Definitely not giving up chaps, that's not in my nature, but I do wonder if we're allowing ourselves to pin too much blind faith in a wiring diagram that may or may not be 100% accurate? I'm also a realist and reminded that no one has actually been able to physically confirm the presence of the fabled blue/yellow wires on their own car yet, let alone supported their discovery with photographic evidence.

I thought my video would help show others who perhaps haven't themselves completed the same level of hands-on forensic examination what's really in there, for the record, before shooting the video I had already cut various cable ties and pulled the loom out for closer inspection, it's actually very easy to do so. For example the bullet connection for O/S headlight wiring just fell out of the nasty Lucar connectors when I touched them, just like they always did on old Triumphs, MGs and Jaguars I used to restore fit a living.

I also had a big lamp in there to illuminate the whole wheel arch area, then used my smaller LED inspection lamp to really get light into every corner and remove localised shadows in the specific area I was inspecting, I then used industrial hand wipes to clean off the underseal/Waxoyl to reveal the colour of all wires. Trust me when I say, "short of conducting a full autopsy on the convoluted plastic sleeving covering the main loom run, there's definitely no blue/yellow wires terminating in male bullet connectors living in that area".

I also think it's important to point out what's shown on a wiring diagram can be different to what's actually present on a specific car, lets not lose sight of the fact these are hand made small volume production cars and of course there will have been RHD & LHD versions of the loom, this aside in my experience general loom variation is extremely common with such low volume artisan built vehicles. Even on high volume production vehicles it's not uncommon to find looms manufactured from one year to the next to exhibit a degree variation, the main dealer may have received a service bulletin to cover such changes but did Morgan offer their dealers these updates, and even if they did I doubt they will have filtered down to a group of enthusiastic owners some 10 years post production.

After the considerable time already invested and after I've completed my further final hunt as described above, in the absence of any photographic evidence from others it'll be at this point I'll be pausing for thought and remind myself of what I'm actually trying to achieve here. While undoubtedly it would be lovely to use some wires that may or may not be included in the factory loom, being frank, safely wiring up a set of auxiliary lights is hardly beyond the wit of man. It's something I've done many times over the years on a myriad of different vehicles, I've built my own looms which isn't difficult but I've typically found when you add up the cost of cable, tape, block connectors, a relay, a relay holder, crimp connectors, a fuse holder with fuse, heat shrink etc it's almost always cheaper to buy a pre-made loom.

However, I will definitely continue the hunt, for example I want to complete one final close inspection under the bonnet on both sides and return to that spare unused connector block I found on the N/S wheel arch to determine its purpose.

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We also now know this is a crimp termination of multiple grounds and it's not very nicely executed, on the O/S I returned the wire that fell out in my hand then heated the crimp with my jewelers torch and wicked solder into to it before resealing the end with new heat shrink, I shall do the same on the N/S.

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The standard of wiring on British cars is the butt of many a joke amongst mechanics around the world, sadly and given the evidence this is a very hard one to defend. The wiring on my TVR for example was without doubt the worst I've ever seen, but it does seem Morgan was trying to run them a close second frown