That Lorne was a really good assessment of the V8 and true of the V6 too.. !
Don't flatter me dear Sewin. Morgan trads are my passion and I could go on forever (or try).
I found on changing down I always needed the next gear down as the ratios just aren't close enough and the MT-75 box was perfect for me. some describe this box as difficult but working for Ford during the development of the original Sierra Cosworth I just can't agree and in the Mog its the remote linkage that is problematic, not totally in design but that it suffers from an area of location in the car which gets turbulent air and being close to the ground the open linkage which is greased gets covered with road grit and just becomes horrible in action. I find I am cleaning and re lubricating mine about every 1000 miles.
You are observant and wise. We share opinions. All cars have issues. Most ignore them and allow their fun to shrink. Others see them, fix them and or find ways to drive that largely eliminate them.
I also agree with Lorne in that a 3000 ml oil change is the ideal for the V8 although in a Morgan with really no weight 5000 is probably ok.
Actually, the cognoscenti suggest 1500 miles with the Plus8 engine oil and 3000 with the Salisbury and MUCH more with a LT77. But the type of driving is a big factor and I rarely do urban
driving. The R380 axle can easily go 40,000 miles with the correct fluid and the later BTR, also used in BMWs (and Australian pickup trucks) is rated to 50,000 miles (I am happy with 25,000 miles). I
thought it safer to ask BTR engineers.
MMC information is often merely anecdotal. I have DEVOL bushes, Mulberry's bearing thingies and hardchromes. They don't seem to need much but
I go under the car for peace and quiet.
My reasoning being that most owners won't cover more than that annually and the gentle demand driving a Morgan rear end is kind to the LT77 or R-380. The R-380 is a far superior box and sorry Lorne but the LT-77 is a bit tractor like! Oh, and I'm afraid the V6 also has a land rover fitment gearbox although of Ford design and manufacture, again though a great improvement on it's predecessors. The 3.5 has gone as far as 4.6 now along with other developments but as Lorne has said there's now't wrong with the 3.5 and it certainly sounds the business! Anyway I like carbs! Oh how sublime they are! where ever you put the throttle they respond and work perfectly!
I am a long distance mogger (a rather rare species) ...but you are right. Most Morgans are VERY lightly driven..so few care about perfecting them. (sad) The merely are lax with the maintenance a
spend huge sums to address that with odd and very expensive stuff that adds nothing to a properly maintained Morgan save make it break down quicker. BUT I can't blame them. Who wants a
painful car to drive, regardless of who's fault it is? So if the choose to spend an unnecessary 2000 to make it more palatable for a short time while making it impossibly more complex, I am not
going to point a finger.
You would be surprised at the last LT77 Morgans were fit with. The suffix "H" also known as the LT77S). It used a dual synchro on 1st and 2nd gear. It was matched wit the last Salisbury, known
as the 12HA rather. The 12HA was a joint effort of Salisbury, Morgan and Quaife!
Sadly, it too kept the same ratios. but the combo is the best of any of the
stock Plus 8 line.
Yes, from the perspective of engine integrity, the 3.5 was the best block. and it is easily, safely upgraded. I lean toward greater capacity because it is always the safest route to more power. Rimmer
Bros used to sell a 6.0 L rover V8. 4.8 was my bag because it is merely a change to better pistons.
I lean towards the Tremec gearboxes because they are light, have the right ratios, the parts
are plentiful and getting constantly upgraded to this minute and the Morgan knowledge of them is DEEP.
I enjoy our exchange.
Lorne
