Dan,

Work hard, play hard is our strategy. I've taught them how to make a living and therefore, don't feel obligated to give them anything. I am greedy when it comes to making money but am not stingy once I've made it.

Yes...just order through a dealer. The Centa on order involves more than just the compensator itself (though I don't have the parts list). At any rate, instead of having a "kit", the dealer has to order each individual part. The parts have been trickling in for months now and I think all they lack in having the complete kit is one bearing (which is supposed to be in the next shipment).

I think with a decent compensator (knowing how to drive in a compensator-friendly manner) and a goo-less bevel box, I can milk some miles out of this thing. Still have to deal with rubber mounts, chaffing wiring and the like but that's mostly labor which is not a problem provided I find the items before they become an issue. It's the "proprietary" components that you can't get anywhere else that are the stumbling block. Quaife builds the bevel boxes specifically for MMC and was not an "off the shelf" item prior to the release of the M3W...so you have to dance with Morgan on that item.

The dealership service manager I am working with has indicated that none of the M3W's they've sold have had BB problems (which is encouraging)...so if I can get my hands on a fresh copy and use the correct lube (NVH be damned). I don't mind a little noise if the BB is doing what it is suppose to do. The M3W, as you know, is not a refined ride....it's raw, raunchy and minimalistic which I like as I wasn't shopping for plush when I got it. I don't want to flog the living day-lights out of it but do feel it could be moderately durable and reliable if given a chance. It may require upgrading some of the less than stellar items (regulator/rectifier, fuel sending unit, etc.) but that's minor compared to drive-line improvements. Typically, when I end up with a toy that doesn't pan out or isn't what I anticipated, its usually gone shortly thereafter...with the M3W, some how or another, I've developed a love/hate relationship with it. I love the little car and want it to be what I expected when cutting the check and hate that it's not...yet. Maybe, one day it will be robust enough to handle a warmed-over S&S engine as the one on it seems de-tuned...but that's okay considering the car's current situation. At the very least, I would like to be able to get in it, drive to Missouri and only have concerns for tires (and what they may encounter on the road...out of my control).

I am not looking for and don't expect any relief on my M3W from Morgan but for the sake of others that follow behind us, I hope Morgan learns what needs attention and addresses it so this isn't a re-occurring story. I would like to see it to the point when others tell me they are thinking of purchasing a M3W and what my thoughts are...I'd like to tell them truthfully that the M3W got off to a bumpy start but it's been sorted out and now has a good track record. Many are turned off completely by the real truth now but I'm not going to misled the un-suspecting...it is what it is whether you like it or not. Us early owners have paid for the right to call an ace an ace and a spade, a spade.

On the Rocket III, I rode one briefly (at a dealership). I was not in the market but the dealer said "hey...go ride this and see what you think"...so I did. It reminded me of the Yamaha V-Max...hot, hot straight line performance. I hammered on it one time and one time only...it has grunt for sure. That has been a couple of model years back so I'm not really up to speed on the latest model.

Triumph has come a long ways since resurrecting the name. Honestly, their twins are kind of watered down (even though displacement is up compared to their vintage counter-parts) but from what I see and hear, any of the three cylinder jobs are serious runners. Actually, I think the twins are something to keep the nostalgic thing going on (and appropriately so) and are fit for that purpose though built to a price point. My '73 Norton Commando (stock except flatside carbs...and cafe'd) will eat my new Thruxton alive (low end, mid range and on top)...but the Thruxton is loaded up with EPA crap, however, there are many after market parts (and the easy ability to re-map) that will soon allow me to give the Thruxton some bark and bite. The Thruxton, to me, is an attractive bike but not a real "vintage" bike so there is little guilt about running the hell out of it. It's kind of like riding a vintage bike that is extra "fresh" with all the reliability upgrades (no Lucas) and parts could easily be had tomorrow if something breaks or experiences road rash.

If I were going to have only one bike with intensions of hauling a passenger, I would have a Wing. I would find a low-mileage 2006+ (when they made the last important round of improvements) and ride the wheels off of it. They are smooth, quite and comfortable. Very little maintenance (and easy maintenance) and as bullet-proof as a motorcycle can get. They are easy to clean, provide good all-weather protection and are a wolf in sheep's clothing. I check valve clearances at 40K miles and if all is good, I never check them again. At 150K miles, I swap the final drive with a trike pull-off (+/- $100) and usually change the alternator (similar to a car alternator). All my IronButt rides have been and will be on a Wing. I have several friend that have Wings with 350-450K miles on them with zero engine work.

I was a HD guy from the 70's (Linkerts, magnetos, rigid frames and no front brakes) and didn't want to ride anything else...time changed that for me. Over the past 10-12 years, I have still went through phases where I would go back to riding an HD (missed them) but I found myself keeping them shorter and shorter periods of time due to maintenance (and cam bearing issues). With time, I could only remember the good HD experiences and would forget the bad...but upon purchasing another, all the bad memories would come back all too quick. The last HD impulse I had, I bought the Indian...it's low maintenance, runs strong, sounds good and a fraction of what a comparable HD would cost. The Indian is a keeper...but I didn't buy a Cheiftan (touring model, batwing fairing, 100w stereo, TPMS, heated grips, heated seat...cruise and ABS standard)...so I'm not really planning any long range touring on it (from a comfort stand-point) as I put a windscreen on it and the ride is similar to a RoadKing...with associated wind buffeting. The new Indians hold 5.5 quarts of oil...no primary issues, mono-shock which makes for a quick rear belt change if needed, stiff aluminum frame (no flexing)...it's a hoss...but just not my touring choice.

Cheers,

Z