early (narrow-bodied, as they got wider in tub and wings after 1976) road car.

Interestingly, a similar car, chassis 7259, also rebuilt on a new chassis and ash frame and race prepared to the same specs with a John Eales motor, sold at Race Retro the month before for £57,380/$80,250, having previously been privately advertised for £69k ($96k). This car was not as cosmetically sharp as our subject car.

As a 1970, that one becomes eligible for HSCC ’70s Road Sports, though it also qualifies for HRS, being the same type as “our” car.

And that spare motor that might have made up the difference or at least added back some of the missing dollars?  Well, it doesn’t have the value you might suppose — even though it’s the item that supports the catalog claim of “matching numbers.”

The car would be matching numbers if you reinstalled the spare engine, but there are several reasons why you wouldn’t.

Eales inspected the spare engine and told me it’s an early (weak) block, almost standard except for a mild cam, that Holley carb and a different set of pistons.  Eales said he’d be amazed if it made 230 bhp. That’s before a bolt got dropped into it, damaging a piston and one of the heads.  Eales estimates its value as £500–£1,000 ($700–$1,400) tops, as with the casting damage it’s not even an ideal candidate for rebuild.

A racer or concours queen

Even though the sums don’t quite add up, in light of the sale of the identical-spec blue car, we’ll have to call it correctly valued this time, and it would appear, also judging by the blue car, that knocking off some of the shine by racing it won’t hurt its value too much, so there’s an added bonus for the new owner.  Meanwhile, the old engine will make a stylish doorstop. ♦ (Introductory description courtesy of Bonhams.)

28 Jun

New Component Morgan Cars – Standard or Base Specifications

[Folks according to my simple mind these specifications are the base specifications for the cars being targeted for the US Market.  The dealers can better answer questions about what can be modified and what cannot.  I suspect you can add options to these base specifications as you desire.   Costs for these added options are available from the dealers and will increase the price of the cars, as previously published.  These specifications have been provided by MorganWest’s Dennis Glavis.  Thanks Dennis!!  Cheers, Mark]

To assist with your order process, please find below the standard specification of the +4 and Roadster models-





DASHBOARD – painted in body colour

SEATS – sports recliners


– (+4) – wires, painted grey, 6” rims, no spare wheel

– (Roadster) – alloys, painted grey, 6” rims, with spare wheel



22 Jun

New Morgans Coming to North America !

The Morgan Motor Company has just invited ALL North American Morgan Dealers to participate in a Component Car Program.

Morgan Plus 4s and 3.7L Roasters will be delivered to the US (without engine and transmission) where these driveline components will be then be installed.

Each Dealer’s Participation level and build slot availability may be different and each US State has different vehicle registration laws, taxes, etc.

Contact those Morgan Dealers of interest for specifics on costs, options, availability and to register your interest in a new Morgan.

Click Here for the Morgan Dealers supporting MOGSouth.

22 Jun

Castrol R (Motorsport Magazine)

[We have had some questions and discussion on this topic but this is the first concise article I have been given that clearly addressing the ‘why.’  Cheers, Mark]

It is curious that we understand much better than its inventors the way Castrol R works, yet take it for granted. Keith Howard redresses that balance

In the case of Sir Charles Cheers Wakefield, later Baron Wakefield of Hythe, the sweet smell of success was more than a metaphor. You still catch the scent of the substance that made his company a household name in the early 1900s wherever older racing engines are exercised: that distinctive, heady perfume of Castrol R. Although castor oil, the origin of the smell, was still the purgative bane of many a childhood when C C Wakefield & Co introduced its Castrol range in 1909 (the name being a contraction of castor oil), to high performance engines on the road and in the air it was to become a more welcome part of the diet.

The story begins in 1899 when, having spent 15 years working for the London office of Vacuum Oil Company of Rochester, NY, later to metamorphose into Mobil, Charles Wakefield resigned his position as general manager and determined to strike out on his own. It was an auspicious time to be doing so. Within four years the Wright Brothers would take tentatively to the air, followed albeit somewhat belatedly by compatriot Samuel Franklin Cody at Famborough in 1908. A year later Louis Bleriot flew the English Channel and, five years after that, storm clouds over Europe would spur a period of unprecedented aircraft development effort. On the ground, progress was scarcely less momentous as the horseless carriage progressed from being a curiosity and plaything into an increasingly practical mechanism, as well as another vehicle of human endeavour and national rivalry.

Charles Wakefield wasn’t slow to realise that here lay both an important new market for lubricating oils and, just as significantly, a whole new marketing opportunity also. The world was agog at the daredevil exploits unfolding on land and in the air; having your product name attached to such derring do was a golden opportunity to exploit what today we would call product placement. So Charles Wakefield determined to produce a new breed of oil for this new breed of machine, and make certain that the world knew of it.

Engine oil development, like engine development itself, was then in its infancy. Today’s world of multigrade and synthetic oils was a long way off. Prior to the sinking of the first petroleum well in 1859, engineers had had to use animal and vegetable fats and oils for lubrication, but these proved far from ideal at the extremes of temperature involved in the internal combustion engine. As every cook knows, fats and oils thicken when you put them in the fridge and leave gummy, varnish-like deposits when you heat them in a pan. This same behaviour in an engine made cold cranking difficult on startup, while oxidation of the lubricant at combustion temperatures could, literally, gum up the works.

Mineral oils relieved these limitations, even in their early forms offering a level of thermal and oxidative stability traditional lubricants couldn’t match. But they were far from perfect In particular they lacked what, at the time, was termed “oiliness”, the ability to adhere to metal surfaces in a thin, continuous film. Wakefield researchers found that whereas castor oil coated a hot metal surface, mineral oil tended to pool on it, leaving areas of metal exposed.

Today we have a much better understanding of why this happens. Castor oil is composed almost entirely of triglyceride fatty acids, of which ricinoleic glycerides form by far the largest proportion (typically around 86 per cent). Fatty acids are polarised molecules comprising an oily, hydrophobic (water-hating) head and a hydrophilic (water-loving) tail; the hydrophilic ends of castor oil molecules are adsorbed to the metal surface, leaving the oily heads protruding.

The result is that castor oil provides excellent boundary lubrication, much better than that achieved by early mineral alternatives. In hydrodynamic bearings, like crankshaft bearings, where a relatively thick layer of oil is established, this offers no benefits. But where the oil layer is thin — on cylinder walls and cam lobes, for instance — it ensures a higher level of scuff resistance.

Mixing castor and mineral oil therefore seemed a good idea in the early 1900s, but the two are not readily miscible. What Wakefield researchers discovered was that a surprisingly small proportion of castor oil — as little as 0.7 per cent — was sufficient to confer its high film strength on the mix, and thus Wakefield Motor Oil (Castrol Brand) was born. In fact, five variants were introduced initially for different applications, Castrol R being the flagship product intended for aero and racing engines. Wakefield & Co’s core business was — and in the immediate future, would remain — lubricants for the railways and industrial customers, but it was Castrol Brand that was to carry the company name to the four corners of the globe.

Success was almost immediate. In October 1909, Britain’s first aviation prize, the Inauguration Cup, was won by Frenchman Leon Delagrange using Castrol oil. Following which, on land and in the air, the litany of Castrol successes encompasses many of the most significant events in aviation and motoring history, including Britain’s winning of the Schneider Trophy three times in a row with the R J Mitchell designed, Rolls-Royce powered Supermarine S5, and most of the World Land Speed Records established during the highly competitive inter-war years. In the Great War, Castrol R even came to the attention of Kaiser Wilhelm II, achieving almost ‘secret weapon’ status when it was discovered that a captured British aircraft could operate at considerably higher altitudes than German equivalents due to its engine oil’s superior low temperature performance.

In the 1920s castor oil was removed from general motoring oils as mineral oil technology advanced, but its superior film strength ensured it a continued role in high performance engines. Only in 1953 was Castrol R superseded by R20, again containing castor oil but this time mixed with a semi-synthetic, and the successes began all over again. Mercedes-Benz immediately chose it for the advanced W196, Fangio scoring a first-time-out victory for both oil and car when he won the French GP in ’54.

Even today castor oil remains the lubricant of choice in certain applications, notably methanol powered two-strokes because of its complete miscibility with alcohol fuels. As a result you don’t have to go to a historic race meeting to catch that distinctive castor aroma. Appropriately, it can even be smelt where enthusiasts fly model aeroplanes.