LOT 199 - 1996 Morgan Plus 8 3.9

ABOUT THIS CAR

“FOR: Effortless performance, fine build, peerless character. AGAINST: Old world handling, massive waiting list” Autocar, 24^th September 1997

wenty-seven years later all the plus points in Autocar’s road test summary are still more than valid while at least 50% of the negatives have been resolved; the waiting list for this particular Plus 8 is now down to a more palatable ten days or less. As for the handling, if you don’t like ‘old world’ (more on this later) you probably aren’t going to like a Morgan and if you have clicked through this far, you more than likely do have a hankering for one of Malvern’s finest, in which case the way it drives is actually now a tick in the positive column; an antidote to the anodyne experience offered by 99% of the machinery currently on our roads.

Founded over 114 years ago by H.F.S. Morgan, the company is still hand building cars whose design had changed relatively little since they added a fourth wheel in the mid-1930s. We say relatively though it must be stressed, that is in the context of machinery produced between the World Wars compared to today; any of the current offering from the Blue Oval (Capri, Kuga, Puma, they all look exactly the same to us) parked next to a Model T makes a 2024 Morgan Plus Four look like a carbon copy of the company’s first four-wheeler, the 4/4 of 1936. Of course such sloth-like development is sure to result in financial ruin in the fast paced, ‘next big thing’ motorcar market. Except Morgan didn’t get that email (or memo, or even telegram) and as far as we know there has never been a ten year wait for any of Henry’s products. Though they railed against it, Ford were caught up in the General Motors fuelled concepts of ‘Built in Obsolescence’ and ‘Model Years’ that were cynically designed to drive demand… We’d also wager that out of the last 100 years, Morgan has had fewer with balance sheets in the red than Ford has…

Indeed, pretty much everyone seems to know how to run Morgan better than they do themselves and when industrial “Troubleshooter” Sir John Harvey-Jones was called in to put them on the right track in 1990 (and it has to be said, entertain the BBC’s viewers on a Tuesday evening), he prioritised mechanising and upping production to reduce the waiting list. It turned out to be a mind-numbing demonstration of a total lack of understanding of the Brand and its appeal and Sir JH-J admitted in a follow up program (unfortunately not named “Footshooter”) that he had got it wrong; building one less than the number demanded by the market was actually good business. Even we would concede the boost in Morgan car sales the program bought (it being essentially an hour long advert for the hand built sports car), did no harm to the company.

This limited development resulted in a number of components remaining constant to a Morgan motorcar over the years. A traditional separate steel chassis combined with an ash frame to support the archetypal swept/separate wing roadster bodywork was always the literal core of the cars. One feature that not only stood the test of time but became a Morgan signature was the sliding pillar independent front suspension. First seen on H.F.S.’s Runabout in 1909, it was a clever system that worked well and kept unsprung weight down. Drivetrains were much more frequently updated, not least because of the supply issues that resulted from major players ceasing production of said components. For example, Triumph TR engines and Moss gearboxes were replaced by Ford Kent and 2000E units which in turn gave way to Rover sourced items.

After that dose of double history with added economics, onto the Plus 8 (two points if you spell it like that, only one for +8 or Plus Eight, nothing for + Eight, detention if you wrote down Aero). This flagship model was the brainchild of company head man Peter Morgan and engineer Maurice Owen who had a shared vision of creating something with the grunt to match the Morgan’s looks, not to say see off the best Porsche could throw at them, given the right road. It was produced from 1968 to 2004 before making a six year comeback in 2012.

When Rover secured the tooling and production rights to the “BOP 215” (Buick, Oldsmobile, Pontiac, 215 cubic inch) all aluminum V8 engine from GM in 1965, they probably didn’t fully understand just what a great deal they had done. Once recast in good old British aluminium, the compact (especially by US standards) lightweight engine went on to power a vast array of mainstream machinery from agricultural work horses such as Land and Range Rovers to executive saloons (Rover P5B to SD1) and even fire breathing rally cars like the TR8. Its vital statistics (more powerful, lighter and shorter than many of the four, never mind six, cylinder alternatives) quickly caught the eye of low volume specialist car manufacturers and in the ensuing forty years it powered niche machines from the likes of TVR, Marcos, Ginetta, Westfield and even MG.

Morgan were also taken with it so a Plus 4 chassis was quickly adapted, a V8 was dropped into the space usually occupied by the TR ‘four’ and the Plus 8 was born. Initially the existing Moss ‘box and Salisbury 7HA rear axle (uprated with a limited slip differential) from the Plus 4 were retained and for the next thirty-six years, steady piecemeal development was the order of the day. The chassis was tweaked as new gearboxes arrived; in 1972 the Rover 3500S all synchromesh unit was standardised until the same company’s LT77 five speeder arrived in 1977 followed by the R380 (again from Rover) in 1994. The body was progressively widened in line with the chassis, wider wheels and it has to be said, wider people though over the model’s lifespan this only amounted to some 7” which is hard to spot unless you have the super powers bestowed upon the wearer of an anorak. From 1969, aluminium bodywork was offered as an optional extra. The engine was periodically tweaked with compression ratios, carburettors, camshafts and so on all finessed, often driven by the prevailing fuel quality and ever more stringent emissions standards which, despite the best efforts of the boffins, resulted in power output dropping to as little as 143 bhp in 1973. The upside was that being an engine ‘customer’, none of this development was carried out or funded by Morgan. Step changes were the arrival of Bosch L-Jetronic fuel injection in 1983 and the Lucas injected 3.9-litre version of the engine in 1990, both of which clawed back previous power losses, (and then some) while still allowing for the fitment of such noble devices as catalytic converters. Away from the drivetrain, a huge step forward in terms of the driving experience came in 1983 when rack and pinion steering was fitted and the number of years this could be enjoyed for before major structural work was potentially required was increased in 1986 with the introduction of galvanising and Cuprinol treatment for the chassis and ash frame respectively. The Morgan’s ride and roadholding were significantly improved in 1990 when telescopic rear dampers were introduced in place of the lever arm arrangement, though leaf springs were still employed. In 1993 wire wheels became an option and improved Lockheed brakes compulsory

Which brings us neatly onto the frankly stunning example of what for many is one of the greatest models to exit the doors of Morgan’s base in the Malvern Hills in the past 100 plus years. Registered on 12^th October 1996 to an as yet unidentified first owner, this Plus 8 remained in their possession until April 2000 when a Mr Tim Rolt of Newton Ferrers acquired it. He kept it for just over a year before selling to Mr Tim Frazer Holland in Exeter on 23^rd June 2001. The fourth and fifth owners are not known by name but it seems the Morgan passed from the former to the latter around March of 2008 before Mr Desmond Porter of Plymouth purchased the car in March 2009. It remained in the West Country, residing with Mr Kelvin Leigh in Exmouth until he sold it to Mr Adrian Slade from Beer on 3^rd May 2011. Just over three years later and having covered a total of just 28,300 miles in its eighteen year existence, the Morgan was purchased by Dr Robert Hamer of Merthyr Tydfil from Williams Morgan in Chipping Sodbury for £34,250. The Plus 8 then entered a slightly more energetic phase of its life with a further 23,000 miles being added over the next eight or so years until the vendor acquired it through Oakmere (née Christopher Neil) on 7^th October 2022 for the not inconsiderable sum of £36,950.

The Plus 8 was hand built to a very high specification and finished in one of, in our opinion, the best colour combinations of Royal Ivory coachwork with Mulberry Red leather interior. From the Optional Extras list the desirable all aluminium bodywork including wings were selected along with wing liners, a vital fitment to prevent stone damage. 16” polished stainless steel wire wheels were chosen to fulfil the classic roadster brief, along with running board protectors, front spot lights and a de rigueur leather bonnet strap. Full ‘traditional’ style weather gear in mohair was specified including hood, side screens and full tonneau cover along with top quality black carpets. An adjustable interior rearview mirror, luggage rack and bumpers, all in stainless steel, were also selected as were a map light and 12v outlet socket.

Since this beautiful Morgan rolled out of the Pickersleigh Avenue factory’s doors, it has not only apparently been maintained to the highest standards but has been treated to a number of sensible and desirable upgrades. Arguably the most significant of these is to the suspension which has been significantly improved with kits from Morgan ride and handling gurus Suspension Supplies Limited. The front utilises adjustable Spax Krypton Gas telescopic shock absorbers with adjustable coil springs while the rear has been treated to their beautifully engineered five-link fully adjustable set up which dispenses with the somewhat unforgiving leaf sprung standard configuration. In its place the SSL system employs progressive rising rate coils wrapped around adjustable telescopic dampers with four trailing links and an adjustable panhard rod providing axle location. According to the vendor, a serial Morgan owner, the effects are seismic with ride, handling, roadholding and traction all transformed though with the rear suspension kit alone costing over £3,800, it is fortunate someone else picked up that particular bill. As a ‘bolt in’ system the Factory arrangement could easily be reinstalled should a future owner wish to, though quite why they would is beyond us, so good is the new set up.

Morgan parts specialists Mulfab have supplied uprated front brakes with vented discs and ‘Hi-spec’ billet aluminium four pot brake callipers plus a high performance aluminium radiator and high-flow 14” DCL electric cooling fan.

A Librands twin pipe stainless steel sports exhaust system with tubular manifolds (a cool £1,963.80) has been fitted to which the vendor had added his own custom made big bore tail pipes that dispense with the slightly restrictive originals.

Aero Racing, the racing division of the Morgan Motor Company supplied the wing mounted side lights and door mirrors while a stainless steel badge bar complete with an array of badges has also been fitted.

Inside a bespoke walnut dashboard with twin glove boxes manufactured in Germany by Andreas Kowfeldt has been fitted. A previous owner obviously wanted a more ‘vintage look’ so had the speedometer, tachometer, fuel gauge, oil temperature gauge, clock and voltmeter grouped in the centre of the car, with the more important oil pressure and water temperature gauges directly in front of the driver. They also specified beautiful column stalks, toggle switches, a ‘classic’ style light switch, a push button for the starter and chrome bezels for the gauges. Attention to detail is manifested by the then owner having the Moto-Lita steering wheel recoloured to match the dashboard and the new lower dash trim matched to a sample of the cockpit leather. The cost of all this personalisation was nigh on 2,150 euros. Stainless steel door check straps have also been fitted which not only prevent the doors from hyperextending on their hinges but hold them open too - a surprisingly useful modification - while hood tensioners made from the same material are just lovely to use. A couple of electrical additions are a Sony remote digital radio and CD player and a convenient battery charging point on the rear bulkhead. Wipac headlights and braided brake hoses speak further to the quality of the components fitted to the car.

Since the Plus 8 has been in the vendor’s possession he has made a number of further improvements. Clearly very good with his hands, these have all been done to an excellent standard and most could be mistaken for ‘Factory’ items. For us, his most effective modification is to the rear bulkhead. Having owned a number of Morgans, he was frustrated that when not in use, the side screens either had to be left behind or rather precariously carried on the luggage rack. With some dead space behind it the owner realised that by cutting out a section of the rear bulkhead and fabricating a small ‘pocket’ no more than a few inches deep, the ’screens could be laid flat behind the seats, even when in their rearmost position. No modifications to the ash frame were required and the new panelling was retrimmed in leather bound Axminster carpet to match the rest of the cockpit. A very worthwhile if simple ‘tweak’ that has been executed so professionally that it looks totally ‘Factory’ (please see the photo gallery). Staying inside the car, the vendor has also made a neat stainless steel protector to prevent wear to the leather trim on the driver’s side sill when getting in and out of the car.

Less noticeable is the new sump guard made and fitted by the owner to prevent damage to the low-slung engine. Even more discrete is the neat tool box the owner fabricated and fitted behind the spare wheel which contains the jack, hammer and warning triangle. Very professional Perspex wind deflectors, complete with storage bags to match ones made for the side screens, have been produced by the owner and again, these look to be ‘Factory’ items but are in fact noticeably more efficient. The owner also made up a front valance in aluminium to hide and protect the lower part of the radiator, which he painted to match the rest of the bodywork.

Again as a result of previous Morgan ownership experience, the vendor manufactured a neat concertina arrangement for the third brake light which can be extended to raise it above any luggage being carried on the rack to ensure it remains visible, something the Police have been known to take a keen interest in. Beautifully executed, the owner spent a considerable amount of time installing the associated wiring out of sight in the tubes of the luggage rack itself.

The condition of the Plus 8 is exceptional with, for example, the doors shutting perfectly reflecting a totally solid wood frame. We recommend interested parties come and view the car just outside Northampton, or at least spend some time reviewing the photos in the gallery to fully appreciate just how good an example it is. Particular highlights for us are the virtually unmarked paintwork over unblemished aluminium panels, almost perfect leather with just the slightest discolouration on the bolster of the driver’s seat (more noticeably bucket-shaped than on other Morgans we have encountered) and excellent brightwork. The Avon ZV7 tyres are barely worn and the weather gear virtually unused, being just a little dusty in places but with no wear evident.

The engine bay has just a very light coating of road dust but does not look in any way neglected. The underside is similarly ‘used’ with a bit of grime here and there plus a few areas of flaking paint which will eventually require some remedial attention but well-greased suspension components point to conscientious maintenance. If we were to be hypercritical (which we are, it’s sort of our job) the silvering in the spot lamps is just starting to deteriorate slightly.

Having recently been treated to new kingpins and bushes, a new water pump and drive belt, a new handbrake mechanism and cables and fresh fuel pipes, we would not argue with Oakmere who, when they sold the Morgan just 22 months and 182 miles ago, described it as “stunning” and “in exceptional condition”.

The well stocked history file contains a number of bills for parts and services, some of which are referenced above. Most are from Morgan specialists, (Factory appointed or Independent) such as Librands, Aero Racing, Berry Brook, New Elms, Newtown Motors, Melvyn Rutter and even Morgan Park in Hamburg. The majority of these cover the past ten years and 23,000 miles since the Plus 8 entered the ownership of Dr Hamer who entrusted it to either Williams Morgan or local Morgan specialists, Newtown.

The documentation also refers to a new ‘chip’ having been fitted in the Lucas 14CUX ECU though this appears to be a mild tweak designed to optimise the fuel delivery for a sports car such as the Morgan, rather than the more mundane products in the Rover range. In June 2013 the Plus 8 was given a run on the Rolling Road at Tipton Garage in Sidmouth which revealed a useful increase in calculated power at the flywheel to 200.2 bhp at 4,895 rpm along with a 10 lb-ft gain in torque to 240.8 at 3,855 rpm. Just how much of these gains are down to ‘tuning’ the ECU and how much is due to the freer breathing exhausts previously mentioned is debatable but either way the result is certainly a bonus for the new owner.

Also on file are the current and previous V5Cs that document the change of registration number (please see below) plus an original and copy of previous versions, along with a number of filled in ‘New Keeper Supplements’. The original Owners Handbook is also present, along with a 2011 insurance valuation from Berry Brook of £35,000.

There are invoices relating to the Morgan’s sales by both Williams and Oakmere. An impressive testament to the diligence of the Plus 8’s previous owners is the collection of all twenty-five MOT test certificates which show that the Morgan has been tested annually without fail. While such a diligent attitude to the car’s history is to be applauded, the paperwork documents a consistent level of use throughout the car’s life with a gentle increase once in the ownership of Dr Hamer as detailed above. More importantly it proves that remarkably, the Morgan has not failed an MOT test in seventeen years, an excellent indicator of the level of mechanical care the car has enjoyed.

Very well specified when new, this Plus 8 has then been improved by subsequent owners - quite an achievement in itself, given Morgan themselves have had quite a number of years to get it right. While the vendor has enjoyed working on the car, other projects are now demanding more of his time, hence this sale.

We would suggest that if the money required to by this Morgan via Berlinetta were to be spent at a dealer, it would only be sufficient to secure an older, four-cylinder car with none of the upgrades this machine sports. Given it has only covered 182 miles since it was in a well respected Morgan Dealer’s showroom, one could always look at these as just ‘delivery miles’!

Please note, the vendor will be retaining the personalised registration number shown in the photos. The Morgan will likely return to its original registration number and the appropriate plates are included in the sale.

• Registration Number: P890 TRL (See text)
• Chassis Number: SA9P8400004R11571
• Engine Number: 47A05480B