I don't know the steel used by MORGAN, but generally steel with a Re above 30 daN/mm² is used… I hope.
No clue. Such things are not revealed by the MMC and frankly, I don't think anyone, even those there, ever asked. They used whatever was used from the time they began using such frames..in 1936. As for parts, my old little village in Quebec had three machine shops. They would all roll their eyes when I would bring them broken metal pieces [
b]though they adored Morgans, a village machine shop's dream of a machine. [/b] In the first few years of mogging, I would wait weeks for MMC replacement parts to arrive. But I learned my first gomog law. Namely, that the only thing I knew about a
failed machine part is that it will fail again if replaced from the same original source. 
As I have always lived in cultures (Canada and SA) that, for one reason or another, legally permit parts to be copied, repaired, improved, I took that route with permanent success and no repeats.distress. Here is merely one example.
https://www.gomog.com/allmorgan/RPplate2.jpg The later MMC plate that holds the wheels to the steering rack broke into pieces, happily at the very end of a 962 km high speed day from Sault-Saint-Marie to our former home in Quebec.
"I don't think Morgans are susceptible to formulas"… Why not ? I hope Newton, Young and others are deaf and are not rolling in their grave!
You misunderstood, dear CBY.
I am sure each trad is susceptible to formulas individually. But as each have a different
non-quantifiable element (chassis flex) from the start, one that is constantly changing over time depending on many individual influences, how can a forumula be used? And even if, by some miracle, we had that input, it would apply to a single Morgan. The result for all trads would merely be unknown result with unknown long term effects?!! Unlike anything I have experienced in any other vehicle type
but one.
At the time, my perception of suspension had been formed by hi-performance snowmobiles, all of which have owner adjustable suspension parts and around 150 different setups to match each vehicle and owner style. Were you aware that 70 years ago, the MMC suggested an option of adjustable rear suspension dampening controllable by the driver while driving?
You must blame my wife for all this. Decades ago when I arrived at home with our first Morgan, she was extremely excited. However, after a short first ride with me, she got out of the car with a two word opinion" FIX IT!",
accompanied by an angry glare as if I had invented the car. So I had no choice.
Happily, I have found that, with obvious and sufficient owner input, trads can be simply and individually tweaked until their suspensions are downright delicious. Don't have to change much aside from making sure everything is functioning as it original designers intended.
I think the 'susceptible to formulas' thing is just a way of expressing that, with the cars being hand made with quite large tolerances (by robot standards) and with wide variations of material over the years, the flexible chassis, interaction of the wood frame/body panels and the suspension itself result in a system with so many variables that you'd need calculations for every car individually. K
Thank you K. YOU GOT IT! However, there was not much variation in basic materials I can recall. Though after control of such decisions changed, by the 1990s, many more parts were being outsourced and/or suppliers and the designs were changed. For example, the wheels (tyres and rims) came to contain more metal than air or superform wings, long door cars, rear suspension changes, production shortcuts, etc[/i] some good things, some bad, but all of which will influence a flexing frame over time. For an example of the latter, look at the plague of broken wing supports. Or guess the effect on a trad chassis if one uses a single anti-tramp bar on one side to save on cost?!! All of these things can be sorted amateur owners but that era has passed for the moment.
gmg
