Talk Morgan Forums Morgan Sports Cars Classic Morgans (pre-CX) +4 leaf springs

I got rid of my tank piercing bracket when I converted to rear discs and a direct acting cable handbrake. 1985 +8inj.

David Byrne

Observant, Esprit. That is because the trad design (and other models) offers the petrol tank like a supplicant's gift to the Fire Gods, cantilevered as it is past the axle and with the bumpers and deck guiding a rear impact INTO the tank and therefore the axle and its brake actuator..As well, a side rear impact near the wheels, pushes the axle into the tank with the same sad result. That being said, with all such the accidents I have seen, the hoses detach and the tank is dented, but not pierced by the offending pre-1993 bracketry.. When the MMC rebuilt my Morgan, they used post 1993-June and I have been content with that...(DO NOT TRUST ME HERE AS I LOVE TRAD MORGANS MAKING ME BIASED)



I am not a fan of rear discs, but you solved a problem! The only thing necessary to avoid the problem is to spread the impact force. I have observed, in all such accidents, that the tank is dented but not pierced by the rear of the differential which often extends further rearward than the hand brake actuator. A thin circular plate or a L-shaped rectangular one attached to the wooden floor and covering the bracket impact patch on the tank with its vertical section, will do the trick. Of course your filler hoses will detach, but that is not deadly. Should take a rank amateur a few minutes either way.

BTW, my first Plus 8 (cremated) and reborn courtesy of the old MMC, was made at the end of 1984..a L-Jetronic EFI. Whats' your VIN, B3Mog? It is amazing what one can do with that simple EFI system in an amateur's garage. I am using a tweaked LR 4.8 with that system (also tweaked).,

Curiously, Beck thought the safest place for the tank was AHEAD of the axle. I agree. It would increase capacity and create a rear area for luggage and other storage. The tank would then have the entire drivetrain, axle, telescopic prop shaft, transmission and the motor, all on rubber, to absorb a rear impact and transfer it and through the occupant cabin rather than have it slam into the tank. With the wood, that would make one hell of a safe car. Interesting to muse on.

GMG

GMG makes a very valid point.
Most modern and some not so modern ICE cars have moulded plastic tanks mounted outside the body and ahead of the rear axle.
I'm not sure how this could have been done using a trad chassis.

Assuming the risk comes from behind. But it you hit a deer carcass in Cornwall, a plastic tank ahead of the rear wheels is actually more vulnerable, and I can say from experience the fragments of deer bone will make a concerted attempt to penetrate the plastic tank. It happened to be a diesel, but realistically no place is completely safe from freak impacts.

A friend and colleague of mine hit a Kudu in the company 90 Land Rover in SWA and it came up over the bonnet and chopped him in half, a sad affair but we didn't worry about a bit of a leaking tank.. phoning his parents however was another matter entirely, RIP Stan.

GMG, my +8 is an early 1985 build, chassis R9471. it came with the flapper Lucas system, it worked ok for 30yrs then i decided to future proof it by converting to a canems ecu and coil packs , the ecu is fully programable on fuel and ignition plus you can control other systems such as the fans. I can also run two different maps ie.one for power and one for economy or to pass the MOT emissions test.
the engine is also 4.8 ltr.

David Byrne

Thanks David. Mine is R9459. Left the Factory on 22 De. 1984, which coincidently, was the same day they shipped me their recreated version (aka "repaired") 18 years later.



Bravo!! I am not alone.

By the time of my accident (2002) I knew a LOT about flappers. I didn't want loose all that knowledge. So many vehicles used L-Jetronics and I had a LOAD of spares which, at the time, cost almost nothing. I also had access to never used systems from the US Morgan dealers where they had converted flappers to propane and carbs on arrival two decades earlier. I mathematically worked out how to easily modify the system with higher flowing injectors and a BIG L-Jetronic AFM from a Jaguar..along with pistons (Omega) capable of higher revs and a cam to match. Altering the performance for different uses is a matter of being on a rolling road and marking the fuel pressure and timing to suit. It worked so well, I used the same modifications on my UK Morgan, though it was a low compression 4.6. (the lousy petrol found on European backroads [outside of Germany] was driving me nuts!

Here's a revelation. Out of curiosity at one point, I swapped in a Hotwire system I had in spares. It dynoed at 9% bhp LOWER than the flapper, though MUCH higher than a standard 3.9. Admittedly, the engine had been tuned for another system type.

I am musing (again) about a cam change,,as well as replacing the Morgan wiring looms. I used to change cams like others change their socks. What are you using?

Do you want to take this off-group?

And call me Lorne or I'll call you B3MOG!

i got the car back from the dealer and have again decent ride height at the rear .
Also wheels are now equal both sides , visual i think not centered in the arches but a bit up to the front.
Will see more when my lift is free .
Understand the danger of rear impact "fuel tank/rear axle".... will see for a protection plate , seems not that difficult to do.
Also didn't know , but seems my car was changed in the past with a kit to use common shock absorbers , instead of a "Morgan system ?" .