New
by Rex_tulips - 30/07/25 07:59 PM
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Forums34
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Aug 24th, 2023
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There are no members with birthdays on this day. |
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Joined: Feb 2014
Posts: 368 Likes: 1
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Hi Phil,
Add me to the list.
Best,
Roland
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Joined: Feb 2012
Posts: 5,653 Likes: 4
Charter Member
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Charter Member
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What an amazing blog Phil and you are taking shed engineering to a professional level.
Martin (Deano)
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Would be very interested in the BB mounts Phil.
Thanks for all your work.
Tim
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No problem Phil , there is no rush.
I will be in touch August time.
Can I run an idea past you.
From what you have seen removing the engine to get at the centa, might it be easier and less fiddly removing the pro shaft and dropping the gearbox rather than going in from the front and removing the engine? I.e with the prop shaft removed and the gearbox supported by a engine lift , un bolt it and swing it away.
just a thought based on how I saw a clutch changed once ( not on a three wheeler). Late August sounds good Graham. As to dropping the gearbox out through the floor, I think the chassis rails are too close together to get it through. I have taken the whole assembly out through the front in one piece which means not having to get at the bell housing bolts but brings its own problems. I will get that procedure written up on my site in a day or two. In short, there ain't an easy answer!
2013 M3W 1960 Velocette Venom and the Landrovardo!
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Joined: Sep 2016
Posts: 1,001 Likes: 23
Has a lot to Say!
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Has a lot to Say!
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Great work Phil. The drive train of the M3W is so badly designed and executed. It's difficult to comprehend how a manufacturer can produce something so poorly engineered, to the extent of ignoring the most basic good engineering practices. The MMC need to look closely at some of the so-called engineers and designers they employ. With your own modifications my only concern would be that the fitted polyurethane inserts will reduce the shock absorbing property of the Centa coupling and in time may start to deform. If they do I'm sure you'll find a solution for that too  I look forward to reading more on your developments.
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Great work Phil. The drive train of the M3W is so badly designed and executed. It's difficult to comprehend how a manufacturer can produce something so poorly engineered, to the extent of ignoring the most basic good engineering practices. The MMC need to look closely at some of the so-called engineers and designers they employ. With your own modifications my only concern would be that the fitted polyurethane inserts will reduce the shock absorbing property of the Centa coupling and in time may start to deform. If they do I'm sure you'll find a solution for that too I look forward to reading more on your developments. I could not agree more with your sentiments. I have opened up the ends of the inserts with a vee cut out to absorb a bit more of the intense shock and allow a more gentle take up. Even before I did this there was absolutely no sign of wear in either inserts or the recesses in the rotors. After 7,000 miles the original barrels were already shedding dust.
2013 M3W 1960 Velocette Venom and the Landrovardo!
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Joined: Sep 2015
Posts: 89
Just Getting Started
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Just Getting Started
Joined: Sep 2015
Posts: 89 |
Hello Phil,
Excellent detailed work, and at last it seems some meaningful progress and improvement.
Please add me to your list for centa inserts and bevel box mounting.
Thanks
Andrew
Currently
2011 M3W
986 3.2S
Z4 M40i
Cectek Estoc
Midget 1275
1959 Frogeye Sprite
2022 Defender 90 HT
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Posts: 902
Talk Morgan Regular
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Put me down for a set of centra inserts Phil.
John.
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Joined: Jun 2016
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Phil, great work and thank you for an excellent go at documenting the progress and your findings. At the risk of asking the obvious, have you reached-out to anyone at Centa or MMC to discuss your work? I would think Centa would have a vested interest in the inserts and may be able to render an informed opinion as to relative merits of your revisions. As mph noted, the changes to the "shock absorbing property of the Centa coupling" may be of concern to the rest of the drive train, or not.
If your new poly blocks effectively reduce the Centa cushion action, what problems does this actually cause down-stream? If it was just eliminated entirely, what would happen? I could "imagine" accelerated wear in the trans splines due to the irregular power pulses, bearing failure perhaps, or maybe no real problems as the trans is robust enough to handle it? Perhaps this has been discussed before, if so, sorry for re-hashing it.
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Phil, great work and thank you for an excellent go at documenting the progress and your findings. At the risk of asking the obvious, have you reached-out to anyone at Centa or MMC to discuss your work? I would think Centa would have a vested interest in the inserts and may be able to render an informed opinion as to relative merits of your revisions. As mph noted, the changes to the "shock absorbing property of the Centa coupling" may be of concern to the rest of the drive train, or not.
If your new poly blocks effectively reduce the Centa cushion action, what problems does this actually cause down-stream? If it was just eliminated entirely, what would happen? I could "imagine" accelerated wear in the trans splines due to the irregular power pulses, bearing failure perhaps, or maybe no real problems as the trans is robust enough to handle it? Perhaps this has been discussed before, if so, sorry for re-hashing it. Hi truckin on, thanks for your nice comments. I have contacted Centa who say the coupling is a tied to Morgan part and so can not discuss it with me. I have sent several mails to people at MMC but never had any reply. My new inserts do not reduce the cushioning but do reduce free play, there was about 20 degrees of movement achieved with light finger tip pressure this is now about 5 degrees. I have tweaked the inserts to achieve minimum shock and vibration as felt by me sitting in the machine and must assume that I have therefore minimised the shocks felt by the transmission components at the same time.
2013 M3W 1960 Velocette Venom and the Landrovardo!
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