Morgan Owners Group - The Vintage Racing League The Vintage Racing League View Groups Information Morgan Motor Company was founded in 1909 by H.F.S. Morgan. Morgan is based in Malvern Link, an area of Malvern, Worcestershire. Tweet Facebook Morgan History The Morgan Motor Company is a British motor car manufacturer. The company was founded in 1909 by H.F.S. Morgan and was run by him until 1959. Peter Morgan, son of H.F.S., ran the company until a few years before his death in 2003. Morgan is based in Malvern Link, an area of Malvern, Worcestershire and employs 163 people. All the cars are assembled by hand. The waiting list for a car is approximately one to two years, although it has been as high as 10 years in the past. Morgan produced 640 cars in 2007. Early cars - three-wheelers and 4-4s The early cars were two seat or four seat three-wheelers, and are therefore considered to be cyclecars. Three-wheeled vehicles avoided the British tax on cars by being classified as motorcycles.

Competition from small cars like the Austin 7 and the original Morris Minor, with comparable economy and price and better comfort, made cyclecars less attractive. V-Twin three-wheelers (1911-1939) Morgan Aero 2-Seater Sports 1926H.F.S. Morgan's first car design was a single-seat three-wheeled runabout which was fabricated for his personal use in 1909. Interest in his runabout led him to patent his design and begin production. While he initially showed single-cylinder and twin-cylinder versions of his runabout at the 1911 Olympia Motor Exhibition, he was convinced at the exhibition that there would be greater demand for a two-seat model. Morgan built his cars' reputation by entering them in competitions. One of his racing cars won the 1913 Cyclecar Grand Prix at Amiens in France. This became the basis for the Grand Prix model of 1913 to 1926, from which evolved the Aero, Super Sports, and Sports models. These models used air-cooled or liquid-cooled variations of motorcycle engines.

The engine was placed ahead of the axis of the front wheels in a chassis made of steel tubes brazed into cast lugs. The V-Twin models were not returned to production after World War II. F-Series three-wheelers (1932-1952) 1936 Morgan F4 Open TourerBeginning in 1932, a new series of Morgan three-wheelers began with the F-4. The F-4, and its later siblings the F-2 and the F-Super, used a pressed-steel chassis and the four-cylinder Ford Sidevalve engine that was used in the Model Y. Production of the Ford-engined three-wheelers would continue until 1952. 4-4 Morgan's first four-wheeler was the 4-4, for four-cylinder engine and four wheels. The first production 4 wheeled Morgan was released to the public in 1936 and is known as the Morgan 4-4 Series 1. Three-wheeler production continued alongside the 4-4 until 1952.

Postwar four-wheel cars 1952 "flat radiator" Morgan +4 1963 Morgan +4Main article: Morgan +4 The Morgan +4 was introduced in 1950 as a larger engined ("plus") car than the 4-4. The +4 used the 2088 cc Standard Vanguard engine, while the 4-4 used a Standard Special 1267 cc engine (1950-58). Later +4s used Triumph TR2 - TR4 engines (1954-1969). +4 production was suspended in 1969 but brought back in 1985 with a Fiat engine (1985-1988) and then a 4 cylinder Rover engine (1988-2000). Production was again suspended and the Plus 4 returned once more in 2004 with a 155 bhp (116 kW/157 PS) Ford 4 cylinder.

+4+ Main article: Morgan +4+ A version of the +4, designated the +4+, was made from 1964 to 1967 with a contemporary fiberglass coupe body. The light weight and reduced drag characteristics improved the performance of the +4+ over the regular +4 in every aspect. However, the traditional Morgan enthusiasts did not embrace this departure from Morgan custom, and mainstream enthusiasts did not embrace the seemingly archaic +4 chassis. Only 26 +4+ cars were built. Morgan 4/4 1974 Morgan 4/4Main article: Morgan 4/4 The 4-4 was replaced by the 4/4 in 1955. The 4/4 now uses the +8 chassis and a Ford engine. Morgan +8 1986 Morgan Plus 8Main article: Morgan Plus 8 Faced with the decreasing availability of large four-cylinder engines for use in their +4 models, Morgan began to install the recently-available Rover V8 engine in their cars in 1968, giving these cars the model designation +8.

The engine displacement jumped from the 2.3 L of the Triumph TR4 engine to 3.5 L, then 3.9L (1990), 4.0 (1998-2004) with an optional 4.6L (1996-2000) all based on the same Land Rover block. However, the V-8 was no longer than the Triumph. These features made the +8 accelerate much more quickly than the early +4 and also improved its road-holding capability. Horsepower (143-204 bhp), weight and performance varied with emission and structural laws through its history. In its final form, the GEMS Land Rover V8 produced 190 hp (140 kW). Thus powered, the car could accelerate from 0-60 mph in 5.6 seconds. Many enthusiasts work on the engine, exhaust, carburettors or EFI systems and improve this figure. Roadster In 2004, Morgan came out with a trad model to replace the departing Plus 8.

The new model, named the "Roadster" is powered by a Ford UK Mondeo V6 producing 212 bhp (158 kW/215 PS). In 2007, the Mondeo engine was replaced by a US version of the same engine in the Roadster II. Availability to the United States For part of the 1950s and 1960s, the USA provided the company with its largest market worldwide, taking up to 85% of all production. This ended with the first wave of US safety and emission regulations in 1971. For many years (1974 to 1992), all Morgans imported into the United States were converted to run on propane as fuel to pass the U.S. emissions regulations. However, this conversion, along with bringing the cars into compliance with US vehicle safety leglislation, was carried out by the dealership, and not by the factory, making the cars grey market vehicles.

However, when the Rover Group re-certified their V-8 engine for use in the Range Rover SUV sold in the U.S., Morgan was able to use the same engine for a fully US compliant stock Morgan from 1992 to 1996,[citation needed] and again from 1998 to 2004.[citation needed]In 2005, the engine was replaced with the US version of another traditionally-shaped model (with a V6) called the Roadster. In 2002, Morgan centralized its international compliancy development and regulatory interaction in-house. In 2005, its right to import its classic models ceased when supplies of its necessary airbag were exhausted and no replacement was developed. In 2006, a request for an airbag exemption to the NHTSA was refused, and the importation of classic Morgans ceased. In 2005, the new Morgan Aero 8 model (vers. 2 and 3) received a 3 year exemption from rear impact non-compliance, along with a separate exemption for compliance with "advanced airbag requirements.

"The rear-impact exemption lapsed in May 2008 without further application. Morgan has indicated to its US dealers that it plans to re-apply for US certification for some model at as yet an undetermined date in the future." Morgan Aero 8 A Modern Morgan Aero 8 at the Scarsdale ConcoursMain article: Morgan Aero 8 In 2000, the Morgan Aero 8 was introduced and, as always, the wooden body substructure was ash. (Contrary to popular myth, however, the chassis is metal; aluminium for the Aero 8). The Aero 8, with a BMW V8 engine in a car half the weight of the BMW, is even faster than the Plus 8, delivering what Autoweek magazine termed supercar performance. The newest Aero 8 (Ser. IV) puts out 367HP @6100 rpm giving it a top speed of over 170 mph. Due to the Aero 8's light weight it can do 0-62 in 4.5 seconds. Morgan AeroMax The Morgan Aeromax is a coupe variation of the Aero 8.

Production was limited to 100 cars, each costing £110,000. Customers have included Richard Hammond, Rowan Atkinson and Paul O'Grady. General characteristics Traditional Morgan sliding kingpin suspensionIn spite of their traditional design, Morgans have always had sporting or 'sports car' performance, due to their extremely low weight. Among their enthusiasts, Morgans are affectionately known as "Moggies". H.F.S. Morgan's 1909 Runabout used an independent front suspension system with each front wheel mounted on a kingpin mounted to slide along a fixed pillar and located by a spring. Morgan used developments of this suspension system throughout its existence and it is still used on Morgan's "classic" line, although not on the Aero 8 or its derivatives. Morgan LIFEcar Main article: Morgan LIFEcar Morgan LIFEcarIn October 2006 Morgan announced it would produce a fuel cell based sports car called the LIFEcar and based on the Aero 8 as an experiment. It is being built in collaboration with the UK Department for Trade and Industry (DTI), fuel cell maker QinetiQ, BOC, and OScar, and educational institutions.

Morgan will present the car in 2-3 years time. This car has been designed and styled by a new Morgan designer, Matthew Humpheries, and has excited much interest. The Company confirmed in June 2008 that it has no immediate plans to advance the LIFEcar to a production prototype. Models Morgan Aero 8 review review | Car review | RAC Drive Email "More potent than anything the British company has ever offered before." This £55,500 flagship model is still of course a Morgan through and through. Which means it's hand built to order, although the wood is now only for show rather than being a structural element. Under the bonnet however, lies a far more potent engine than anything the British company has offered in the past. The 286bhp 32-valve 4.4-litre V8 is borrowed from BMW's 540i sports saloon and in this form, takes the Aero 8 from rest to sixty in just 4.9 seconds on the way to around 160mph. Unlike the Bavarian super saloon, however, there are no sophisticated stability systems to keep all that power in check.

A six-speed manual Getrag gearbox sends drive to the rear wheels, so drivers will need to have their wits about them if conditions are damp. Not that Morgan have been blind to advances in technology: a satellite navigation system is listed amongst the options. Called Aero 8 as a homage to the three-wheeled racing model introduced in 1919, the car is based around an advanced bonded and riveted aluminium chassis. The aerodynamic bodywork's aluminium too, honed apparently in a wind tunnel for a 40% reduction in drag over the existing Plus 8 (which continues). Other aerodynamic benefits include a flat undertray to improve the airflow beneath the car and a venturi to reduce potential lift at the rear. The Aero 8 development programme was the largest ever undertaken by the Worcestershire manufacturer in more than 90 years of sportscar manufacture. The four year project was set in motion following the development of the works GT2 racer, which competed in the 1997 FIA GT Championship. Many of the engineering and design principles behind the Aero 8's chassis and suspension were both conceived and proven on the world's race circuits by the GT2 car.

That GT2 car was the brainchild of Morgan Managing Director Charles Morgan and was brought to life through the engineering expertise of Morgan's 1962 Le Mans class winner Chris Lawrence. The bodyshell comprised mostly standard Plus Eight panels but was based on an aluminium chassis. Though competitive in performance terms, the GT2 lacked the aerodynamic shape to achieve real success in racing. All of which set the small but dedicated Malvern development team thinking. In 1998, they built the first Aero 8 prototype, even sleeker than the GT2 racecar but this time intended for the road. "The objective of the development programme was to recreate the position we held in 1968 when we first launched the Plus Eight," says Charles Morgan. "At that time, it was the car with just about the most flexible performance you could buy, due to the combination of its light weight and large capacity engine.

We believe we have achieved this again with the Aero 8 through our dedication to weight saving and its development as an aluminium intensive vehicle." Aero 8 prototypes have completed thousands of miles of extensive testing, both at BMW's advanced facility in the South of France and at other locations throughout Europe where hot weather testing was conducted at temperatures in excess of 40 degrees C. At every stage, Morgan claim that the Aero 8's performance, ride, handling, cabin noise levels and passenger comfort were benchmarked against the competition. High performance features include the Aero 8's 18" cast magnesium alloy wheels made by OZ Racing and currently the lightest five-spoke alloys available for a production car. Front and rear cast iron ventilated disc brakes are designed and manufactured by AP Racing to Morgan's own specification and the suspension system includes springs from F1 supplier Eibach and shock absorbers from Koni. This car is also amongst the first to boast foam fill run flat tyre technology, provided by Dunlop SP Sport tyres and combined with an internal warning system to alert the driver should any tyre fall below 20psi.

Inside, the Aero 8 is claimed to be the most luxurious Morgan ever - as you'd expect for £55,000, around £20,000 more than the Plus Eight. All the glass areas (front and rear, Plus electrically operated side windows) are heated using invisible heating elements to give clear vision and rapid all-round demisting and defrosting. Air conditioning is available (unbelievably, you have to pay extra for this and your choice of stereo). Still, at least the interior makes you feel rich. There's extensive use of hand-stitched Connolly leather and bare aluminium - and you can even see the hardwood ash frame in certain exposed areas. A removable Mulberry leather case (large enough to carry a laptop computer) figures in place of a conventional glovebox. Behind the driver, there's a lockable luggage area with remote release big enough to take a standard set of golf clubs thanks to the fact that the run-flat tyres negate the need for a spare. The double-skinned hood meanwhile, has been completely redesigned so that two easily-managed latches operate it: customers of lesser Morgan models will hope that this soon replaces the fiddly system currently fitted across the rest of the Range.

Morgan say that the aerodynamics of the car remain virtually unchanged whether the hood is raised or lowered, so there's very little wind buffeting when travelling with the top down. The company is only expecting to build around 200 Aero 8s a year, with customers already on their waiting lists given preference in what will undoubtedly be a long queue. If you want one then, you'll need to be patient - and forgiving. Don't expect this to be a TVR or a Porsche: like everything Morgan makes, the Aero 8 is very different from its rivals, a difference you'll either like or you won't. Very quickly. Facts at a Glance Facts At A Glance CAR: Morgan Aero 8 PRICE: £55,500 - on the road CO2 EMISSIONS: 295g/km PERFORMANCE: 0-60mph 4.9s / Max Speed 160mph FUEL CONSUMPTION: Who cares?

(15mpg approx) WILL IT FIT IN YOUR GARAGE?: Length/Width/Heightmm 4089/1753/1092mm Find more car reviews tagged with: Review Morgan Aero 8 New car REVIEW DATE: 16 Jul 2003 The 160mph Aero 8 Takes Morgan Into The Supercar League. Jonathan Crouch reports MORGAN AERO 8 NEW CAR REVIEW Britain's most traditional sportscar maker is starting to flex its muscles. A 160mph supercar, the Aero 8, now heads its line-up, bringing the Malvern maker well and truly into the 21st Century. This £55,500 flagship model is still of course a Morgan through and through. Which means it's hand built to order, although the wood is now only for show rather than being a structural element. Under the bonnet however, lies a far more potent engine than anything the British company has offered in the past.

The 286bhp 32-valve 4.4-litre V8 is borrowed from BMW's 540i sports saloon and in this form, takes the Aero 8 from rest to sixty in just 4.9 seconds on the way to around 160mph. Unlike the Bavarian super saloon, however, there are no sophisticated stability systems to keep all that power in check. A six-speed manual Getrag gearbox sends drive to the rear wheels, so drivers will need to have their wits about them if conditions are damp. Not that Morgan have been blind to advances in technology: a satellite navigation system is listed amongst the options. Called Aero 8 as a homage to the three-wheeled racing model introduced in 1919, the car is based around an advanced bonded and riveted aluminium chassis. The aerodynamic bodywork's aluminium too, honed apparently in a wind tunnel for a 40% reduction in drag over the existing Plus 8 (which continues). Other aerodynamic benefits include a flat undertray to improve the airflow beneath the car and a venturi to reduce potential lift at the rear.

"More potent than anything the British company has ever offered before." The Aero 8 development programme was the largest ever undertaken by the Worcestershire manufacturer in more than 90 years of sportscar manufacture. The four year project was set in motion following the development of the works GT2 racer, which competed in the 1997 FIA GT Championship. Many of the engineering and design principles behind the Aero 8's chassis and suspension were both conceived and proven on the world's race circuits by the GT2 car. That GT2 car was the brainchild of Morgan Managing Director Charles Morgan and was brought to life through the engineering expertise of Morgan's 1962 Le Mans class winner Chris Lawrence. The bodyshell comprised mostly standard Plus Eight panels but was based on an aluminium chassis. Though competitive in performance terms, the GT2 lacked the aerodynamic shape to achieve real success in racing. All of which set the small but dedicated Malvern development team thinking. In 1998, they built the first Aero 8 prototype, even sleeker than the GT2 racecar but this time intended for the road.

"The objective of the development programme was to recreate the position we held in 1968 when we first launched the Plus Eight," says Charles Morgan. "At that time, it was the car with just about the most flexible performance you could buy, due to the combination of its light weight and large capacity engine. We believe we have achieved this again with the Aero 8 through our dedication to weight saving and its development as an aluminium intensive vehicle." Aero 8 prototypes have completed thousands of miles of extensive testing, both at BMW's advanced facility in the South of France and at other locations throughout Europe where hot weather testing was conducted at temperatures in excess of 40 degrees C. At every stage, Morgan claim that the Aero 8's performance, ride, handling, cabin noise levels and passenger comfort were benchmarked against the competition. High performance features include the Aero 8's 18" cast magnesium alloy wheels made by OZ Racing and currently the lightest five-spoke alloys available for a production car. Front and rear cast iron ventilated disc brakes are designed and manufactured by AP Racing to Morgan's own specification and the suspension system includes springs from F1 supplier Eibach and shock absorbers from Koni.

This car is also amongst the first to boast foam fill run flat tyre technology, provided by Dunlop SP Sport tyres and combined with an internal warning system to alert the driver should any tyre fall below 20psi. Inside, the Aero 8 is claimed to be the most luxurious Morgan ever - as you'd expect for £55,000, around £20,000 more than the Plus Eight. All the glass areas (front and rear, Plus electrically operated side windows) are heated using invisible heating elements to give clear vision and rapid all-round demisting and defrosting. Air conditioning is available (unbelievably, you have to pay extra for this and your choice of stereo). Still, at least the interior makes you feel rich. There's extensive use of hand-stitched Connolly leather and bare aluminium - and you can even see the hardwood ash frame in certain exposed areas. A removable Mulberry leather case (large enough to carry a laptop computer) figures in place of a conventional glovebox. Behind the driver, there's a lockable luggage area with remote release big enough to take a standard set of golf clubs thanks to the fact that the run-flat tyres negate the need for a spare.

The double-skinned hood meanwhile, has been completely redesigned so that two easily-managed latches operate it: customers of lesser Morgan models will hope that this soon replaces the fiddly system currently fitted across the rest of the Range. Morgan say that the aerodynamics of the car remain virtually unchanged whether the hood is raised or lowered, so there's very little wind buffeting when travelling with the top down. The company is only expecting to build around 200 Aero 8s a year, with customers already on their waiting lists given preference in what will undoubtedly be a long queue. If you want one then, you'll need to be patient - and forgiving. Don't expect this to be a TVR or a Porsche: like everything Morgan makes, the Aero 8 is very different from its rivals, a difference you'll either like or you won't. Very quickly. RATING OUT OF 10 Morgan Motor Company EV3 UK1909 Selfridges Edition Run For The Hills 2017 Event We would like to invite Morgan owners and fans from around the world to join us on the 26th & 27th of August 2017 at the Malvern Three Counties Showground.

Held in association with the Morgan Sports Car Club, Run For The Hills is the annual Morgan event for 2017 and promises to be the biggest gathering of Morgan cars since the centenary celebrations back in 2009. EV3 UK1909 Selfridges Edition EV3 #UK1909 Selfridges Edition In celebration of a common heritage and shared values, Selfridges is teaming up with Morgan to celebrate the launch of the car manufacturer’s first zero emission, all-electric car with a worldwide exclusive collaboration Morgan Cars - Specifications, Prices, Pictures @ Top Speed Morgan cars The British marque returns after 10 years via Isis Imports Posted on British automaker Morgan has announced that its four-wheel models will return to the United States after 10 years of absence through the company’s official U.S. arm, Isis Imports. Previously allowed to sell the 3-Wheeler model only, Isis will, from now on, be able to import the more traditional four-wheeled models thanks to a new law.

The British carmaker has yet to say which models will cross the pond to North America, but it’s likely that customers will have access to some of the vehicles from the Classic lineup, which includes the 4/4, and Plus 8. “While details remain to be finalized, the latest word from the Morgan Motor Company is that they anticipate opening the order books for NEW Morgan cars for the USA, possibly as soon as this summer,” Isis Imports said in a statement. “It is possible that production may begin on USA spec cars before the end of the year." Isis Imports is already accepting deposits for four-wheeled Morgans, which are refundable "up until eight weeks prior to the build of your car after your specifications are finalized." Pricing information is not available, but expect U.S.-spec Morgans to be a tad more expensive than their British-market counterparts. The most likely vehicle to head this way is the Roadster, which uses a 3.7-liter V-6 rated at 280 horsepower and 280 pound-feet of torque.

Tipping the scales at only 2,094 pounds, the Roadster hits 62 mph from a standing start in only 5.5 seconds and tops out at 140 mph. Continue reading for the full story. Morgan Motor Company is a unique figure in today’s automotive industry. Still a family-owned manufacturer after more than a decade in the business, Morgan continues to build vehicles based on 1920s and 1930s designs, most of them on hand-made wood frames. Some would call their vehicles dated and too old-fashioned, but Morgan has developed a cult following in Europe and sales are strong, despite the expensive price tags. Come 2016, and Morgan takes a new step into the future with the EV3, an all-electric version of the iconic 3-Wheeler. Unveiled at the 2016 Geneva Motor Show, the EV3 is Morgan’s first-ever electric vehicle and the first 3-Wheeler to receive a significant makeover since its revival in 2011. Not just a drivetrain swap, the EV3 gained a redesigned body and a new interior with a more modern instrument cluster.

A final pre-production prototype as of this writing, the Morgan EV3 will go into production in the fourth quarter of 2016, with the first examples likely to hit showrooms by the end of the year. Along with the EV3, Morgan also announced that it will develop more EV and hybrid vehicles in the future with funding from the British government. Until that happens, let’s have a closer look at the 3-Wheeler’s battery-powered brother. Continue reading to find out more about the Morgan EV3. by Robert Moore Henry Frederick Stanley built his own three-wheeled car in 1909, and a year later, Morgan Motor Company began producing its own cars. These odd looking cars had two wheels up front and one in the rear, and were produced up until 1952. But, long before then, Morgan developed its first four-wheel car, the 4/4. Aside from a short shut down during World War II, the 4/4 has been continually produced. Now 2016 marks the car’s 80th anniversary.

In 2011, Morgan released the Morgan 4/4 75th anniversary edition, so it is no surprise the Morgan showed up at the Geneva Auto Show this year with another special-edition 4/4 in tow, this time, to celebrate the car’s 80th anniversary. The car has changed a little over the years, but deep down it still has that old-school styling that was popular back in the 1930s. This styling might cause some, especially the younger generations, to dismiss it quickly, but the car deserves a lot more attention than that. It is, after all, the world’s longest running production model. Morgan is slated to produce just 80 models of the 80th-anniversary edition, complete with special features designed specifically for the special edition model. There is, of course, some personalization available, but you’ll see that the special features included as part of this special edition are more than enough to pay homage to this long-running model. So, now that we’ve talked about the history of the model lets dive in and take a deeper look at the 80th-anniversary edition.

Continue reading to learn more about the Morgan 4/4 80th Anniversary Edition. Add Morgan to the growing list of automakers who are gearing up for a future model lineup that includes hybrid and electric vehicles. The British automaker has announced its intention to develop a series of hybrid and EV models that it plans to launch by 2019. While it’s not as big of a company as some of the giants in the business, Morgan is still making that leap, thanks in large part to securing funding from the UK’s Advanced Propulsion Centre. The company is also tapping into its partnerships with Delta Motorsport and Potenza Technology to invest £6 million ($8.5 million) in the development of new technologies, including hybrid and EV powertrains. Morgan managing director Steve Morris told Autocar that the company has already invested time and money to get to this point, specifically touching on the research and development of new propulsion technologies that it has been doing for close to a decade now. While it’s certainly hard to envision Morgan becoming as big in hybrids and EVs as the Toyotas and BMWs of the world, the company knows what its targets are and is sticking to it, including appealing to its key markets and attracting new customers.

Only time will tell if Morgan will be able to get where it needs to go, but there’s plenty of reason to believe that with the industry evolving into one that places a premium on delivering improved fuel economy and efficiency, there’s no time like today - and the future - for Morgan to go all-in on this endeavor. Continue reading for the full story. been building the same car for decades. But next to Morgan, Porsche looks like Lexus 2050. So tightly has Morgan held to tradition that not only do its new cars look like they might have been designed in 1950, they’re built like it, too. As of right now, Morgan is the only car company in the world to build its frames out of wood. Yes, wood. As in, the stuff that used to be trees; in this case, ash trees harvested locally from the Malvern Hills. Now that’s tradition. Of course, you’d expect a car company so deliberately steeped in the grandiose past to plan something big for a notable commemoration. This year marks the 65th birthday of the company’s most successful model, the Plus 4.

While 65 years old is technically old enough to collect a pension in England, Morgan’s limited run of 50, Cosworth -powered AR Plus 4 proves that this dapper old chap isn’t quite ready for the retirement home yet. Continue reading to learn more about the Morgan AR Plus 4. It’s a well-known scientific fact that the Morgan 3 Wheeler is the greatest car in the world. By modern standards, this tiny roadster with a missing wheel is archaic. With an 82 horsepower motorcycle engine, it’s not particularly fast. Its chassis is constructed using techniques from the 1930s. It doesn’t have an infotainment system or even an AM radio. Those might sound like negatives, but brought together they make for one of the most fun and engaging cars on sale today. Now Morgan has a new 3 Wheeler called the EV3, that ditches the V-twin engine and replaces it with an electric motor and battery pack in the rear. Morgan says the electric drivetrain is good for 75 kW, the equivalent of 100 horsepower, and has range of about 150 miles.

At a featherweight 992 pounds, it’s also a good bit lighter than the gas-powered 3 Wheeler, which is about 160 pounds heavier. The lack of a V-twin hanging off the front helps simplify styling, and the polished-aluminum body and disc front wheels make it look like a shrunken version of something you might see streaking across the Bonneville Salt Flats. Overall, the subtle, yet effective changes give a sort of 1950s-retro-futurist feel. Only a concept for now, the EV3 will be shown later this month at the 2015 Goodwood Festival of Speed. It’s currently in development and a production version is planned for the end of 2016. Like the regular 3 Wheeler, Morgan says production EV3s will be bespoke-built to order. Continue reading for the full story. is very much a unique car company: it makes cars you either love or hate. The folks at XCar are definitely in the love-it camp, and in this video, they not only say it, but also show it by taking a roofless model out for a test drive in January.

That’s something you’re likely to do only if you really love a car. This enthusiasm is understandable though, especially given the fact that this is one of only 60 units of the Plus 8 Speedster that Morgan will build. The car is special edition to commemorate the 100th anniversary of the company, which is still family owned after a century of operation. It manages this by having its niche more or less all to itself, building cars by hand that have the appearance of machines from the 1930s. It’s an odd approach, but it has clearly worked for them, and the cars have a definite charm to them. It might be strange to feel nostalgic for a time you probably weren’t alive for, but Morgan can make sure that you at least have fun doing it. Introduced in 2001, the Aero 8 was notable for several reasons. First, it was the first new Morgan design since 1948. Second, it was also the first Morgan to employ an aluminum chassis and frame as opposed to the wooden body tub and steel chassis in previous models. It was also criticized for its "crosseyed" headlamps, which Morgan fixed in 2007.

Replaced by the Aero SuperSports the Aero 8 just made a comeback at the 2015 Geneva Motor Show. as Morgan’s range-topping roadster model. Obviously based on the current Aero Coupe, the Aero 8 features similar exterior styling, an almost identical cockpit, and a BMW- sourced V-8 engine. Of course, the Aero 8 comes with a few unique features of its own and plenty of options buyers can use to customize their roadster into a one-of-a-kind rig. The new Aero 8 will hit showrooms as a limited-edition model for the 2016 model year, when Morgan celebrates 15 years since launching the nameplate, but don’t get your hopes up on seeing it in the U.S. any time soon. Updated 03/03/2015: Morgan unveiled the 2015 Aero 8 at the 2015 Geneva Motor Show and announced it will enter production in the fourth quarter of 2015. Continue reading to learn more about the 2015 Morgan Aero 8.

The 2015 Geneva Auto Show is nearly here, as it kicks off for the media on March 3rd and the general public on March 5th. There are tons of debuts scheduled for the event, one of which happens to be a new Morgan. Morgan, which is best known for its retro-inspired creations, appears to be rolling into Geneva with yet another classic-looking piece with modern greasy bits. From the shadowy image that the small British automaker released, I can see that this is an extreme cab-rearward design, which leads me to believe that this is a modified version of the Aero Coupe with a notchback instead of the typical fastback look. The seats sit just fore of the rear axle, while the hood is seemingly a mile long. The sides are accented by a swoopy sill that starts from the front wheel arch and slowly descends as it stretches back to the rear fender. This thing looks like it’s straight from a 1930’s gangster movie and should have some short-fused dude named Bugsie driving it. In the video below, we also get a nice look at its interior and an earful of its burbling exhaust note.

Clearly, this thing is packing some turbocharged heat, with the likely candidate being a BMW-sourced twin-turbo V-8. Stay tuned, as this model will debut in just a few days, and we’ll be sure to bring you all of the details. Continue reading to learn more about this new car. by Ciprian Florea + About a couple of weeks ago, Morgan — you know, the British company that keeps building cars like it’s 1950 — announced it will launch a new model at the 2015 Geneva Motor Show . A teaser photo was also released with the statement, but other than showcasing the front fascia of an Aero Coupe / Supersports model, the shadowy image provided no hints as to what to expect in Geneva. Now, Morgan has published yet another teaser, this time around in the form of a 35-second clip. There aren’t many hints in this one either, but the video does show a pair of leather-wrapped seats with diamond quilting. Morgan quality at its best! Fortunately, the video’s soundtrack provides a bit more info.

Specifically, it tells us the new vehicle also comes with a turbocharged V-8 engine, although there have been rumors that Morgan might opt for a V-6. The new Morgan sounds downright gorgeous, with its engine boasting a mix of classic V-8 roar and race-like popping and cracking. I’ll give you a moment. Sounds exhilarating, doesn’t it? So what are we actually listening to? The folks over at Jalopnik quote Morgan’s Chief of Design Jon Wells saying this new car is "an evolution of the Aero. A car that celebrates 15 years since the launch of the Aero platform." If that’s any indication, Morgan is again using a BMW -sourced V-8 engine, most likely an updated version from the Munich’s new line of M models. Bring it on! Morgan the Sporty Classic Car : Video and Picture Gallery with Information and Specs Source . 1960 Red Morgan Sports Car The Morgan Motor Company is a British motor car manufacturer. The company was founded in 1909 by H.F.S. Morgan and was run by him until 1959.

Peter Morgan, son of H.F.S., ran the company until a few years before his death in 2003. 1998 Morgan Plus 8 (+8) - Conceptcarz conceptcarz Tweet The Morgan Plus 8 was produced from 1968 through 2004 with a total of 3506 examples being produced. During that very long production lifespan, very little changed. An eight-cylinder engine was used though horsepower varied. From 1972 through 1977 the 215 cubic-inch unit produced around 150 horsepower. In 1977 the same engine was used but received minor upgrades with increased horsepower slightly. By 1985 horsepower had risen to nearly 200. Disc brakes could be found in the front and drums in the rear. Top speed was around 125-130 mph. By Daniel Vaughan | Nov 2006 Producing vehicles the old fashioned way for years, the Morgan Motor Company of Malvern, Warwickshire has a lengthy history of producing vehicles that are legendary.

Introduced in 1968, the Morgan Plus 8 was well recognized and famous for well over 36 years. Produced until 2004, this iconic sports car was constructed by British automobile makers Morgan. The Plus 8 was built out of necessity to replace the Plus 4 when its Triumph-sourced engine was discontinued. Featuring everything Morgan, but at a much higher velocity, the Plus 8 came with a V-8 that had the same all-aluminum pushrod design that was born at Buick and adopted by Rover. The Plus 8 was based on the chassis design of the Morgan Plus 4, with the addition of the Rover alloy block 3.5L V8. The V8 had been purchased from GM-Buick in 1967. At a width of 57 inches, the original Plus 8 introduced in 1968, the chassis and wings were developed in stages to accommodate larger tires that could handle the power. The Morgan Plus 8 was very expensive, mainly due to the demand of parts far exceeds supply.

The construction was made up of old-world, wooden underbody pieces, while the body featured alloy wheels, a wider track than the Plus 4, and a two-inch wheel-base stretch. The Plus 8 had super-responsive handling and an ‘old-time driving feel' and a plush interior. The power produced from the Morgan Plus 8 was nearly 50 percent more than the Plus 4, and it was also heavier. Featuring a top speed of 130 mph, thus Plus 8 drove fabulously at 80mph. When the Morgan Plus 8 arrived in the UK, its popularity soared as interest in the home market was rekindled during the 1950s and 1960s. To keep importing Morgans after 1974 in North America, a way was found to meet strong emission and structural laws. From 1974 through 1992, all imported Morgans, 98% of these being Plus 8's were converted by independent dealerships to run on propane as fuel.

Thanks to Bill Fink from San Francisco, Morgan introduced a gas-powered Plus 8 at the same time that the Rover Group re-certified their V8 engine for use in the Range Rover SUV. This modified Morgan came with the same engine in the same tune, and with the same anti-emission devices. These little Plus 8 roadsters featured tanks of liquid propane hung hazardously behind the rear bumper. The Plus 8 came with an engine that had been based on the Buick 215 and utilized the same as in the 1961-1963 Buick Skylark, Pontiac Tempest and Olds Cutlass. The engine was an all alloy block. The earliest Plus 8's used the 215 block that had a compression of 10.5:1 that was fueled by two SU HS6 carbs. The compression was dropped to 9.25:1 in 1973 and at the same time the power was dropped. The compression was increased though in 1976 up to 9.35:1 when an improved version of the block developed for the Rover SD1.

After 1981, the Morgan Plus 8 was fueled by two Stromberg carbs and the power was also increased. An all new EFI version was introduced at the end of 1983 that used a Bosch L-Jetronic based system. The EFI version came with additional power, 204 bhp, and had a very low weight. Using a Hitachi Hotwire injection system, a 3.9 L version of the block was used in 1990. Six years later an all-new 4.6 L version was brought into production and was available as an option, while still using the Hotwire system. By 2000 all Morgan Plus 8's were powered by the GEMS system, the same that was used on the Land Rover Discovery II. 2002 Morgan Aero 8 - Conceptcarz conceptcarz Tweet In 1936, the Morgan 4/4 was first introduced as Morgan Motor Company's first car. The '4-4', which would later come to be known as '4/4', stood for four cylinders and four wheels.

The vehicles that Morgan had produced prior to the 4-4 were three-wheelers, with V-twin engines. Throughout the years, there have been many variations, bodystyles, and series of the original '4-4'. Production of the '4-4' has been nearly constant since the beginning, except for a short halt-of-production during World War II. During the war it manufactured anti-aircraft gun parts and undercarriage components. From 1936 through 1939, there were 663 two-seater versions produced. All with a four-speed Meadows transmission. They featured a 1122 cc. Coventry Cimax engine with overhead inlet and side exhaust valves that produced 34 horsepower. The morgan was quick with a top speed of 80 miles-per-hour and a 0 to sixty time of around 28 seconds. A year after the introduction, a four-seater option became available. Though not as popular as the two-seater, 99 were produced from 1937 through 1939.

In 1938 the DropHead coupe variation was introduced of which, 58 were produced between 1938 to 1939. Production took a break during World War II, but later resumed. From 1946 through 1950, 249 more examples were constructed and used a Standard Special 1256 cc. overhead cam engine producing 38.8 horsepower. A Moss transmission was used in place of the Meadows gearbox. The four-seater and drophead coupe option were still available. During the 1946 to 1950 time frame, 140 four seaters and 106 DropHead coupes were produced. In 1947, the Standard Motor Company informed Morgan that after 1949, the 1267 cc. engine would not be available due to their 'One Engine Policy'. In 1949, when the 1267 cc was no longer available, Morgan began using a Vanguard 1.8 litre engine and introduced to the public the 'Plus Four'. Eventually, a 208cc Vanguard engine produced 68 horsepower was used.

The front suspension was improved, the frame was strengthened, and Girling hydraulic brakes were fitted on all four corners. The top speed was 85 miles per hour with a zero to sixty time of 17.9 seconds. Priced competitively, the Plus Four was an instant success. In 1954 the Vanguar engine was replaced with a Triumph TR2 1991 cc. powerplant that provided 90 horsepower. The zero to sixty time was now around 13 seconds. The 100 mile-per-hour mark was easily achievable. To help with the aerodynamics, the radiator was placed beneath the bodywork. The Series II was introduced in 1955. Instead of the Standard Special engine, a Ford 100E engine utilizing a Ford three-speed gear was used. The engine was capable of producing 36 horsepower. Production of the Series II lasted five years and ended near the end of 1960. 386 examples were produced. In 1956, the Plus 4 received a Triumph TR3 engine that was capable of producing 100 horsepower. The vehicle could be ordered in lightweight aluminum bodies making them excellent for competition.

In 1959, performance and safety was enhanced by the addition of 11 inch Girling disc brakes. The Series III picked up where the Series II left off. Mounted in the front, the Ford Anglia 105E, 997 cc. engine was capable of producing 39 horsepower. The three speed transmission was replaced with the four-speed gearbox adding to the performance of the vehicle. During its production life span which last from October of 1960 through November of 1961, only 58 examples were produced. Following the Series III was the Series IV. It too had a relatively short life span lasting from October of 1961 through March of 1963. The Series IV used a Ford Classic 109E engine that now produced 23 more horsepower than its predecessor. With a total of 62 horsepower and a Ford four-speed transmission, the Series IV was quick. 114 examples were produced. In 1961, the Plus 4 Super Sport was introduced. With the highly tuned Triumph engine producing 116 horsepower, speeds exceeding 115 miles-per-hour were easily achieved.

The 4/4 Series V was introduced in February of 1963 and produced until March of 1968. 65 horsepower was produced from the Ford Cortina 116E engine. A Ford four-speed manual gearbox was still standard equipment. During it's life span, 639 examples were produced. During the 1963 Earl's Court Motor Show, Morgan introduced the Plus 4 Plus. The Plus 4 Plus featured a stronger Plus 4 chassis, glass fiber body, and a 2138 cc. Triumph TR4 engine. The top speed was around 100 miles-per-hour. Unfortunately, the car did not sell very well and production ceased two years later. Only twenty-six examples were produced. In 1966, the Triumph TR engine was replaced with a powerplant supplied by Rover Motor Company. The engine was an aluminum V8 engine which brought about the Morgan Plus 8, a project headed by Maurice Owen. The Plus 8 was not introduced to the public until the 1968 Earls Court Motor Show. The 3529 cc.

V8 engine was capable of producing 160 horsepower at 5200 rpm. It was fast! With a 0 to sixty time of 6.7 and a top speed of 125 mph, it was a substantial improvement over the Plus 4. In 1968, the 1600 was introduced. The name 1600 came about due to its engine size of 1599 cc. The Ford Kent engine came in different flavors. There was a 2737E that produced 70 horsepower, a 2737 GT and 2265E that both produced 95.5 horsepower. Produced until March of 1982, 3513 examples were created. In November of 1981, the engine was replaced with a Fiat 1584 cc twin-cam engine and Fiat five-speed gearbox. The horsepower rating was now up to 98. Production continued until 1985 during which time 96 examples were created. In March of 1982, a Ford 1597 cc CVH engine and Ford four-speed gearbox powered the Morgan.

A Ford five-speed transmission from the Ford Sierra replaced the four-speed in 1984. During the production life span lasting from 1982 through November of 1991, 1652 examples were created. In November of 1991, a Ford 1597 cc CVH engine with electronic fuel injection and creating 100 horsepower was being used. The Morgan 4/4 has stood the test of time. The light and sturdy frame matched with some impressive power plants have made the vehicle practical, cost competitive, and fun to drive. By Daniel Vaughan | Jul 2005 The Morgan Aero 8 was in production from 2001 through 2010. It was a front-engined sports car powered by a 4.4-liter V8 engine. Later models had a 4.8-liter BMW V8 powerplant. This was the first Morgan vehicle with an alloy chassis and frame, opposed to other Morgans that had an aluminum body on a wooden tub and a steel chassis.

By Daniel Vaughan | Apr 2011 Morgan Motor Company | Tractor & Construction Plant Wiki | Fandom powered by Wikia Tractor & Construction Plant Wiki H.F.S. Morgan, OWNER (1910 - 1957) Headquarters Peter Morgan , Chairman (1957 - 2003) Alan Garnett, Chairman (2003 - 2006) Charles Morgan, operating director (2006 - present) Morgan-Motor.co.uk The Morgan Motor Company is a British motor car manufacturer. The company was founded in 1909 by H.F.S. Morgan and was run by him until 1959. Peter Morgan , son of H.F.S., ran the company until a few years before his death in 2003. The company is currently run by Charles Morgan, the son of Peter Morgan. Morgan is based in Malvern Link, an area of Malvern, Worcestershire, in England and employs 163 people. All the cars are assembled by hand. The waiting list for a car is approximately one to two years, although it has been as high as 10 years in the past.

Morgan produced 640 cars in 2007.[ citation (source) needed ] Contents Edit The early cars were two seat or four seat three-wheelers , and are therefore considered to be cyclecars . Three-wheeled vehicles avoided the British tax on cars by being classified as motorcycles . Competition from small cars like the Austin 7 and the original Morris Minor , with comparable economy and price and better comfort, made cyclecars less attractive. V-Twin three-wheelers (1911-1939) Edit 1912 Morgan Runabout Deluxe H.F.S. Morgan's first car design was a single-seat three-wheeled runabout which was fabricated for his personal use in 1909. Interest in his runabout led him to patent his design and begin production. While he initially showed single-cylinder and twin-cylinder versions of his runabout at the 1911 Olympia Motor Exhibition, he was convinced at the exhibition that there would be greater demand for a two-seat model. [1] Morgan Aero 2-Seater Sports 1926 1928 Morgan Super Aero at Goodwood Festival of Speed 2009 Problems listening to this file?

See media help . Morgan built his cars' reputation by entering them in competitions. One of his racing cars won the 1913 Cyclecar Grand Prix at Amiens in France . This became the basis for the Grand Prix model of 1913 to 1926, from which evolved the Aero, Super Sports , and Sports models. [2] These models used air-cooled or liquid-cooled variations of motorcycle engines. [3] The engine was placed ahead of the axis of the front wheels in a chassis made of steel tubes brazed into cast lugs. [4] The V-Twin models were not returned to production after World War II. F-Series three-wheelers (1932-1952) Edit 1936 Morgan F4 Open Tourer Beginning in 1932, a new series of Morgan three-wheelers began with the F-4. The F-4, and its later siblings the F-2 and the F-Super, used a pressed-steel chassis and the four-cylinder Ford Sidevalve engine that was used in the Model Y . Production of the Ford-engined three-wheelers would continue until 1952.

[2] 4-4 Edit Morgan's first four-wheeler was the 4-4 , for four- cylinder engine and four wheels. The first production 4 wheeled Morgan was released to the public in 1936 and is known as the Morgan 4-4 Series 1. Three-wheeler production continued alongside the 4-4 until 1952. Postwar four-wheel cars Main article: Morgan +4 The Morgan +4 was introduced in 1950 as a larger engined ("plus") car than the 4-4. The +4 used the 2088 cc Standard Vanguard engine, while the 4-4 used a Standard Special 1267 cc engine (1950–58). Later +4s used Triumph TR2 - TR4 engines (1954–1969). +4 production was suspended in 1969 but brought back in 1985 with a Fiat engine (1985–1988) and then a 4 cylinder Rover engine (1988–2000).

Production was again suspended and the Plus 4 returned once more in 2004 with a 155 bhp (116 kW/157 PS) Ford 4 cylinder. +4+ Main article: Morgan +4+ A version of the +4, designated the +4+, was made from 1964 to 1967 with a contemporary fibreglass coupe body. The light weight and reduced drag characteristics improved the performance of the +4+ over the regular +4 in every aspect. However, the traditional Morgan enthusiasts did not embrace this departure from Morgan custom, and mainstream enthusiasts did not embrace the seemingly archaic +4 chassis. Only 26 +4+ cars were built. Morgan 4/4 Main article: Morgan Plus 8 Faced with the decreasing availability of large four-cylinder engines for use in their +4 models, Morgan began to install the recently-available Rover V8 engine in their cars in 1968, giving these cars the model designation +8.

The engine displacement jumped from the 2.3 L of the Triumph TR4 engine to 3.5 L, then 3.9L (1990), 4.0 (1998–2004) with an optional 4.6L (1996–2000) all based on the same Land Rover block. However, the V-8 was no longer than the Triumph. These features made the +8 accelerate much more quickly than the early +4 and also improved its road-holding capability. Horsepower (143-204 bhp), weight and performance varied with emission and structural laws through its history. In its final form, the GEMS Land Rover V8 produced 190 hp (140 kW). Thus powered, the car could accelerate from 0-60 mph in 5.6 seconds. Many enthusiasts work on the engine, exhaust, carburettors or EFI systems and improve this figure.[ citation (source) needed ] Roadster Edit In 2004, Morgan came out with a traditional model to replace the departing Plus 8.

The new model, named the "Roadster" is powered by a Ford UK Mondeo V6 producing 212 bhp (158 kW/215 PS). In 2007, the Mondeo engine was replaced by a US version of the same engine in the Roadster II. Morgan Aero 8 Main article: Morgan Aero 8 In 2000, the Morgan Aero 8 was introduced and, as always, the wooden body substructure was ash . (Contrary to popular myth, however, the chassis is metal; aluminium for the Aero 8). The Aero 8, with a BMW V8 engine in a car weighing less than a BMW Z4 and considerably less than a BMW M3 , is even faster than the Plus 8, delivering what Autoweek magazine termed supercar performance. The newest Aero 8 (Ser. IV) puts out 367 hp (274 kW) at 6100 rpm giving it a top speed of over 170 mph (270 km/h). Due to the Aero 8's light weight it can do 0-62 mph (100 km/h) in 4.5 seconds.

[5] Morgan AeroMax The Morgan Aeromax is a coupe variation of the Aero 8. Production was limited to 100 cars, each costing £110,000. Customers have included Richard Hammond , Rowan Atkinson and Paul O'Grady . Morgan Aero Super Sport Morgan Aero Supersports at Goodwood Festival of Speed 2009 Problems listening to this file? See media help . The Morgan Aero SS is a mix between classic Morgan design and the technology of today. It is in production in the UK and Europe. It came to America in 2009 and debuted at the 2009 Pebble Beach car show in Florida, but it will not go on sale until early 2010. Availability to the United States Edit For part of the 1950s and 1960s, the USA provided the company with its largest market worldwide, taking up to 85% of all production. [6] This ended with the first wave of US safety and emission regulations in 1971.

For many years (1974 to 1992), all Morgans imported into the United States were converted to run on propane as fuel to pass the U.S. emissions regulations . However, this conversion, along with bringing the cars into compliance with US vehicle safety leglislation, was carried out by the dealership, and not by the factory, making the cars grey market vehicles . [7] However, when the Rover Group re-certified their V-8 engine for use in the Range Rover 4x4 sold in the U.S., Morgan was able to use the same engine for a fully US compliant stock Morgan from 1992 to 1996,[ citation needed ] and again from 1998 to 2004.[ citation needed ]In 2005, the engine was replaced with the US version of another traditionally-shaped model (with a V6) called the Roadster. In 2002, Morgan centralised its international compliancy development and regulatory interaction in-house.[ citation needed ] In 2005, its right to import its classic models ceased when supplies of its necessary airbag were exhausted and no replacement was developed.

In 2006, a request for an airbag exemption to the NHTSA was refused, and the importation of classic Morgans ceased. [8] In 2005, the new Morgan Aero 8 model (vers. 2 and 3) received a 3 year exemption from rear impact non-compliance, [9] along with a separate exemption for compliance with "advanced airbag requirements." [10] The rear-impact exemption lapsed in May 2008 without further application. Morgan has indicated to its US dealers that it plans to re-apply for US certification for some model at as yet an undetermined date in the future.[ citation needed ] General characteristics Edit Traditional Morgan sliding kingpin suspension In spite of their traditional design, Morgans have always had sporting or 'sports car' performance, due to their extremely low weight. Among their enthusiasts, Morgans are affectionately known as "Moggies". H.F.S. Morgan's 1909 Runabout used an independent front suspension system with each front wheel mounted on a kingpin mounted to slide along a fixed pillar and located by a spring.

Morgan used developments of this suspension system throughout its existence and it is still used on Morgan's "classic" line, although not on the Aero 8 or its derivatives. Models Morgan Morgan Headquarters and factory: Malvern Link, Worcestershire Sales figures 2005 production: 584 cars Introduction No other car makers follow traditions like Morgan. After 100 years, it is still located at the original site and remains a family business. It might look old-fashioned from its cars or its red-brick factory, but it did find a niche in the market, as there are always some rich customers want classic cars and the heritage associated with them. Morgan produces real living history, unlike the fake classic cars from rivals like Wiesmann and Mitsuoka. Since he took over the family business in 2006, Charles Morgan modernized the technology of its cars (thanks to BMW components) but kept their traditional looks and hand-crafted production method mostly unchanged. While other British sports car specialists went burst one by one, Morgan enjoys increasing sales and the longest waiting list (in terms of delivery time) in the auto industry. Brief History Morgan was founded in 1909 by H.F.S.

Morgan at Malvern Link of Worcestershire. Throughout the years it remained at that place and managed by the family - H.F.S. himself, then his son Peter Morgan and his grandson Charles Morgan. The first Morgan car was Runabout, a 3-wheeler powered by a Peugeot V-twin engine. In the first 3 decades, Morgan remained a manufacturer of 3-wheelers only. As 3-wheelers became decreasingly popular over time, Morgan finally introduced its first 4-wheel car in 1936. It was called 4/4, which meant 4 wheels and 4 cylinders. The lightweight Morgan sports car offered good performance for its time. It chassis was made of ash wood frames sandwiched with thin aluminum skins, a lightweight feature still being used by its cars today. In 1950, the 4/4 was succeeded by Plus 4, whose name implied an enlarged 4-cylinder engine, but it kept the classical pre-war sports car style. Morgan never built its own engines. Instead, it sourced engines from Standard, Conventry Climax, Triumph, Rover and Ford.

Morgan Plus 8 1968 came the Rover V8-powered Plus 8. This engine, initially displaced 3.5 liters and later on 3.9 and 4.0 liters, provided sparkling performance to the lightweight Morgan. It served the car until as late as 2004 when Rover ceased its production. Without any ambitious business plans, Morgan has always been satisified to produce cars by hands and in small volume. However, its Plus 4 and Plus 8 became increasingly outdated in chassis technology as the basics had not been changed since 1950. Entering the new millenium, the third-generation owner, Charles Morgan, started making changes. Not only the production facilities were modernized, he introduced an all-new model called Aero 8. This car employed an advanced aluminum tub chassis while preserving traditional ash wood frames in non-stressed area to please its customers. Its proportion and style also resembled the classic Morgan as far as possible, although aerodynamic was enhanced. BMW offered its V8 engines, transmissions and modern electronics, which helped it pass type approval tests in EU and USA.

With Aero 8, Morgan was one of the few British sports car specialists improving its business in the first decade of new millenium. Copyright© 1997-2013 by Mark Wan

Question: Which motor car manufacturer introduced the 'Aero 8' model in 1998?
Answer: MORGAN