Hello everyone.
It's another off-season for the Morgan Sprint Series (www.speedmog.co.uk) and it looks like Missprint and I are moving up the classes again. We have spent 2 years in Class 1 - Standard Carb 4/4 upto 1701cc and 2 Years in Class 3 - modified 4/4 upto 1701cc.

Time has flown by during the last 4 years and we have had a great time, lots of fun, some great successes and met some amazing people. Setting many class records, Missprint beating me several times and a rare outright Morgan FTD!!

We have undertaken a lot of development work on the little 4/4 CVH:

Year 1 - Basic race prep - roll-bar, rear suspension hoop, AVO's, bucket seats, scuttle roll-bar, brake reaction bars, race screen. Engine 89bhp & 80FtLb



Year 2 - Blueprinting - Cross-hatch'ed thick wall head, Newmann cam, new block, turbo crank, new carb, minilight weels. 89bhp & 105FtLb




Year 3 - Modification - bore out block 0.5mm, High Compression Pistons, Lightweight Flywheel, New gass-flowed cross-hatched head, solid lifters, race cam, oversize valves, twin 45's, close ration gear-set, omex 3d ignition ecu. 130bhp & 110FtLb - http://www.talkmorgan.com/ubbthreads.php/galleries/42661/2



Year 4 - Experemented with different cams, upgrade to 4 pot brakes.. that's pretty much it. 135bhp & 110FtLb



Having come to an end in terms of CVH development - there are very few High Power CVH engines out there and the route to this peak requires custom pocketed pistons which I'm not interested in for the cost/bhp benefit.

Through this process we have a great idea on what works and what does not on the CVH.. in the end though I've decided that progression is the order of the day.

You have probably heard me talk about the Zetec E conversion for the CVH cars for a while....I'm going to put my money where my mouth is!! - The Zetec E providing a very cost effective upgrade which mates easily to xflow and CVH technology/fitting - similar to many many older Morgans out there. It's readily available in stock injection setup, twin carb and finally throttle-bodies.

Over the last few months I've been working on the research required to complete this conversion as well as sorting out the designs and spec's I'm interested in.

With parts already arriving, over the next few months I'll be working on:
1) Getting engine built (I've developed a good relationship with a Motorsport engine builder - more on that exciting development later). It will be a 2000cc Zetec E black-top engine on Webber DCOE's but will be built to look like a Cosworth BDA with the ancillaries, water rail etc all in period position and look. Should be a real treat on the eyes.
2) Undertake some work on the body of the car to deal with some anticipated aerodynamic issues that will make their presence felt at an increased average speed. Handily Young-One's other half happens to be a PhD Aerodynamicist and he's offered to knock together a flow dynamics computer model to help in this area.. .it's going to be tricky though as we need to stay within the race regs - no large rear wings and the silhouette needs to be retained.
3) Deal with driveline issues - possibly new tyres (size, type, brand) and possibly a Limited Slip Diff.

Through this process I'll keep you all in the loop with photo's and it does mean that there will be an opportunity for a few people to benefit initially from the previous CVH development work at a cost far cheaper than the original build to me. I'll be keeping hold of the original unmolested engine but that's only one of now 3 engines I have - in various states of tune. All parts have been stored in an engineeringly minded way so are top notch condition with little running hours on them. I'll list these out later - when they are no longer needed, but if anyone wants the inside track then drop me a private message.

The "target" is to get the 4/4 to:

1) 750kg's (currently at 790kg's)
2) 240-250bhp (currently at 130bhp)
3) 180FtLb of torque (currently at 110FtLb)
4) Spend significantly less that purchasing an alternative Morgan 4/4, +4, V8

I suspect these targets are going to be just that, we'll be a little off target with each but it sets the aim-of-the-game.

That's all for now.... I'll keep you updated on developments as they happen.

Cereal,

Good luck with the coming year and the developments all sound go.

But and it is a VERY BIG BUT, I can't believe you've admitted to being beaten buy a GIRL

At least I didn't have to pay extra for it.. I think that makes me one lucky guy . Maybe it's her national tendencies coming out.

Thanks for the vote of support btw... it's going to be one very exciting development.

Although not particularly interested in modding my car, I found the write up and the photoes really interesting. Good luck with your plans.

Hey,

I knew there was something interesting coming. I'm looking forward to seeing this out in action!!

Pal of mine in S. Glos is putting just the same motor in his road going CVH 4/4. Will be on carbs, Omex ignition. Not going racing though.

Hope all goes well - look forward to reading the updates right here!

Cheers,

Great write-up Andrew and congrats to both of you on your success' so far!

Looking forward to hearing more about your racing exploits and of course, Missprint's too.

Cheers
Brian

First two photos at Curborough - who is that sitting in Smithy's car - doesn't look like him!
2nd two at Gurston. Fifth also at Gurston?

Looking forwad to an interesting season!

Cheers,

Why did you choose the Zetec E, and not the Mazda VVT 2.0 lt. as in the new +4 SS. Was it because of the easier fit to gearbox etc?

Broadly yes... the Mazda VVT is a more expensive unit new or used. It also requires a more expensive ECU (to control the VVT), alternative flywheel and bellhousing (as it does not mate to a standard Ford bolt pattern). It also has a reversed orientation with intake on the RHS and the Exhaust on the LHS as you face the front of the car.

This would mean modifying the bay pannels and fabricating a new exhaust whereas I'm aiming to use as much off the shelf as possible. Remember I already have the intake holes on the car.

I also wanted to keep the car looking reasonably period. The Duratec would stick out and there is no parts to make it BDA-a-like.

The latest Morgans run the Mazda/Ford Duratec derivative and have done for a while... it would be simpler to purchase a new car. I also think the cost of engine only upgrade would begin to overlap in the "buy a new car" terrarory.

Think of this as an easy and cost effective upgrade for any older 4/4.

The first pic is probably the taster day so not sure.
Last pic is Castle Combe