68fp9fu6afj magzus.org

EDITORIAL

Editor Nigel Bradford nigel@mogmag.co.uk

Art Editor Ian Denby-Jones ian@meteorcreative.co.uk

Contributors Phil Royle, Cain Poulton, Bob Bull, Granville Orange, Christine Orange, Michele Jarvis, Peter Olley

Cover Photo Reno Psaila

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The views and opinions expressed by any contributors, advertisers and any third parties are those of the respective authors and do not necessarily reflect the view of, nor are endorsed by, the publisher or Morgan Technologies Limited and its group of companies. MOG Magazine is wholly protected by copyright and nothing may be wholly or partly reprinted without permission.

EDITOR’S LETTER

Well the nights are drawing in but it doesn’t seem to be ge ing any colder even though some of the rainstorms have prompted thoughts of ark building. A couple of weeks ago I was asked if a Morgan floats. I have yet to find an answer to that question, and I sincerely hope it won’t be me that discovers the answer. If any one else knows, please let me know! is month we are delighted to bring you a li le Mediterranean sunshine with the story of a spectacular set of adaptions for a 4/4 from Malta. Readers will know I love a hard top, but I would also love it if Morgan could produce a Speedster back cover for my Plus Four like the one Reno Psaila has made. Are there any more striking Morgan modifications out there? Please let me know that too!

Morgans are o en regarded as part of the family and this month we have a wonderful story of a reunion of an owner with his car from many years ago. If you have a similar story, yes you’ve got the idea now, please let me know that as well!

Well winter may be holding back it’s arrival, but last time I checked Christmas was still arriving on December the 25th, as usual.

So a Happy Christmas, and Peace and Goodwill to you all.

Nigel Bradford, Editor

034

DRIVERS LUNCH

Bob and Nigel a end this year’s driver’s lunch for the prize giving and celebrations.

068 REWIRING

Gil Keane completes his short series with the dos and don’ts of wiring in your Morgan.

038

TAKING CORNERS

Peter Olley shares his experiences of the Monaco Historic Grand Prix.

073 MOG REUNION

Another red 4/4 and its remarkable history.

089 TRIP OUT

048

PITCH PROWLER

Limited to 50 cars this very special Plus 8 with just 170 miles on it would make a perfect Christmas present for yourself.

051 LIVING WITH THE PLUS FOUR Trips, friends, and a refuelling tip.

Nigel a ends the annual Race of Remembrance.

084 SUBSCRIBE

Where would you be if you don’t subscribe?

MORGAN REIMAGINES PLUS

FOUR AND PLUS SIX, ESTABLISHING NEW ‘PLUS’ PRODUCT PILLAR

In line with its philosophy of continual evolution, Morgan Motor Company is reimagining its Plus Four and Plus Six models. The enhancements, which are being introduced as part of a formal recognition of a new ‘Plus’ line, will feature on all Plus Four and Plus Six models from January 2023.

The name ‘Plus’ signifies a mainstay of Morgan production, and sits alongside the newly introduced ‘Super’ pillar. The nameplate was first witnessed on the Plus 4, introduced in 1950. Plus represents more than 70 years of heritage, yet looks firmly to the future, embracing relevant new technology and reimagining the experience of a modern, handcrafted sports car for

the 21st Century.

Coach-built on the company’s lightweight CX-Generation bonded aluminium platform, the design of Plus models is timeless and enduring. Plus Four, with its slightly narrower body and wire wheels, is more akin to the original vehicles in its aesthetic. Plus Six, which is wider with a more assertive appearance, presents a more contemporary aesthetic. Both vehicles will benefit from the new features, and their list of options and configurations will be closely aligned, ensuring a cohesive tailoring experience for customers.

“The new Morgan Plus line celebrates the essence of unconventional driving and ethical engineering. It unites timeless design and

craftsmanship with the most exhilarating driving engagement. With Plus we want to honour those individuals who believe that motoring is not about status, but more about character, authenticity, and pleasure.”

Massimo Fumarola, Chief Executive Officer, Morgan Motor Company

INTERIOR AESTHETIC

The enhancements to the company’s latest Plus models are headlined by significant changes to the interior, offering greater levels of refinement, further personalisation opportunities, and increased usability over earlier generations.

The introduction of a new range of marquetry veneers, which extend through the vehicle via its centre console, reinforce the company’s

commitment to craftsmanship and bespoke tailoring, celebrating the natural materials, design, and form, synonymous with the Morgan marque.

‘Spokes In Flight’ and ‘Kinetic Diamond’ are abstract motifs for moving spokes, inspired by the spoked wheels that have featured on Morgan cars for decades. ‘Engineered’ – the third veneer option – features aluminium strips between wood, signifying the company’s use of the two core materials.

A new superformed aluminium dashboard and instrument panel can be specified in matte silver, matte black or matched to body colour, and a model designation can now be specified on the passenger side of the dashboard. The dashboard is home to new instruments which feature new face artwork. The instrument artwork is simplified and draws inspiration from premium timepieces, exuding a minimal and clutter-free aesthetic. In addition to the new instrument artwork, a new LCD information display screen

has been incorporated into the dashboard design. Situated directly in front of the driver, the screen is larger than the previous screen, and has increased resolution. Updated screen graphics with enhanced animation, and the introduction of driving mode dependant backdrops, help to improve usability for drivers. The screen is subtle and displays strictly necessary information, continuing the company’s philosophy of appropriately introducing technology into its vehicles.

A solid wooden lower rail coordinates with the centre column and is situated beneath the aluminium dashboard. Configurable in a range of finishes and colours, each wooden section is meticulously hand crafted by Morgan’s skilled craftspeople. Beneath the wooden lower rail is a new glovebox, a feature introduced for the first time on a Plus model. The glovebox is trimmed in matching leather, and houses USB power sockets inside.

The steering wheel is now available with a satin polished centre

section. When specified, this finish coordinates with other internal embellishers including the speaker grille, door handle, handbrake, and gear shift surrounds.

Two-tone fabric, which contrasts on the seats and door cards, offers a mix of textures and has been designed specifically for the latest Plus models. Black pebble grain leather and black fabric is specified as standard, with a further six colourways and leather grains optional.

Woven from worsted wool using fine marl yarns, the natural textile embraces a purity of composition. Each fabric is paired with a complimentary leather colourway, ensuring leather is used sparingly, celebrating it as a fine material.

Redefined door cards provide the base for a curated range of two-tone fabric options – introduced for the first time on a Morgan four-wheeled model – and Sennheiser branded speaker grilles (when specified with Sennheiser audio system).

A new ‘bolt-action’ door handle, situated on the lower section of the

door, is the most notable change to the door interior. Created from lacquered stainless steel and highquality saddle leather, it provides a material and aesthetic uplift, whilst introducing a lasting mechanical sensation for occupants exiting the vehicle.

Both the standard and Comfort Plus seat options benefit from myriad enhancements. The headrest on both seat variants has undergone a full redesign, and now displays a slimmer aesthetic featuring intricate stitch detailing. The Comfort Plus seat now features an adjustable thigh bolster and knurled metal recline adjustment lever. In another first for Morgan’s four-wheeled models, new Plus models now feature an optional integrated cup holder, which is detachable and fits into the base of the passenger seat.

“The Plus line in 2023 presents a marked evolution of the fourwheeled Morgan. As with any

enduring design, it is crucial to strike a balance between moving forward whilst complementing established product qualities.

“The design team is fortunate to work in proximity with mechanical and quality engineers, as well as the craftsmen at Pickersleigh road. Designers can deliver solutions that envelope a clear understanding of constraints and opportunities. Through this understanding, we have been able to introduce sizeable new technologies and features, whilst also enhancing the perceived quality of Morgan Plus cars.

“A holistic whole vehicle study has considered the more significant changes, through to multiple more nuanced design updates - the increased impression of quality will be evident.”   Jonathan Wells, Chief Design Officer, Morgan Motor Company

ENGAGING VEHICLE DYNAMICS

Above all else, a Morgan sports car

should be lightweight, exciting to drive, and offer a unique connection between driver and machine. Morgan’s in-house engineering teams have worked with industry leading external partners to ensure the continual dynamic evolution of Plus models. Throughout this process, the key principles of the Morgan driving experience have remained paramount, alongside requirements for future technology, safety, and legislative requirements.

Dynamic enhancements to Plus models are headlined by the introduction of Electronic Stability Control (ESC) and all-new braking system, developed alongside Continental and AP Racing. ESC will be introduced on all Plus Four and Plus Six models. Modedependent, the ESC has been tuned for each model and gearbox variant, and can be switched between levels of assistance depending on driving mode.

The AP Racing braking system is all-new and has been developed alongside the ESC programme to deliver high-performance braking.

Bespoke gearbox calibrations have been developed, in partnership with BMW, for the automatic variant of Plus Four and Plus Six models respectively. Gearbox calibrations receive further intelligence and are integrated deeper into the vehicle, adapting to feedback from control systems throughout.

In ‘normal’ driving mode, four calibrations will adapt gear shifting based on brake pressure and steering angle. In ‘Sport’ and ‘Sport+’ modes, a further four calibrations, programmed to be more dynamic, will adapt gear shifting, also based on brake pressure and steering angle.

New hill detection uses an accelerometer and driver torque demand to automatically select a lower gear for steep inclines. In addition to aiding drivability and increasing performance, the new calibrations also deliver an increase in efficiency.

The addition of new suspension dampers and bushes completes the

dynamic enhancements to Plus models. The new bush rating will deliver further refinement over lowfrequency road undulations, whilst the new dampers improve ride compliance, progressive rate, and high-speed performance.

The addition of airbags, fitted as part of the standard specification, reinforce the company’s commitment to continually developing and evolving its products. Situated behind the new aluminium dashboard and within the steering wheel, the new addition represents a significant engineering project and exceeds the homologation requirements for the vehicle.

“The introduction of new dynamic features to our latest Plus models reflects Morgan’s philosophy of continual evolution. Above all, Morgan sports cars should be fun to drive, providing occupants with a unique and memorable experience. Our latest introductions celebrate these qualities, whilst also increasing the level of safety, and future-proofing our models against everchanging legislative requirements.”

AUDIO BY SENNHEISER

Continuing its philosophy of combining traditional coachbuilding methods with the latest technology, Morgan is partnering with Sennheiser to offer a revolutionary audio system in its new Plus models. With more than 75 years of experience in audio and music, Sennheiser’s expertise is unparalleled.

Whilst previous iterations of Morgan sports car have offered an audio system, the audio experience of the Sennheiser solution is true to its premium reputation, surpassing any offering that has come before it. The sound system delivers an enveloping sound with a unique soundstage that takes audio fidelity to its highest level.

Matt

Hole, Chief Technical Officer, Morgan Motor Company

Sennheiser’s tuning creates the magical illusion of a sound stage in front of the passengers, providing a high-quality soundtrack to those unforgettable drives. Thanks to the AMBEO Contrabass algorithm, the audio system delivers a unique bass response optimised for definition, punch, and depth while keeping the system as efficient and compact

as possible.

The system includes eight transducers: four conventional speakers in the door and rear panel, and four invisible speakers, of which three are behind the dashboard and one in the lower compartment panel for bass reproduction. The transducers are controlled by a new amplifier with a dedicated DSP, powered by Sennheiser’s audio processing software.

The integration has been carried out in line with Morgan’s key philosophy of appropriately introducing modern technology into its vehicles. The cabin design is unaltered, and the use of invisible speakers ensures that additional weight is kept to a minimum, a must for any sports car. Even under the demanding conditions of an open-top sports vehicle, this system maintains premium sound quality. Visual cues arrive in the form of subtle Sennheiser branding, visible on the speaker grille situated on each door. The design of the speaker grilles takes inspiration from the iconic Morgan louvres

that are stamped into each bonnet of Plus models. Each speaker grille is finished in polished satin, coordinating with other embellishers visible within the cockpit of the vehicle.

Veronique Larcher, Head of Sennheiser Mobility, said: “Both companies collaborated closely to create a one-of-a-kind product with no compromise in sound reproduction, performance, design, and quality. We couldn’t have celebrated our road debut better than with a brand whose pursuit of quality and excellence in craftsmanship is so fully aligned with Sennheiser’s values.”

INDIVIDUALITY

CELEBRATED

Morgan cars celebrate individuality and entice owners to commission their own bespoke Plus model, selecting from an almost endless list of possibilities. Each customer is presented with the opportunity to bring their dream to reality and create a true one-off, reflecting their own individual style and taste.

To help prospective clients on

their commissioning journey, Morgan’s design team has created a series of specification themes that help bring each model to life. These specifications reflect the environs that Morgan cars frequent, and celebrate the versatile nature of Morgan design.

Specification themes include Nordic, Riviera, Britannia, Stateside, Alpine and Urban, with each one being selectable on Morgan’s online configurator in 2023.

Paying homage to the company’s rooting in motorsport and trialling success, 12 new graphic packs –including roundels, bonnet stripes and strikethrough numbers – will be available for 2023 models. Adding a further method of personalisation, all graphics are available in white, black and clear vinyl. Owners will also have the option to select from a ‘pilot’ and ‘co-pilot’ call sign to be situated on the exterior of the vehicle.

Morgan’s latest introductions will be produced from January 2023, with prospective customers being invited to begin their own bespoke Plus commission from today.

Star Le er

Is it just me or does anyone else feel that Smart Motorways are out to get them? Are these roads a safety measure or are they just a way of raising much needed revenue in these cash strapped times?

I know that a speed limit displayed with a red circle around it is mandatory, and one without the circle is advisory, but does any anyone else out there know that? I know that the mandatory reduced

speed limit will be backed up by a camera and a le er in the post of I break it. Or will it?

I am ge ing fed up with speed limits imposed past busy motorway junctions during the morning rush that are still enforced at lunchtime when the traffic is flowing freely. I’m fed up because it seems I am the only one who slows down whilst everyone else hurtles past? is is particularly terrifying in a Mog. Will all these impatient drivers get the le er?

e Police inform us that driving at the speed of the traffic flow is no defence in court. But what if it is genuinely safer to do so, rather

than drive at 40mph when no one else is? And when does the speed limit end, when you drive past the National Speed Limit sign, or a blank gantry?

And just who exactly makes these “Reports of Obstruction”? Os it a new tactic by Just Stop Oil?

Confused Driver (Name supplied)

Bromyard.

Dear Confused, it’s good to see you get out of Herefordshire and onto the Motorways now and again! But yes, here at MOG we share your confusion.

DEAR MOG

I’ve received the recent issues of MOG as I started my subscription (Alice was very friendly and helpful) and I’m writing to say “many thanks” for your kind words about my visit to Williams at the end of July - and the very good images. I think taking one

from behind me was a brilliant idea and I should love a link to your actual image as my family would really like this. I’m so pleased you enjoyed my words and if I can be of help to you in the future please contact me.

Richard Shepherd-Barron

Dear Richard, thank you for your kind words and for taking out your subscription. It was an honour to listen to your tale of Le Mans and MOG’s privilege to record the event. e picture you refer to was supplied by Williams, but we will get one to you.

A MOG FOR ALL SEASONS

Can the lines of a classic Morgan 4/4 be improved? Probably not, but with imagination and skill Reno Psaila of Malta has proved that they can be enhanced with stunning results.

One of the early ideas I had regarding “customising” my Morgan was se ing it up into a “speedster”. Morgan Motor Company did actually produce a limited number, 40 I believe, of Speedsters. e Speedster was a lightly restyled version of the standard Plus 8, launched to celebrate 100 years of production at Morgan’s factory in Malvern. I wanted to do my version without altering any standard panels or drilling new holes, so it could always be converted back to original configuration.

In November 2016, I first did a thumbnail sketch of my idea. I wanted my design to be more retro than the factory models by incorporating faired headrests. I kept this on the back burner but in December 2018 I decided to go ahead and started on building a plug.

Initially I put together a full size cardboard mock up and took some images, which I then enhanced/ coloured in PhotoShop. Once happy with the overall effect I went ahead and constructed a plywood frame for the base cover, just behind the driver and

WORDS & PHOTOGRAPHY Reno Psaila

passenger’s seats. e faired headrests were to be separate so that with a single mould I could produce 2 examples. It also gives the possibility that I can install just one headrest behind the driver’s seat and close off the passenger area with the tonneau or rigid cover (maybe another future project). A er finishing the plugs I produced the fibreglass moulds.

e moulds were prepared and the skins laminated. Once cured, a 10mm marine ply base was prepared, glued and laminated to the skin of the cover, thus

reinforcing it. Aluminium hinges were produced from angle stock. e cover was fi ed such as to use the hinge points of the original so -top frames, and tilts forward for access to the storage area below it. A lock was also incorporated at the rear to hold it in the closed position. A stainless steel stay was also fi ed. e headrest fairings were bolted on from inside the cover. 2” foam was cut to shape and leather covers ordered complete with the laser ‘branded’ Morgan logos. ese headrests have a ply back plate and once upholstered were a ached with screws and anchor nuts to the actual fibreglass fairing. I spray-painted the cover plus fairings in ivory/cream

as per bodywork and to finish it off a dark blue felt was used on the inside and ‘hinged’ bulkhead, which closes off the area between the cover and rear of the seats. Just below the headrests a walnut insert was added to compliment the dashboard.

I cut the windshield/deflector from 4mm clear acrylic sheet with a jigsaw, using a pvc template I had prepared to fine-tune the design. e edges of the acrylic were finely sanded and polished. Brushed stainless steel fi ings were produced to bolt onto the standard windshield mounts. To obtain a curved plan form, I used the 3 wiper drive sha and nut assemblies. Obviously the

Hardtop workshop drawingHardtop plug structure

wipers were removed. A er all this was only going to be used in summer! A rubber trim was added on the bo om edge of the acrylic so the paintwork will not be scratched apart from acting as a seal.

is conversion also required that I take off the front and rear bumpers. e front number-plate was installed on the le hand side on a special bracket fabricated from a short piece of 50-x 15mm mild steel hollow section. I produced a tow loop and bolted it on the front righthand bumper a ach rod. A er researching for classic over-riders I purchased a pair in chrome finish, normally installed on Healeys and Midgets. ese were fi ed

instead of the rear bumper. A fairing to mount the rear number plate light was also produced.

To complete the speedster look, the rear luggage rack was removed. en I modified an MG wire-wheel, which I bought second-hand, by cu ing the rim carefully in two, removed approximately 25mm ring from the rim and had it professionally TIG welded back together to make it narrower. On it, I fi ed a space saver tyre, so that now it sits much lower than the standard spare wheel. To complete a ‘clean’ back end, I also produced a spare wheel cover in fibreglass. A Morgan ‘winged’ logo was purchased, which I a ached on the new spare wheel and

Hardtop with mould and plug

Hardtop plug fi

breglassHardtop plug hardmetal

cover retaining screw I fabricated.

Having worked on this for a few months, albeit in my spare time, it was ready to take out for a test-drive around mid-April 2019. Bringing it up to speed, I was amazed how the shallower wind deflector and the faired headrests had reduced the turbulence normally associated with convertibles, where the air pushes one’s hair, or the few remaining strands left, forward!

But of course a roofless Speedster, like the commemorative Plus 8, is only good for the summer or the most hardcore of Morgan drivers, even here in Malta!

When I imported my Morgan, it came with a Mohair soft top. I have used it in winter and although it is quite comfortable, it does not really seal well with the removable side-screens. If one misjudges the weather forecast and is caught out in the rain, one will surely get wet while dashing to get back home.

I researched what hard tops were available but did not like what I found. They all lacked good all round visibility plus their cost ranged from £990 stg to over £2000 stg for a factory or an aftermarket fibreglass one. This, apart from the fact that all Morgans are hand-built and MMC changed the dimensions of the cockpit area along the years, so if I had to source out a second-hand one, chances were I would still need to modify it to make it fit perfectly.

So encouraged by the success of the Speedster design my thoughts turned to designing and producing the ultimate hardtop myself.

A couple of thumbnail sketches were enough for me to start on this project. After plotting the full size side profile based on actual measurements taken off my car, I moved on to the next step: that of building a full size mock-up. This is used as a plug to pull the fibreglass

mould off it. This process is quite laborious since, in my case, it is all hand-crafted. Templates are plotted and duplicated to form right and left sections. This will ensure a symmetrical shape. I prefer wood or ply since it is easier and faster to work with or to amend. At this stage I even decided to incorporate the ‘Zagato’ double bubble to get some more headroom.

Once the ply skeleton frame was ready and trial fitted to check for accuracy, the voids in between were filled with 50mm expanded polyurethane foam slabs. These were easily sanded down to the contours of the basic frame. The rear complex corners were formed from soft aluminium sheet.

Then, a layer of fibreglass chopped matt was laminated on top, to bond and strengthen the plug. Hard-metal putty was applied on top of the fibreglass and sanded down to achieve a smooth surface. This had to be repeated several times until all imperfections were smoothed out. Next a coat of high-build filler was sprayed on, followed by a coat of primer and a couple of coats of 2K finish paint.

I let this settle for a couple of weeks, after which the surface was rubbed with fine grit wet & dry sandpaper and finally polished. The plug was now ready for moulding.

Before starting to laminate the mould I decided on the split lines to make sure that the final product can be extracted from the female mould. Perpendicular flanges on the split lines were created. Once laminated, coach bolts with fly-nuts for easy removal and assembly were positioned at intervals along these flanges. Obviously before the actual gelcoat and fibreglass laminations were brushed/rolled on, a good release wax was applied to the plug.

Once the mould was cured, it was opened up and the plug was removed from it. The mould was bolted back together, cleaned and waxed. First, gelcoat was brushed on, followed by tissue, various laminations of roving fibreglass and chopped strand mats. The side and rear window areas were given extra layers for reinforcements. 10mm marine grade ply strips were also bonded and laminated along the rear bottom flange and vertical pillars.

Stainless steel brackets were formed using 3mm thick plate and bolted to hardtop. These hook and bolt on the standard pivot points, positioned on either side holding

the factory soft top frame. An aluminium strip is screwed on the front horizontal flange of the hardtop and drilled to match the standard 10 windshield ‘lift-a-dot’ locating studs that normally hold the soft-top. This way I did not need to drill anywhere to fit the hardtop on the Morgan. A small bracket with a 3/16” bolt at the mid-rear internal edge locks the installation from moving forward.

Aircraft grade aluminium frames were cut and filed into shape for fixing the side and rear acrylic windows. Internally, wooden trim frames to match these were also produced and lacquered. Threaded ferrules were inserted through the fibreglass flanges and the wooden frames. Stainless steel countersunk allen-head screws were installed, externally and internally to secure the assembly. A rubber gasket was sandwiched between the clear acrylic and the fibreglass flanges to seal the assembly.

Although dark blue gelcoat was used to produce the hardtop, I opted to spray it in 2K colour to achieve an exact match with the Morgan fenders (wings).

The water gutters (paracqua) were made from polished stainless steel sheet, folded to form a 90 deg. angle and hand formed to fit the curved joggle in the moulded fibreglass skin. These were also screwed on.

Headliner material was bought and glued over a 10mm layer of foam to avoid any ‘drumming’ effect. “U’ shape door seal finished the edges around the sidescreen openings.

With this hardtop installed, it is much more quieter

when compared to the factory soft-top. The complete removable hardtop weighed in at just 15kgs.

The above process can be used to fabricate a part that may not be available any longer or for customising.

Having only one vintage ride, I now enjoy changing the ‘looks’ of my Morgan according to the season: Standard convertible with soft top down for spring and standard with soft top up for autumn, as with all MOGs. But now I have the custom hardtop for winter and for summer the Speedster mode.

MOG414 is like a ‘lady’ with 4 different ‘dresses’, a true MOG for all seasons.

NOTE: All images reproduced are: COPYRIGHT © 2021 RENO PSAILA

FOR ALL THINGS MORGAN IN SCOTLAND

2022 MORGAN AERO CHALLENGE SEASON REVIEW

NEAREST RUN THING YOU EVER SAW IN YOUR LIFE”

Following much head scratching, thumbing of rule books, and weighty consultations, it was announced that Stephen Locke would carry off the Peter Collins Tray for 2022, as he had accumulated the highest points score before the drops were applied. Andrew, therefore was awarded the Aero Challenge Trophy, as the Champion could not win both.

THE SEASON

Races at Sne erton topped and tailed the season as it frequently does, with William Pra taking the first race, sneaking past Andrew ompson in a sprint to the line. Andrew took the second round a er William spun on the opening lap. Cadwell Park in Lincolnshire, was next up, but for some reason the programme was reduced

“THE

Ge ing there, the MMC Plus 2000 of Tony Hirst, improving the breed

e field, files through Murray’s on the warm up lap

Cock a Hoop! Peter Cole li s a leg at Sne erton

irteen rounds, three dropped scores, two possible winners, one Champion! A er the final race had been run at Sne erton, and points to ed up it seemed there was a problem, Andrew ompson, and Stephen Locke had an equal tally of points, the same number of class wins, and the same number of fastest laps, however, it was necessary to name just one Champion.

and the Morgans had but a solitary race to enjoy, scant reward for those who made the journey from Southern England. e one event was dominated by the Class 1 cars of Russell Pa erson, and Roger Whiteside, with Russell taking the honours, ompson, and Locke both won their respective Class, but Stephen nicked a point for fastest lap to gain a small advantage. With the

economic climate in a perilous state, only two drivers elected to make the trip to Spa, Peter Sargeant, and Richard Fearn, therefore recording Class wins.

A rather damp and chilly Donington saw the debut of Alex Lees in the Challenge driving his Father’s familiar yellow V8, however it was Andrew ompson who claimed not only Class 2 success but also took

WORDS Bob Bull PHOTOGRAPHY Tripos Media

2018 Champion, Tim Parsons shows Craig HamiltonSmth how it is done

e Black Sheep was far om sheepish, Iain Sumner had a double win

outright victory in both races. Alex Lees certainly made an impact with third and fourth places, although it was an epic dice between Bre Syndercombe and James Sumner that held everyone’s a ention in race two, the duo swapping places continuously around the circuit, with James just holding on for second place.

e Bentley Drivers Club, August, Silverstone meeting produced the usual plethora of Morgans, and, as usual, Olly Bryant turned up with 1 MOG. Normally

one would expect to see Olly cruise to a double victory, and while he did rack up two firsts, for once he had some opposition in the form of Billy Bellinger driving a rejuvenated Black Sheep. e 1952 Flat Rad hid a well tuned ARV6 engine under its gleaming bonnet, and bore li le resemblance to the scruffy Black Sheep of old. When the races were over it was Andrew ompson, Bre Syndercombe, and Steve |Locke who took respective class honours, and who seemed to

Even a Champ can get it wrong, Steve Locke takes to the lawn

Ever willing to get stuck in, Greg Parnell loves a close fight

be sewing up the Championship between themselves, Making his debut in the series, Louis Workman-Ruff, showed well in the Williams Morgan 4/4.

Moving to Oulton Park the championship contenders were whi led down to just two, as Bre Syndercombe suffered from contact with a works Plus 4 2000, and failed to add to his score, Andrew won the first encounter from Roger Whiteside’s Class 1 V8, taking a full haul of points, as did Steve Locke .

While Andrew lead race 2 for a number of laps he had a raging Roger Whiteside glued to his boot, Roger was in determined mood and forced his way past to take a well deserved victory, Class wins and fastest laps for ompson and Locke meant the Championship would go down to the wire at Sne erton. Louis Workman-Ruff , with fourth and third places overall, showed he could be a threat in the future. e final act of the 2022 season would be at the same

Newcomer, Louis Workman-Ruff takes on old hand Peter Sargeant

Sam and Mark Bu erworth, shared the driving duties in ‘Bumble’

venue it started at seven months previously, Sne erton, and all to play for, who would come out on top?

While a ention centred on the two Championship contenders it was Iain Sumner who stole the limelight be annexing pole position for race 1 driving the family Black Sheep. A er a tardy start Iain chased down Andrew ompson’s ARV6 to record his first race win, Andrew and Steve Locke both taking full points to

keep everyone guessing. Race two saw Iain Sumner take a second win, but the ompson ARV6 soon headed for the pits trailing an ominous cloud of smoke. Fini! Steve Locke had no such problems taking all of the points on offer in Class 4.

A er a well organised series of races we had a worthy Champion, and equally deserving runner-up, while Class 1 had Bill Lancashire and Roger Whiteside tied

A welcome addition to the ranks was the Mint Motorsport, Plus 6

Peter Olley looked down on Andrew ompson om the Grandstands

on points, Class 2 belonged to Andrew ompson, Class 3 to Bre Syndercombe , 4 to Steve Locke , and Class 5 had Michele and Chris Bailey tied together.

Once again one can only marvel at the indefatigable, Katy ompson, who continuous to organise, and administer the series, as well as a ending all events, monitoring, liasing, problem solving, handing out results and trophies, and all with a smile. anks Katy.

THE DRIVERS

One of the most significant features of the Aero Challenge is the friendliness, and camaraderie evident amongst the drivers and support staff, no ma er where they may finish in the result. It is the likes of, Tony Kilby, John Bevan, John Richards, Richard Fearn, who turn up most weekends and enjoy their racing at the back if the pack that make the Challenge what

Jim Mountain heads Phillip Tisdall at the Bentley Drivers Meeting

Outgoing Champion, Bre Syndercombe. It all went wrong at Oulton Park

e Back-of-the-grid club duel at Silverstone, Richard Fearn leads

Craig Hamilton-Smith under pressure om his pursuers

it is. a great place to go racing. The competition is just as fierce amongst them no matter where they are overall. Likewise the mid-field runners who frequently provide the best action of the day, the venerable Peter Sargeant, Rob Gilmore, who has moved up the ranks this year, Peter Cole, so often in a close finish, Simon Sherry, never to be discounted. Greg Parnell is a fierce competitor, as is Phillip Tisdall, an ex Champion, while Alex Lees, and Louis Workman-Ruff both made an impact in their first season. John Milbank, Craig Hamilton-Smith, James and Iain Sumner, Tom Richards, Jim Mountain, Tim Parsons, Mark and Sam Butterworth, Kelvin Laidkaw have all made their mark on the series this year. Tim Grigsby, and Phil Merson

have also graced the grid this year in their first season, and have not been outclassed at all. The works Morgans of Tony Hirst and Shane Kelly added much glamour to the series, as has Tom Andrew’s Mint Motorsport Plus 6, all adding a bit of colour to the grid. All-in-all another successful season for the Aero Challenge, roll on 2023.

THE CARS

All the cars are Morgans of one sort or the other.

THE SPONSORS

The support of the Morgan Motor Company is very important both in financial terms and for the back--up provided by Mark Evans and his team at the races, and

THE PREPARERS

Another vital element in the success of the series is the presence of the dealers and agents who look a er many of the cars, Brands Hatch Morgans a familiar sight at any round, as are Techniques, Wolf Performance, Revolutions, and Richard orne, A good source

for a cup of tea or coffee, as I can a est. A number of entrants tend to look a er themselves at the circuit, and some carry the New Elms Morgan logo of Tim Ayres.

We at MOG are grateful for the support received from all concerned, and along with Tripos Media photographers look forward to joining the Challenge family in 2023.

the MSCC under whose auspices the Challenge is run,

Ge ing in the zone, John Richards prepares for ba le

Peter Cole and ‘Sarge’ proved spectacular at the BDC

MORGAN AERO CHALLENGE, DRIVERS DINNER

The annual get together of those drivers competing in the Aero Challenge, was a one day affair rather than a weekend jolly, and the venue was Brownsover Hall near Rugby. The choice of location was intended to ensure nobody had too far to travel, although the number of drivers not turning up made one wonder if it had worked.

WORDS Bob Bull PHOTOGRAPHY Tripos Media

Brownsover Hall turned out to be a somewhat Gothic pile tucked away in the Warwickshire countryside, leaving one to expect to meet Count Dracula in the corridors. Luckily our Editor, Nigel was the closest we got to the dreaded Count himself. First thing on the agenda was the Drivers

Meeting, Chaired by Phillip Tisdall, assisted by Andrew Thompson as video operator, and we were treated to a rundown of the statistics for the season. Sadly these included the unwelcome news that average grids were down on 2021, and the accounts showed a lack of income over expenditure, not what one want to hear,

First up, Greg Parnell looks pleased with his award

First time up, Andrew collects Class 2 accolades

James Sumner, looks rather embarrassed at winning something

The glittering array of trophies await their winners

Big smile from a big man, Iain Sumner. (He won two races)

of course. Better news was the calendar of events for 2023, with the inclusion of Croft and Thruxton in the schedule, both unfamiliar to the Challenge. Other than the Bentley Drivers Club, Silverstone, all rounds will be run as part of various Classic Sports Car Club meetings, another change for the good. Six Rounds, all at different circuits gives plenty of variety, as the season gets underway at Snetterton, followed by Thruxton, Brands Hatch, Silverstone, Oulton Park, and Croft, The usual two race per round continues, giving twelve point scoring opportunities for those chasing

the Championship win. Another benefit of the revised calendar will give the drivers more ‘track time’ over 2021, between, practice, and racing, cars will have 360 hours on track as opposed to 260 hours last year. Full details of the changes to regulations etc will be published in the January MOG.

Once the talking was done we sat down to a splendid, three course lunch, and the chance to try and solve the mysteries of a Fact of Fiction puzzle, by deciding what ‘little know facts’ about some drivers were true, and which of three possible answers were the false ones.

Another Class 3 trophy for Brett, how many now?

It’s that man again, Aero Racing Trophy in hand

Three Happy Chappies, Brett, Steve, and Mark Evans, plus Tray

Suitably attired for the venue Richard Fearn gets something

Is that a Flugelhorn? Andrew with the ‘Donington’ Trophy

Simon Sherry seems surprised to have won something

John Bevan picks up the award for driving a race car to the circuit

Does Brett Syndercombe really have an anchor tattoo on his left buttock?

Once this nonsense was over the seasonal awards were presented to various recipients, well those who chose to attend in person. Main winner was naturally, Stephen Lockett, taking home Class 4 honours, and the treasured, Peter Collins Tray, handed over by last year’s winner, Brett Syndercombe. Runner up in the Championship, by the slimmest of margins, Andrew Thompson carried off the Aero Trophy usually given to the driver with the highest points score, but as the rules do not allow the Champion to hold both it goes to the runner up. Apart from the Aero silverware, Andrew also collected the Class 2 spoils, and a huge vase presented annually to the driver who wins the first race at Donington. With no Donington on the calendar next year, Andrew will be polishing the silver longer than usual, it seems.

The more observant reader may noticed, that, thus far, there has been no mention of Katy Thompson, who for so long has been centre stage at these events with twelve years of faithful service to the Aero Challenge under her belt.

One trophy not so far mentioned is, what I refer to as the ‘Mr Nice Guy’ award, this is presented to the driver who gets the most votes in a poll amongst the drivers themselves. Previous recipients include, Brett Syndercombe, Phil Thomas, and current MNG, Phil Tisdall, when the votes were in this year the overwhelming winner was ……. KATY THOMPSON!

On hand to present the trophy was Peter Sargeant, who had originally commissioned the award. This is a magnificent bronze sculpture modelled on the late Tony Morgan Tipp’s Plus 8 at speed, however, Katy was at home in Derbyshire! By the wonders of modern technology, Andrew called up his wife via a laptop, and a virtual presentation went ahead. Peter read out a selection of the many fulsome praises given by the drivers, and checked that a large bunch of flowers had arrived safely that morning. Long and loud was the applause that followed the ceremony, demonstrating the affection, oneand-all had for her. Such nice people, Morgan folk.

Nepotism is alive and well in the Challenge, as a certain Chris Thompson takes over the reins of Organiser. I wonder if he will get a bunch of flowers next year?

The impressive Tony Morgan Tipp, Trophy

The Chairman, makes the virtual presentation to a distant Katy

Peter Sargeant, tells Katy. We will miss you

TAKING CORNERS

e Monaco Historic Grand Prix takes place every two years and gives the opportunity to experience the unique atmosphere of a race meeting at this famous principality without the expense and crowding of the Grand Prix proper.

Ihave been lucky enough to visit the Historic Grand Prix on several occasions and I thought that it might be an idea to share my experience with you.

Trying to park a car in Monaco is just about impossible, therefore most people arrive for the Monaco Historic Grand Prix by train, whether you are traveling from Nice direction or Italy direction the train ride is spectacular as it runs along the coast, popping in and out of tunnels punctuated with superb coastal views.

You will arrive at Monaco station which is underground and the ceiling above you is a mass of sparkling lights, as you step from the train, look for large red signs hanging above the platforms, these will direct you to the shortest route to your chosen grandstand (signified by a le er)

Currently, on the Friday, access to grandstands is free, this is the ideal day to try out the different viewing spots, red signs, similar to the ones in the station are in abundance throughout the town so its fairly easy to

WORDS & PHOTOGRAPHY Peter Olley of Tripos Media

Monaco Railway Station look out for red signs directing you to the various grandstands

navigate from one grandstand to another. Let’s take a trip around the circuit, picking out the grandstands as we go. ere are one or two VIP grandstands that I have not visited or included in this description.

G NDSTANDS A AND A1 “ST. DEVOTE”

Either side of the circuit at the first corner a er the start, these are quite small grandstands and viewing although very close to the circuit is quite limited to a very short stretch of road, however it can be a very exciting corner

as overtaking manoeuvres are being a empted and a le hand bend to negotiate, there is also a frequently used escape road area directly in front of St. Devote chapel. From here, the cars will go up the remarkably steep hill toward the Casino. Photography with a standard 50mm lens at St Devote would be quite adequate and I would not recommend a lens much bigger than 150mm simply because you are so close.

St Devote, first corner a er the start, the cars then climb the hill to the casino

G NDSTAND B “CASINO SQUARE”

With a backdrop of splendid buildings, the cars travel from right to le , I personally was surprised how slow the cars went through this section making photography easier and I think you could easily go up to a 250mm lens in this section. Casino Square is situated very close to the Railway Station, making access easy. is grandstand also benefits from provision of a large TV screen to allow you to follow the racing.

G NDSTAND C “PORTIER”

Where the cars disappear, turning right into the tunnel, it’s a rather slow section and only a very small grandstand, again due to your proximity to the circuit a standard 50mm lens would be adequate.

G NDSTAND K 1 TO K8 “TABAC”

is is my preferred grandstand, K1 is the nearest to the tunnel and K8 is closer to the swimming pool section. From K1 you can see the cars exit the chicane a er the tunnel and run down alongside the harbour to take the le hand bend in front of you know as Tabac (formerly the site of a tobacconist shop). It’s probably one of only two spots on the circuit where you could use a large lens of up to 400mm.

is viewing point also has the provision of an excellent large TV screen set high in the air allowing you to follow the racing around the circuit.

You, as the viewing public are facing straight into the harbour where all the large yachts are moored up with their sterns facing you, so when there is an interval between races you have a great opportunity to “people watch” and spot a celebrity or two so perhaps take some binoculars with you.

Casino Square, much slower than I expected

Tabac Corner, the cars run alongside the harbour before taking the le hander

MONACO HISTORIC GRAND PRIX

A busy shot, the lower car is entering the swimming pool area and above that you can see the hill going up om St Devote toward the casino. Taken om Grandstand “O”

G NDSTANDS L, N, O & P

“SWIMMING POOL AREA”

ese 3 grandstands are next to each other and are surprisingly steep to climb in my experience., You sit with your back to the sea in these grandstands and look out over the swimming pool area, it can get a li le chilly on your back and legs if the wind gets up coming off the sea. is grandstand also has a TV screen in front of you situated near the swimming pool. A large camera lens of up to 400mm would be suitable for these grandstands. Access to these grandstands is via a foot bridge

Grandstand L is on the inside of the circuit which gives you a view of the cars coming toward you from

e main Pits which are a permanent structure

“Tabac” and coming around the swimming pool. A smaller lens for this area would be be er I suggest up to 250mm.

G NDSTAND T “ SCASSE”

is allows you to see the exit from the swimming pool and also gives you a good view of the pits, it should be noted that this is the only covered grandstand on the circuit. For pictures taken of pit action a lens of up to 300mm would suffice but a shorter lens would be required to get the cars exiting the swimming pool. To access this grandstand you have to cross the circuit via a small footbridge.

From this viewpoint you will see cars peeling off from the circuit and into the pits, if they are still on their lap they will be heading for the start / finish straight, cars are very slow in this area and photography is pre y difficult due to the compactness and small size of the grandstand. at comprises a lap of Monaco, it should be noted that ONLY grandstand T is covered and its not unusual to have a rain shower come inland from the sea or possibly off the top of the mountains that form a backdrop to the principality, so I would suggest you pack some weather protection, these rain showers can be very heavy if sometimes short lived.

I found that food and drink is available all over the town and prices are not too bad and comparable to other large sporting events, from my normal viewing area in K1, food and drink vendors are literally at the back of the grandstand and also the provision of ample toilet facilities.

e Monaco Historic Grand Prix a racts an awful lot of English, people, I would estimate that at least 60 percent are from the UK which helps to make it a very friendly racing circuit to visit. Commentary is done in 4 different languages, French. Italian, German, and English with commentators swapping ever 4 or 5 minutes.

You can visit the paddock by showing your

G NDSTAND V “ANTHONY NOGHES”

A Pre war Auto Union along the harbour section

Monaco is no place to get it wrong

grandstand ticket, but not the pits themselves without a special pass, the pits will normally house the fastest category of the weekends racing cars, but this really doesn’t detract from the magnificent display of the rest of the events entry within the paddock.

It is quite a walk to get into the paddock situated just off of Rascasse corner but access involves walking past the rear of a lot of buildings, it also involves quite lot of steps, I’m sure there must be provision for people with mobility difficulties and it would be well worth contacting the ACM (Automobile Club De Monaco) who, are extremely helpful and are happy to converse in English.

Its well worth taking a camera with you on a tour of

Within the paddock one get up very close to the cars and the crews all seem happy to chat

the paddock where again a standard 50mm lens would be most sufficient e price of a weekend ticket is cheaper that the Silverstone Classic and at the time of writing it’s totally free on the Friday. Of course, you have to take into account travel to France and Accommodation, I would suggest arrive a day or two early and leave a day or two a er the event and make a short holiday out of it. If you fly into and out of Nice, try and book a daytime flight as the views from the plane are magnificent as you fly along the coast before landing and similarly during take -off. Perhaps, when the next Historic Grand Prix takes place in 2024, we might bump into each other.

IN THE COCKPIT

Geoff Moreton eoff

What are you driving?

It’s a 2013 Sigma engined 4/4. I bought it new, and was able to watch it in build which was a wonderful experience.

Is it your first Morgan?

No, it’s my fourth one. I’ve had two 4/4s, the first one was a 1976

model, and a Rover engined Plus Four. I prefer the 4/4.

Is this one your favourite? Have you regretted selling an older one?

Not really but if you could get a new old one, so to speak, I’d prefer that to be honest, a carburettor

one. But this is nice!

Have you had any other sports cars?

Yes I had MGs, a Spitfire and a TR7. The Morgans were always aspirational. They asked me why I wanted a red one. Well the answer was simple, my pedal car was red! It was nothing special, but I’ll always remember the number. It was RMS 123 because I got it from my cousin.

What has been your most memorable Morgan Moment?

Oh every time I drive up to Skye, it’s such a wonderful place. I used to go on the ferry before the bridge was built. But no its such an easy drive. I’ve been to Devon too, but Skye is the place for me.

PITCH PROWLER

e Plus 8 has always been one of MOG’s favourites but to find this vehicle at Berrybrook Morgan was like finding a needle in the proverbial haystack.

finding a the proverbial haystack.

run of these wonderful 2018

As Morgan finished the final run of these wonderful machines in 2018 they produced a 50th Anniversary edition with an unbelievable specification, this one number 23 of 50 with yes just 170 miles on the clock. This is a UK car, righthand drive and all duty paid that was only recently registered as its former keeper lived abroad and had it in his private collection to look at but never to drive. (What a waste in our opinion a Morgan as we all know is for driving)

The 50 where all sold within hours and given the specification it was no surprise, as this special edition was the last of the Plus 8’s with no more ever to be built. To say this was a car to be collected is an understatement and to find one now with delivery mileage on it is simply unbelievable.

Finished in Metallic British Racing Green with a matching mohair roof and black hide this is simply one of the most beautiful colour combinations Morgan have ever created. The matte finished walnut dashboard is something we at MOG have not seen before but wow we love it, but more than anything the burble from the BMW 4.8 V8 with the hood down is the sound we should all associate with these very special cars.

The specification list of this vehicle is to say the least comprehensive but includes :

4.8L BMW V8 Naturally aspirated 6 Speed Automatic Gearbox 18 inch 50th Anniversary Plus 8 Deep Dish Alloys

White coloured brake calipers

Twin ceramic heat treated exhausts

Body coloured spotlights

Additional bonnet louvres

Leather bonnet strap

Black Mesh grill with No 8 on it

Front and rear yellow covered towing eyes

Comes complete with the numbered 23/50 Christopher Ward wristwatch that was issued with the car

OWN THIS CAR

You will never get a chance to buy another one of these and with delivery mileage only, So we strongly suggest if you want it, best stop reading now and ring the team at Berrybrook on 01392 833301 to get your deposit down and organise delivery, if your quick it would be a rather lovely Christmas present for yourself.

LIVING WITH A PLUS FOUR

With all thoughts of the brake recall vanishing into history, TOKty has steadily been clocking up the miles. She’s even become friendly with a cousin of similar age who has the quaint old habit of running around topless most for the time. Though an incredibly stylish car, she would appear to just carry the all too familiar sobriquet of “MOG”.

WORDS & PHOTOGRAPHY Nigel Bradford

o long trips for me this month, just loads of local ones. One trip in particular was a bit spur of the moment, and a most welcome surprise, a visit to the classic a car gathering at Barton Court in Colwall. These informal gatherings have been running since March on the last Thursday of every month and attract some wonderful local cars. I had heard that Morgans of all ages are welcome, and this proved to be true. James and Linda, the new owners, of Barton Court are developing the building and grounds as a wedding venue and meeting centre and their informal car gatherings are just part of that plan. It certainly is a lovely spot.

Of course my regular spot for a catch up is the Morgan Experience Centre Café, and I must say that the seasonal hot drinks on offer at the moment do not disappoint and are far more imaginative than the offerings at your local chain coffee shop. As chance would have it, the day Ian Smith and I had set aide for lunch coincided with the announcement of the new “Plus” improvements for the 2023 Plus Six and Plus Four. So both of us were excited to be visiting the Factory that day. But we were to be disappointed as none were on show as they were all “still away on the photo shoot”. So I haven’t any exclusive pics for you,

but we have printed all of the relevant Press Release in our News section this month. It’s funny how Morgan still can’t quite shake of the concept of twin pillars!

The car has been trouble free, but I have developed a little technique to save embarrassing delays on the petrol forecourt. Yes, it once took me twenty minutes to remove the filler cap from the hole. ASI am sure you have all realised, the large racing fuel flap is just cosmetic and beneath it lies a standard cap. This cap has a little wire strop to stop you losing it. But this wire can cause the cap to jam in place, so now I always ensure the ring on the cap stays at the top of the wire loop as I replace the cap, thus each time I subsequently remove the cap it

has opened with ease.

My last trip of the month was to the annual Drivers’ meeting for the Morgan Challenge at Brownsover Hall near Rugby, this was followed by a splendid lunch and provided yet another lovely photo backdrop. (Bob Bull’s report appears elsewhere in this edition.) It was lovely to be still driving on salt free motorways at the end of November, but I could have done without the usual Saturday morning stop start on the M42. Which brings me onto another auto-box driving tip; do remember to put the car in neutral when there is more stop than start, but leaving the car in neutral when the traffic starts to move again can cause embarrassment!

DAWN TILL DUSK

Well what has been happening now the race session has finished. Well that would be car preparation for next year and more seat time for Richard and Molly (No 5). But

before all of that…. We (that is the royal we) had a disaster with the garage door! All I can say I should not ask Lady-Break-A-Lot to go into the garage, unsupervised.

I had put the key in the lock as

we were moving Morgans about to get the next one on the ramp that meant careful manoeuvring as usual. So M’ Lady was helping, as she is quicker than me. (I think it is the short legs and hairy feet, she

Dawn braking

just seems to have more traction!).

So, with them ready in line M’Lady headed to open the garage, she turned the key and tried the handle… it was still locked! So as we all would, she turned the key

again, tried the handle and the door was still very much locked.

This was head scratch time, so she decided to remove the key and at that point the answer to the problem showed itself. The lock was

a lever type, so what she ended up with was just the shank part. The bit that actual fits in the lock had broken clean off. This is not what you ever want to happen.

After more head scratching and

a session of breaking and entering (and swearing!) we finally got into the garage for another day of repairing and setting up Morgan suspension.

The month has also seen me getting up when it was still dark to take No 5 to Bedford Aerodrome for Richard Fearn to have some lessons with Adriano Medeiros, a very talented racing driver and instructor. You have to be ‘talented’ to get Richard to do what you want him to do!

The day was cold but sunny and with any airfield it is always has a breeze so it was keep moving to

stay warm as Adriano took Richard out first for the warm up and to see how the track was performing. Even though the sun was out the track temperature did not get hot enough therefore it is normal to be slower than in the hight of summer as there is less traction.

The good thing about a cooler track is it is all about technique and learning to feel the car. The data and graphs that are stored in the VBox during the session mean that the driver cannot lie as we can read all the Telemetry Data after a session. It shows all the corner braking points, letting the brake off

and re-applying, the actual G-force through the corner, on the power etc and it pays it all against the track layout so you can see everything. I almost sound like I know what I am saying, well Adriano is a good teacher and also gives advice to the preparers/mechanics/engineers as well as the driver.

At the end of the day it was time for packing up as the sun set and we left with the headlights on back to home, before a another day of unpacking before tinkering with more Morgans. And hopefully a fully working lock on the garage…. I had left her for a day unsupervised!

THE CLASSIC (MORGAN) MOTOR SHOW Fleet

am writing this coughing and sneezing after having picked up a stinking non-covid cold at the Classic Motor Show at the NEC over the weekend. I also picked up a few more tangible goodies which I managed to hide in the garage before they were discovered. Being of Yorkshire persuasion, I cannot

resist a bargain, the best of which was a small plastic ride-on yellow digger for No.2 grandson at £10 –BARGAIN!!!

The show was back to its former glory this year and was thronged with visitors on all three days. The MSCC had ten cars on display ranging from a 1936 Aero Supersports to one of the latest

+4s. We also had a lovely green 4/4 belonging to Sarah who took over custody of it from her dad Michael who died almost a year ago. Michael and brother-in-law Malcolm were frequent visitors to the stand and displayed their cars on several occasions. It was great to see Sarah carrying on this family tradition with such enthusiasm.

She also reduced the average age of volunteers on the stand by several decades.

e educational objectives of the club must be succeeding as the comments about “wooded chassis” and “kit cars” were much fewer this year. e show is becoming more international as we had visitors from all over the world including the west

coat of the USA. Talking of west coasts, there were three Deaf visitors from the west of Ireland who were very surprised when I welcomed them and cha ed to them in signlanguage, all of us quickly adapting to the regional variations.

Naturally, amongst the usual high calibre of visitor, we do sometimes encounter the riff-raff, especially in

the case of one unkempt bearded gentleman who had the nerve to tell me that he wanted five pages from me in MOG this month. Great to catch up with you Nigel a er so long. Many of those coming to the stand appreciated the friendliness they found there and were surprised that they and their children were actually allowed to sit in at least one

of the cars. I enjoy my car and part of that is sharing that enjoyment with others. It demonstrated the difference between Morgan custodians and other marques who do not allow people anywhere near their cars – they are missing out so much. All the cars on the stand were much admired, but we were fortunate to have TOK 258 on the stand and we are grateful to

Keith Ahlers and Billy Bellenger for facilitating this. It was the icing on a very tasty cake.

e trade stands were very interesting and it was possible to buy anything from a supercar of six figures or more to a stainless steel bolt. I managed to stock up on cleaning products as well as sourcing a new set of rear leaf springs with anti-tramp device to

try to support my sagging rear end. Frequent visits over the three days to the Crusty Pie Company did nothing to help my own sagging rear end, although I earned Brownie points by bringing home three large slabs of Bakewell slice.

Over the years I have come to know people who are regulars on the other club stands and it is a great pleasure to renew acquaintances

again from previous years. I now know folks from the Bond Bug club, the Bristol Owners Club and particularly George from the Aston Martin Owners` Club with whom the banter and friendly insults continue from year to year.

Nigel asked me to take a retrospective look at some of the previous Classic Motor Shows I have a ended, so here goes.

In 2009, before I even had a Morgan, I joined the MSCC and volunteered to do a couple of hours on the club stand, which involved encountering a very steep learning curve. I enjoyed it so much that

I spent most of my time on the stand and did not see very much of the show at all. e following year, I had a phone call from the then organiser, Dave Sapp, asking

would I be prepared to take along my two week-old 4/4 Sport to go next to his 1936 4/4 so that people could compare the two versions of the same model and colour, but with many decades between them. I was thrilled to do so and had a fantastic weekend meeting many club members who have since become friends. At the end of the show, Dave announced that he was

2015 Our old family car

no longer able to carry on as organiser and asked another member to take over, asking me could I help the said member with this. e reply was affirmative but a couple of months later the organiser opened his own business and so the roles were reversed and I became organiser with him assisting. Another very steep learning curve!

I have now organised eleven stands at CMS for the club and have enjoyed doing so. ere have been many memorable times including a request to visit our stand by one certain Sir Stirling Moss who wanted to see the 1936 Aero Supersport – what an amazing gentleman he was. We have welcomed young and old, the rich and poor with no distinction between them. We have been privileged to have some amazing cars on the stand, TOK, SLR, +4+, SP1 and so on. Another story to end with involves the time when we celebrated Women In Morgans and had Leigh Sebba/ Tamsin Doyle`s flat rad on the stand which had been raced by Prudence Fawce at Le Mans. ere was a large photo of Prudence on display. Two gentlemen from the Buga i stand came over and showed great interest in this car and when I enquired about their obvious interest they told me that when they were children, this had been their family car and then pointed at the photo of Prudence and told me that she was their mother.

e show is full of surprises, none more so than our usual clash with the Comic Con show in another hall which comprises young people in all sorts of weird and wonderful costumes. ey almost make Morgan owners look normal by comparison.

Off to get my feet up now. Oh – I nearly forgot – Merry Christmas to all our readers and hoping for a fantastic 2023.

Readers may recall that earlier this year we opened our new safari business in Namibia. We offer safari drives to see the rare and elusive Desert-Adapted Elephants in the arid Twyfelfontein region of Namibia, where these magnificent elephants roam free in the dry river valleys. However, elephants are not the only large beasts from the past to be found in this region. Visiting Namibia on a regular basis, as we now do, quite

to our surprise and pleasure, the vast majority of roadside cafes or tea shops for some reason as yet unclear seem to pride themselves in collecting and displaying rusty wrecks of mainly American cars !

The obvious question is “Where did they all come from ?”... and “Why American ?”. To be honest we have no idea, and nor have we any idea as to why these roadside venues with their pretty gardens, little oases in the desert, ever decided to collect and

display rusty wrecks and to see them as attractions as opposed to scrap and junk. Imagine here in the UK, your favourite coffee shop or tea room displaying scrap cars outside....would it draw you in for a slice of lemon drizzle cake and a mug of tea ? I think not. Somehow, however, it seems to work in Namibia.

The locals even refer to them now as “sculptures”... red brown rusty sculptures ! Well, the saying goes that “art is in the eye of the beholder”...

perhaps so. Indeed one particular and more intact vehicle outside one of the tea shops that we frequented on our travels reminded me of the bizarre American car / sculpture on display in Figueres, Spain, at Salvador Dali’s Gallery or Theatre as it is known. If you’ve ever been there you will know what I mean...to be found in the inner courtyard is a black Cadillac with manequins, and plants growing inside and a regular internal rain shower ...entitled “The Rainy Taxi”. No rain

here in the Namibian desert... but the sentiment is shared.

It is interesting to stop off at these coffee shops / tea rooms...not least as they are frequently several hours of driving apart from one another... Namibia being a vast country and so sparsely populated. They all seem to be competing with each other as to which offers the “best of”...the “best coffee in Namibia”... the “best apple strudel”... the “best apple pie”... the “best home made ____? You name

it. It is a joy to stop off and sample the treats on offer whilst escaping the heat of the day and enjoy the shade of the attractive gardens... and to use the facilities !

The majority of the wrecks are rusty and in bits...sometimes just the shell surviving. It is sometimes difficult to establish the exact marque or model as so much of the original vehicle has perished. However, when you can decipher a brand then magical memories are evoked..

such as “Cadillac”. “Chevrolet”, “Ford”, “GMC”... and my favourite, “Studebaker”, named after the founding family of German origin who interestingly first entered the automobile manufacturing business in 1902, some 120 years ahead of their time, with an all electric vehicle.

Many of the wrecks provide a safe home for various wildlife...not least the Ground Squirrels that become quite tame and seek out scraps of food that tourists might be kind enough to leave, and in return they happily pose for a photo ! Sometimes the chrome survives and of course in such an environment it is not salt that is the enemy but rather the searing heat and the wind blown sand which results in the wrecks been stripped of their paintwork. They have a curiously magnetic charm! Sometimes the chrome bumpers, or “fenders” are used as decorative

fencing. Quite bizarre.

We plan to open a restaurant alongside our safari drive office and campsite some time next year. I am unsure as yet whether our frontage will be decorated with rusty red wrecks of American cars to lure customers to stop...indeed I understand that they are becoming ever harder to find (rusty old cars that is and not customers!). I have seen them referred to as “rusty gold”, and “Rust in Peace” is a local motto. However I am thinking that perhaps sculptures of elephants will be more appropriate for us.

On a final note, I did some investigation as to how these American icons came to be in Namibia. Namibia (formally Southwest Africa) used to be a German colony. After the First World War it became part of South Africa. In the years that followed, the South

Africans are said to have imported many cars from America into the country. When these beasts stopped running, most of the time they were just left where they had collapsed and died. Due to the vast distances involved and poor terrain / roads, it was not worth recovering them. They simply merged into the landscape over time. The climate patinated them, and then more recently they have gathered a following and become desirable collectors items. Farmers were once offered a beer in return for a wreck. Expect to pay a little more now, and the rest, as they say, is history.

P.S. Not a rusty wreck of a Morgan to be seen thank goodness !

If visiting Namibia, please call by our office. Mention MOG Magazine... we shall be especially delighted to welcome you.

Visit: www.desertelephants.com

MAKING CONNECTIONS NOTES ON DEALING WITH WIRING ON OLDER CARS.

Iwill start by apologising to those who thought this might be about improving their position in society. Although, as we all know, owning and running older cars is a wonderful way to make friends from all walks of life, and breaks down most of the traditional class barriers.

To keep older cars alive, we have to make them both safe and reliable, and the two are more connected than you might suppose. A car that has unreliable electrics can be unpredictable, and perhaps prone to stopping or slowing in unexpected places. This generates a hazard to all road users in the vicinity. Also, making older cars safe to use in modern road conditions can involve adding new equipment, or updating existing equipment, and how we do this can greatly affect the reliability of our cars.

TAKE NOTHING FOR GRANTED.

In a lifetime spanning many generations, most cars will have been subjected to the attentions of a lot of different, and (mostly) well-meaning hands. This can lead to some surprises. A wire which starts out as one colour as it makes its way through the car, may be a different colour when it

arrives at its destination. This is just one example of the sort of pragmatism that was often necessary, especially during the years when our treasured classic or vintage car was worth very little. Using a test light to check which wires are live and which are earth makes life easier, and checking that a wire with live going in at one end has a live coming out at the other is a useful check to make as a matter of course. Finding a good earth wire is less straightforward, because, and this can be a very important point, a wire which is a live wire in your diagram will become an earth wire when the power is removed. This is because one end of it is attached to something (like a bulb) which is earthed. This is something you can turn to your advantage, and car makers often do, but you need to be aware of it, or be condemned to spend a lot of time scratching your head. Another thing you should never take for granted is that the bulb or other electrical item you have just installed, and which does not work, is clearly faulty. It might be, but not only will you waste quite a lot of your time if you are wrong, but you will waste other people’s time as well, and may have to repeat the process endlessly before you solve the problem. Using a simple

WORDS & PHOTOGRAPHY Gil Keane

double-check method will help. If you are fitting a pair of bulbs, for example and one works fine but one doesn’t, swap them over. If the problem moves with the bulb, then you have a duff bulb. Or try the stubborn one on a battery or charger. If it works fine then, the problem is on the car, not the bulb. At times like this, it is worth remembering that things that draw a lot of current will often work fine in spite of poor connections. Things that draw very little will not, and that includes LEDs and most other electronic items. Another thing to know, is that totally different technologies (surprise!) work totally differently. If you say out loud “It must be the bulb because my old one works fine in there”, then you will hear a totally illogical statement, and there is a future for you in American politics. LEDs, for example, are so efficient because they are incredibly sensitive, and so react in a big way to tiny amounts of current. The bad news is that delicate things are easily destroyed. Not so many years ago, any LED device would have one shot at life, but if you connected it wrongly, it would die instantly and expensively. These days, we can design in miniaturised protection circuits that make them a lot more durable, but can lead to confusion. They need, for example, to be protected from spikes of voltage and reverse polarity, and if they encounter these, an internal “switch” will turn them off to protect the internals. So far, so good, but imagine that you have a car where the rear tail lights and the rear number plate light are all on one power line, daisy-chain fashion. Number plate lights are often vulnerable to damage or corrosion and often get taken apart for cleaning or to get replaced.

They don’t always have the connections put back the same way around, and because a filament bulb will work either way, it won’t show. But your LED bulbs will detect this and may well go into “protect mode”. At this point, saying that the LED bulbs are hopeless and your own bulbs worked fine won’t fix the problem, but checking, and if necessary, correcting the reverse polarity will. And you will also be able to wear a slightly smug smile when you describe your adventure to fellow enthusiasts.

THINK AHEAD

When we add extra features to older cars, that invariably means running new and extra wires, often from front to rear. We will know that we need one, or perhaps two wires to achieve our goal, but what we cannot know is what the future holds. Part of our existing wiring loom could become damaged, or something that we had never considered may become either desirable or mandatory. For example, it has been possible for some time that red rear foglights might become compulsory for all cars of all ages. Instead of running the bare minimum of wires for the immediate need, consider running some black sheathed towbar multi-core wiring. That way, you can complete the job in hand and have spare wires in place for whatever needs may arise in the coming years.

JOINING THINGS TOGETHER

When joining wires together, or when connecting wires to various switches or other equipment, a couple of minutes considering the best way is time well spent.

For example, most electrical equipment on early cars relied on you poking a bared wire into a screw terminal block. Now if you picture this in your head, and move into to a close up view, you are putting a multi-strand, soft, copper wire into a confined space, and then you are crushing it with a metal screw, which, just to ensure maximum damage, is being rotated. You won’t need the most fertile imagination to see how this is not ideal, and to understand why, when that wire is being bounced around by the suspension, wires sometimes break. If you have to use a screw terminal connector, you can slip a bootlace terminal over the end of the wire first. These can be crimped or soldered into position, or you can just hold it there until the screw locks it into position. That joint will stay good for decades. I mentioned solder a moment ago. This is a wonderful process, but only when done properly and in appropriate circumstances. In that order, when you are soldering, the correct technique is to melt a small amount of solder onto the tip of the iron, but this is only there to allow better heat transfer to the wire you want to solder. Then, you touch the tip of your solder to the wire, not the iron. When the temperature is right, it will melt into the wire and make a good joint. Otherwise, the solder will sit on the surface, looking good, but doing very little. That is known as a “dry joint”. When might soldering be inappropriate? Well one example is where you should really “prove” a circuit to ensure that you have everything connected correctly, before making it permanent. You could make temporary connections using scotchlocks or similar, and then make it a more durable job. Another time when soldering might be unwise is when the heat could cause a problem to nearby items and you can’t isolate those items. Finally, if a wire is likely to be bouncing up and down as you drive, and you

tinned the end and then put it into a connector, you will have a rigid section, which suddenly becomes flexible, and the movement will be like you breaking a green twig, with the same eventual result. Either secure the wire fully, or don’t use solder. A soldered joint with heat-shrink tubing over it always looks neat, but please remember that heat-shrink is not waterproof unless you use the gluefilled variety, which is ideal for exposed areas.

MYTHS

If you are connecting wires in difficult to access places, like behind the dash, as long as you are working in an area which is not going to be subjected to moist conditions, there is nothing wrong with using the dreaded scotchlocks. These gained a bad reputation decades ago in the car alarm boom of the 80s, mainly because bad auto electricians, (or often fitters with no training) used them to cut fitting times and used them in places where they were exposed and they went rusty and caused problems. However, the initial design logic holds good. They enable you to try out a circuit and then change it, (as when you remove it, the insulation will self-heal), and to connect onto wires without cutting them. They also allow you to work in spaces that would otherwise be impossible with major dismantling. There are also small lever-arm multi connectors that are a godsend, especially when working with very thin wires, and can be permanent, or just to try out circuits. These might be frowned on by traditionalists, but if they are out of sight, and the do the job, where is the problem?

Gil Keane, The 4Sight Lighting Co. www.bettercarlighting.co.uk enquiries@bettercarlighting.co.uk

TFJ737 REUNION

What is it about some cars that can really get under the skin, into the heart and soul of a true petrol head? One car that has done this to a number of people during its sixty-six year history is a 1956 Morgan 4/4, Vin A222, registered TFJ737 on the 8th of September 1956 in Exeter to Mr Peter Chilton.

WORDS & PHOTOGRAPHY Paul Bracey

In the fi ies Peter was working for Standfield and White garages on Honiton Road, Exeter, a Rootes Group distributor of Humber, Hillman and Sunbeam cars as well as Commer and Karrier commercial vehicles. Peter was working as a commercial vehicle salesman at the time. A er scrimping and saving, the order for the Morgan was placed with the Morgan factory through Standfield and White. Peter recalls that he was able to obtain a trade discount that way. On the 10th of September 1956 Peter and a friend drove up from Exeter to Malvern to collect TFJ. e records at the factory shows Vin A222 to be a two seater, finished in Pearl Grey (white), paid for and dispatched

10th September to Standfield and White in Exeter. During his time with TFJ, Peter was an active member of the Exeter Motor club and enjoyed competing in club events such as road rallies and auto tests and was rather competitive winning several cups with the Morgan. One of his more memorable trips with TFJ towards the end of his ownership was with his new wife Rosemary on their honeymoon. Peter kept the car for approximately three years, passing the vehicle on to C P Talbot from Linton near Burton Upon Trent on the 27th of July 1959. Nothing is known about TFJ’s history during C P Talbot’s ownership but the original log book shows the car was registered to him from the 27th of July 1959

Mike and Paul Bracey with TFJ 737

until the 6th of June 1969 when the registered keeper is listed as being a John Edward Talbot in West Harptree, Somerset, probably a relative. John’s time with TFJ appears to have been very short, as the log book shows that on the 27th of February 1970 the next registered keeper to be my Dad, Michael Bracey of Chew Stoke.

Dad told me that when he first saw the new Morgans that look like the ones we know and love today, at the 1956 Earls Court Motor Show, he had to have one. Dad worked alongside Mum and my Grandfather in e Garage in Chew Stoke. One evening John called into the garage for some fuel in TFJ, he and Dad got cha ing, and it became apparent that John was looking to sell TFJ. Dad said he was interested in the car, so John le it

TFJ 737 near Chew Valley Lake

An old album photo of TFJ in Alfa Romeo Yellow

Old family photo of Peter in TFJ circa 1956

Advert for Standfield and White dated 1961

Another picture of Rosemary on her honeymoon with TFJ

with us for approval. TFJ was rather tired by now, a little scruffy having suffered some minor accident damage to the rear and mechanically well worn. I remember the first trip out in the car, a cold February afternoon, hood up, Mum and Dad in the front, my sister Caroline and I sat in the rather small luggage space in the back behind the bench seat.

Dad set about stripping the damaged rear panel and the rear wings from the car and a good friend and cabinet maker John Haynes rebuilt the damaged timber frame in the rear of the car. Dad then made a new rear panel and fitted it to the car. He then painted it Alfa Romeo yellow. The same colour as the first CX platform Plus Four I saw. The flat head side valve Ford engine and three

speed gearbox were well worn. He happened to have a 1200cc pre crossflow Ford engine lying around that had a big valve head and a wild cam in it, attached to a four-speed Ford gearbox, so that went into the car for a while. It proved to be rather quick and very Revy, but as it only had a three main bearing crankshaft , was rather prone to wearing out big end and main bearings, so the engine was replaced with a 1500cc GT Cortina engine fitted with twin SU carburettors. This proved to be very reliable and is still in the car today.

Just before Dad retired in the early 1990’s, Toby who worked for Dad, was at a bit of a loose end one afternoon and when Dad went through to the workshop to see what he was up to, he found TFJ to be stripped of all of

the body panels, Toby said, “Well, you said you would like a red Morgan, so I decided to repaint it for you,” and so he did. It is still red today. TFJ really got under Dad’s skin and into his heart. During that time he hill climbed it at Wiscombe Park near Honiton, sprinted it, trialled it, road rallied it and competed in gymkhana and autotest events in it with the Bristol Motor Cycle and Light Car Club. It was used to go into Bristol on numerous occasions to do a morning parts run for the garage, this was in the days before dealers and motor factors delivered parts.

Dad was Bosun at Chew Valley Lake Sailing club for many years, so a tow bar was fi ed to TFJ to tow safety

boats between the sailing club and home, where Dad would carry out repairs to safety boats. TFJ proved to be a very versatile car and was much loved and by all of the Bracey family. Dad had loads of fun with TFJ, and o en said it was the best £100.00 he ever spent.

Dad passed away on the 27th of September 2019, had he lived for another few months, he would have owned TFJ737 for fi y years. e last car Dad drove before he passed away was TFJ. On his passing, my sister Caroline inherited TFJ. By now it was in need of yet more TLC.

My day job is the senior technician at Revolutions, the Morgan dealership in Perth, Scotland, owned by Russell Paterson and his son Elliot, both very successful

Paul and Mike Bracey in TFJ 737

Paul Bracey with sister Caroline Bullen, Peter Chilton behind the wheel of TFJ 737 a er 63 years

An old photo of Mike and Mary Bracey lapping Castle Combe race circuit in 2011 as part of the Bristol Motor Cycle and Light Car Club centenary event

championship winning Morgan racers . I spend my days servicing, repairing, carrying out body repairs, restorations, and building and preparing racing Morgans for customers and the Patersons. At the weekends, I travel all over England, and occasionally over to Europe, doing race support at MSCC Morgan challenge events.

is has meant that when visiting Mum in Somerset the boot of my car would be half full of Morgan parts and tools for my busman’s holidays working on TFJ to get it up to a roadworthy standard; renewing the brake and clutch hydraulics, having the front brake shoes relined, replacing the fibre board panel under the fuel tank, that had turned to dust when I tapped it, with nice solid

treated boards and having my good friend Darren at New Elms Morgan supply and fit new king pin bushes and king pins for the front stub axles and then handing me the reamer to ream the bushes out to take the new king pins. anks Darren.

By the end of March this year the car was ready to be road tested by Caroline.

Despite the car having been in the family for over fi y years by now, and Caroline having had a driving licence for more years than she would probably care to remember, she had never driven the Morgan. I thought that this could be the first and last time that she drove the car. We drove down to the nearest petrol station,

Rosemary, Peter, Dave and Jane with a Morgan on Jane and Dave’s wedding day 2007

Peter being reunited with TFJ 737 by Caroline Bullen a er sixty-three years

L-R Caroline, Carol, Peter, Jane and My Son Ma pictured with TFJ

about five miles, I did have to remind her a couple of times that the Morgan is not fitted with self-cancelling indicators! You cancel them yourself. After the refuel, we did a lap of Chew Valley Lake in the spring sunshine. Caroline really enjoyed her first drive in the Morgan. It was at this point I advised her that as the car has had very little use in the last ten years, things will go wrong, and that she would have to fix them herself. Within a few weeks the carburettors began to leak fuel and need new seals and the car got a little hot in August when the temperature rose to around thirty degrees C, so she had Simon at Sifab build a new aluminium radiator for the car. A section of exhaust has also had to be replaced. Other than that, the car is proving to be good fun and has been on many outings over the summer of 2022.

Having got the Morgan up together and enjoying using it, Caroline joined the Morgan Sports Car Club and hooked up with the Mendip Centre and has made many new friends along with her navigator and companion Doris the black Labrador, who also loves the Morgan. TFJ appears to have got under Caroline’s skin and into her heart and soul, another victim!

Peter, who bought TFJ new in 1956 has never forgotten his almost three year period with the car. Often talking to his three daughters, Carol, Jane and Sandra about his time with the car. Sandra lives in Australia, but Jane and Carol are closer to home, Jane living in Lancashire and Peter living with Carol and her family in Wiltshire. It was one of these conversations earlier this year that got Jane thinking, could the car still be around? A quick look on the DVLA vehicle check web site confirmed that TFJ737 was taxed. It is still out there somewhere, but where, and how could she find out?

Back in 2019, her neighbours David and Deb Hey bought their first Morgan, a 2016 4/4 Phantom edition from Williams Morgan, so Jane approached them and asked if they knew if there was any way that they knew of tracing the whereabouts of TFJ737. The obvious answer was the MSCC. David contacted Gill Bevan, membership secretary to find out if TFJ737 was registered with the club. As Caroline had recently joined the club and registered the car with the club, the car was found. After several emails had gone back and forth, and the relevant permissions were granted for contact details to be exchanged; Jane was put in touch with Caroline, and conversations started about our mutual connections to

TFJ737. Gradually, a plan was put together to reunite Peter with TFJ737, sixty-three years on from when he last saw it e date, Saturday the 8th of October 2022 at e Li on, a boutique hotel and pub in the village of Li on, near Wells in Somerset. Caroline had organised a breakfast meet there for the Mendip Centre of the MSCC. My son Ma and I made the trip down from Perth. is was an event we could not miss. Jane came down from Lancashire to stay at Carol’s for the weekend. Saturday dawned, bright, sunny and mild. It was going to be a good day.

Several Morgans turned up, one Plus Six, a couple of CX Plus Fours, a traditional Plus 4 and Caroline and Doris the Labrador in TFJ. A er introductions, Carol and Jane were introduced to TFJ for the first time, and Peter reunited with TFJ a er sixty-three years. It was a very memorable occasion. Peter’s big grin confirmed his happiness at si ing in the driving seat of TFJ. It obviously brought back a lot of happy memories of his time with TFJ and he couldn’t quite believe that he was back in his old car. He was extremely impressed that the car had been so well looked a er. is Morgan had le its mark on Peter, found its way under his skin and into his heart and soul, a bond that appears to have lasted a life time.

It made me think about my Dad. How he would have loved to still be with us and to have met Peter and his family and cha ed about their life and times with TFJ.

I thought it amazing that the original log book, issued sixty-six years ago, had been in our family for over fi y years and we were meeting the man that had registered the car originally. Just fantastic. A er a very enjoyable three plus hours, cha ing over breakfast and several coffees, it was time to go.

I found one of Peter’s final comments of the morning very amusing, “I preferred it white!!”

A few days later Carol and Peter were looking through a whole lot of pictures that had been exchanged between us all Peter said “ ere is something magical about them”. Morgans we presume. Who can argue with that?

I must thank the following people for making it possible to reunite Peter with TFJ, Jane for taking the time to check if TFJ was still around and making the trip down from Lancashire for the weekend.

David and Deb Hey for contacting MSCC.

Gill Bevan for being the go between.

Caroline for organising the breakfast meet of the Mendip Centre MSCC.

e team at the Li on for looking a er us all so well.

Carol for helping with this article, for the photos and stories of Peter and Rosemary’s time with TFJ.

I really enjoyed meeting Peter, Carol and Jane, It was a day I will always remember.

Hopefully friends for life, brought together by the magic of one special Morgan TFJ737.

Peters Daughters, Carol and Jane, Peter sat in TFJ

Rumblings From The Shed

There are sometimes problems with the Morgan engine bay layout as the starter motor or alternator can need some added heat protection to extend their life because of heat build up.

Today it’s the turn of master brake fluid reservoir that sits on top of the master cylinder next to the exhaust manifold. On quite a few Morgan models you may have a heatshield placed between the exhaust manifold down-pipes and the brake servo, Master cylinder and master cylinder reservoir unit as it “sticks out” from the bulkhead behind the brake pedal on Morgan’s.

What can happen is quite simple; the end of the brake reservoir over time becomes brittle or can melt

leading to brake fluid loss and that is not what you want happening. On this Morgan set up there is a separate Clutch Fluid reservoir located on the bulkhead, away from the Exhaust Manifold heat.

To overcome this problem, it’s

possible to retrofit a combined Clutch and Brake reservoir with 3 outlets. The Master Reservoir can fit where the Clutch Reservoir currently sits (or another location, the choice is yours) and then it plumbs directly from the Reservoir

Step 2

Step 3

Step 4

Step 5

Step 6

Step 7

Step 8

to the clutch Slave cylinder and the Brake Master Cylinder on the Brake Servo. Lets begin;

Step 1

Make a mounting plate to hold the new reservoir in you desired location.

Step 2

Suck out fluid from the Clutch Reservoir

Step 3

Suck out brake fluid from the Brake Reservoir

Step 4

Remove the “Spring pin” at the underneath the front of the Brake reservoir

Step 9

Step 5

Clean all debris & detritus from the Master Cylinder with brake cleaner, then gently prise the brake reservoir up and off the Master Cylinder

Step 6

Ensure that the Master cylinder reservoir seals are clean and free of damage

Step 7

Check the new 90° Elbows are clean of debris then lube with clean brake fluid

Step 8

Push the 90° Elbows into the Master Cylinder unit, facing the direction of pipe travel.

Step 11

Step 9. Remove the pipe from the clutch piston unit

Step 10

Undo the Clutch Reservoir retaining clip and remove the clutch reservoir and pipe

Step 11

Remove the retaining clip from the bulkhead. You may need assistance in the driver footwell as this is normal bolted in place as the Nut will be underneath the carpet. (We were lucky and could hold the nut in place without removing the carpet. Fingers were crossed!)

The install will be in next months article.

RACE OF REMEMBRANCE 2022 2022

e mist covered mountains of Snowdonia are a majestic backdrop to the home of Mission Motorsport’s Race of Remembrance. e race is an endurance event of twelve hours, that pauses on Sunday morning for a Remembrance Service including the two minute silence at 11 o’clock.

WORDS & PHOTOGRAPHY Nigel Bradford RD

For the past two years the race included Morgans, initially a privateer team of ClubSports and last year the works team of two CX platformed Plus Fours, all with some drivers drawn form the number of Mission Motorsport beneficiaries who compete in the race. Sadly this year there were no Morgan cars on the track, but there were still a number of “Morgan People” involved. Among them was Nick Wilson, Morgan Motor Company’s

new Chief of Staff, who this year was driving a Citroen C1 having driven a Morgan Plus 4 ClubSport last year. Another Morgan link was the Williams Automobiles Team who had entered one of those other quirky British sports cars with no roof, a rather fetching pink Caterham with an unspeakable nickname. Henry Williams himself was one of the drivers along with racing legend Calum Lockie who only a few days before had been driving the red Morgan Plus 4 SLR in Portugal.

Qualification had gone particularly well for the Williams team and they had qualified on the front row of the grid, second only to a “rather fast Lotus” on pole. What strange and unfamiliar excitement was this? Following the Morgans in previous Anglesey races had been all about the taking part, and helping Mission Motorsport beneficiaries as either drivers or support crew. This was all rather different.

This was the 9th Race of Remembrance at Trac Mon, the Anglesey Circuit. The race is the manifest personification of the charity’s trinity of aims; Race, Retrain, and Recover.

2012 in order to help those affected by military operations by engagement through sport, the charity recognised from the outset the astonishing inspirational and healing potential of sport. Motorsport is unique in that the disabled compete against the able bodied on a level playing field - there is no separate category for disability. Engineering allows us to adapt the vehicle, not the sport, and that leveller is a strong draw that the charity harnesses to help those who may be hard to reach - connecting them with amazing opportunities for second careers, beyond the military.

Launched at Thruxton Motor Circuit on 1st March

The Forces’ Motorsport Charity, whose motto is “Race Retrain Recover” is MoD’s competent authority for motor sport as a recovery activity, and is a Royal Foundation (the charitable trust of the Prince and Princess of Wales) and Endeavour Fund supported initiative.

The charity’s dedicated career managers have placed more than 200 Wounded, Injured and Sick service leavers into employment since the inaugural Invictus Games in September 2014. Over 2000 veterans have found work through the charity’s programs.

As a place where land, sea and sky all come so spectacularly together, Trac Mon is probably the perfect location with for this tri-service veterans race; its landscape is stunning, the the sea views with waves breaking on the rocky coast spectacular, and last but not least the sky is often a glorious blue. The site itself was a Royal Artillery training camp and some of the buildings are reassuringly familiar to anyone who has served. Not forgetting that RAF Valley is a close neighbour. The RAF station’s support has proved invaluable over the years, including providing accommodation for Beneficiaries and catering at the circuit. Indeed the combination of living on base, being back among people with similar experiences and having a structured and intense few

days were “just like being back in”. A welcome experience for some who for many reasons have found adjusting to Civvy Street hard.

Strip all the good works back though, and this is a hard endurance race, an unforgiving race that is all too rare in the world of 20 or 30 minute club races of the sort that MOG usually covers. Like the best endurance races it starts in mid afternoon and finishes 24 hours later. But unlike the usual sort of endurance races held in the summer with its 3pm start it has just over an hour of daylight in which to drive before the sun sets over the Irish Sea. It is no wonder that all drivers have to qualify

for night running with at least three laps on the dark, along with the usual daylight running.

All cars have to have their race numbers visible in the dark, and along with functional road lighting. Most of the faster cars have strong rally spots fitted and most cars have additional “decorative”lighting. The necklaces of lights racing round the dark track sometimes give away the shape of the car, sometimes not, but they all seem to break the old convention of no Christmas decorations up before Remembrance is over. No one here is complaining though.

The race started well for the Williams team and

shadowing them throughout the evening it becomes clear why endurance racing is particularly suited to former Service People. Of course there is the individual thrill and bravery of the drivers but then there are the pit stops, where the “military’ skills of discipline and drills are so important. Having said that, pit stops must be of at least four minutes and the Williams team achieved their last refuelling and driver change in half that time, with none of them having a Services background. Though Henry was once offered a place at Sandhurst! Though the race starts and finishes at 3 it is not a twenty four hour race as it has two breaks; one overnight

and one for the Remembrance Sunday Service.

Henry’s two stints at the wheel bracketed the overnight stop, so he raced first in total darkness, and then had to contend with a horribly low bright sun on Sunday morning. But his night drive saw the team in first position for the night stop and then he increased the lead in the morning for Calum to take over and bracket the Remembrance stop where the cars are stopped on the grid.

The pit lane service is as moving an act of remembrance as you will find anywhere in the country. These days the serving personnel change into uniform,

but as has always been the case, veterans just pin their medals to whatever they were wearing and replace their woolly hats with a beret.

The last post and reveille were played by a marshal on her cornet, and a local piper played the Flowers of the Forest on completion of the silence. Among the veterans are those who have served in the Falklands, Northern Ireland, the Balkans and Afghanistan. Some show the signs of injuries, of course many do not. Most are remembering lost comrades, and it is comforting to be stood in a company who know what it was like. No one there is celebrating, all are remembering. As usual the solemn proceedings are brought to an end with Jim Cameron’s cry of “Let’s Go Racing!” and a loud cheer. The pit lane is quickly cleared, drivers get back into their seats and the race resumes, as it started, with a rolling start behind the safety car.

Before long Calum had built a lead of four laps over the second placed car, then disaster struck and the Ford Sigma engine blew a hole in the bottom of its block. Pink Percy’s race was over. Half an hour later as we all sat in

the paddock, and emotions had subsided a little Callum suddenly exclaimed, “we’re still tenth!”, we all cheered up some more. Then a second team photograph was taken. Seldom, if ever, has a team photo been taken with all the team and car whilst still in 14th place.

There were still over two hours of racing to go before the checkered flag. I am happy to report that the Royal Navy took a class win against the RAF and Royal Engineers (representing the Army but not actually allowed to call themselves an Army team over some strange branding decision).

Results don’t matter at Race of Remembrance, it is all about being there, being among friends and remembering. There is no other event like it. There is nothing quite like standing on the highest point if the circuit, watching the cars go round and round a wonderfully technical track along with the views of the mountains and the sea. Morgan were not there this year, but no matter. They will be there again next year, “yes, one hundred percent!”. I’ll be there and I hope to see many of you too.

THREE WHEELS GOOD FOUR WHEELS BAD

When Citroen C1 number 69 decided to shed a rear wheel and finish on 3, spectators at Race of Remembrance gasped in fear and admiration at the skill and bravery of the driver, who thankfully avoided injury. Sadly this on track “modification” meant the C1 did not finish the race. Later, when it became known that the Former Naval Person turned racing driver who was at the wheel at the time had arrived at Trac Mon in a Morgan Super 3, no one was at all surprised.

THANK YOU MR WILLIAMS

The overnight break in proceedings at Race of Remembrance allow repairs and rectifications to be made to the participating cars. The camaraderie of the event means that teams often exchange parts and expertise. Of course such cooperation often results in a suitable reward. The loan of a set of Caterham brake pads by the Williams Automobiles Team was gratefully acknowledged by a surprise case of beer addressed to “Mr Williams”. At first boss Henry Williams wondered why someone had left the beer for his dad. Then came the realisation that he is Mr Williams now, and he didn’t have to take the case back to the West Country for his father, Richard.

NAAFI MOBILE BANQUET

The Navy Army and Air Force Institutes (Other meanings of the abbreviation are available) recently celebrated a centenary of providing canteen facilities and entertainment to Britain’s armed forces and was rewarded by Her Late Majesty with a Royal title. They have rewarded themselves with some brand new NAAFI Wagons, one of which was in attendance at Race of Remembrance. Its name is enough to bring a smile to anyone who has served. A NAAFI Banquet being a large amount of Nutty (chocolate) Goffers (canned pop) and crisps, purchased to augment meagre rations. A quick explanation for our American readers; NAAFI is like the USO, but with more tea and fewer Playboy Bunnies.

MARKETING TOOL

What better way to sell your tools than put a shiny new Plus Four LM62 on the stand? Knowing that TOK was making an appearance at the NEC the editor left his LM62 at home. But no matter, Walter Drayton displayed his hard topped Mog on his tool company stand. Walter told us that he had traded in his Plus Six to purchase the Plus Four and hadn’t regretted it at all. The editor isn’t going to argue!

PIE PHILLING

MOG Fleet

writer

Phil Royle has been organising the MSCC stand at the NEC Classic car show for 11 years. The Club President presented him with a well deserved special award in recognition of his efforts. Phil, as he mentions in his column this month rewarded himself with a pie or two. Many congratulations Sir, once again the varied collection of Mogs was the highlight of the show.

A memorable weekend in mid November