Talk Morgan Forums Morgan Sports Cars Morgan Three Wheeler & Super 3 128" Or Other Anyone?

Has anyone upgraded to the 128" or anything larger than stock?

I remember Drake in California back about 5 years ago was going to upgrade his to a 128", but then disappeared from the site.

I'm interested in knowing how the Centa is working out with a modified motor up front. I believe that some of you are doing a bit of racing and that of course will add extra stress to the Centa unit.

Just wondering is all, THANKS!

Hope everyone is still keep safe and healthy...

Rob Pike races his 128 cu in M3W successfully, he even gives the older, lighter and faster racing Morgan Three Wheelers a hard time on some tracks. I am pretty sure he is still using the rubber doughnut compensator that Krazy Horse were developing. He destroyed the rubber Centa rollers in a few miles before the KH system was fitted as a trial. Maybe if Rob sees this he will give you more information. Austin Smith also races his M3W 121 Stage 2 engine and had the standard Centa. He has changed the rubber rollers on one or two occasions and has recently visited Phil Bleazey I believe, a sensible move as the roller inspection or change becomes a quick job you could do between races even.

There are quite a few M3W's running 569 cams, giving about 100 bhp and 110 lbs ft, with standard Centa units. They seem to be as reliable as lower powered standard cars, although the owners tend be more enthusiastic and use them more than the average. About 10,000 miles seems to be the normal life for the rollers, unless you give them a really hard time, like Rob did. My first set of Centa rollers lasted about 8,000 miles and the ones that came out when I did the Bleazey mods had done almost 12,000 miles and were still pretty good with no big missing chunks but there were some splits starting.

OK, this brings up a discussion of Bleazey conversion Vs Krazy Horse. Which one lasts longer?

Not really a question of which lasts longer as they are two different concepts. The KH one is a "fit and forget" type that may last a very long time but requires the engine out if it needs any work, which it shouldn't. The Bleazey modified Centa allows for much easier access for inspection and servicing without having to take the engine out. The KH compensator seems to have gone very quiet lately and possibly may not be available, so there isn't a choice to make maybe? Anyone have an update on that?

Rob is on his honeymoon at the moment so probably has better things to do than browse TalkMorgan!

Thanks everyone...👍

I have an early M3W Harley compensator in my garage in pieces. They had the round cylinder filed with grease to supposedly lube the Harley comp ramps, which it did a lousy job...👎 On the trans end the grease filled cylinder, bolts a BMW/Mercedes driveshaft isolation coupler that "looks" exactly like the "flex" coupler that KH uses in their new design. From hands on and research I've done in this type of "driveshaft" rear yoke coupling, there is NO radial wind up in either direction. They typically allow a bit, a few degrees, of axial alignment.

So in my opinion, if one were to use the KH setup you would lose all of the torque pulse wind up that the Centa is designed to allow. In a smaller way, Phil's urethane pucks deminish the radial wind up, but still allows some wind up.

My BMW/Mercedes coupler has either a carbon fiber or metal disc molded into it that eliminates any wind up. KH may have found another type of coupler, but I it sure looks like a driveshaft rear yoke coupler to me.

I thought the whole idea was to allow the torque pulses to be absorbed by the compensator thus saving the trans from unwanted hammering from the motor. Phil's pucks still allow some of the pulses to be absorbed, but I doubt much would be absorbed with the KH design. IF the trans is strong enough to take the beating, then the KH setup would be the best way to go.

Over the years people have used Harley motors coupled to VW transaxles workout any couplers, just motor clutch and flywheel. So just maybe the Miata 5-speed is up to the punishment.

Any other thoughts on this?

Didn't we hear that KH were using the BMW M4 drive shaft coupler?
The Mazda gearbox is a robust bit of kit so I suspect that the weak point when using an ineffective cush drive turns out to be the crank shaft.