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http://www.advrider.com/forums/showthread.php?t=411129

This should answer a lot of your questions about cush drives

HFS used to play off one engine maker against another to get a lower price, and price was very much the issue with vintage three wheelers. That and which engine the customer chose dictated what was fitted. At times, there would have been more than five listed engines. (JAP supplied three at the same time, A/C sidevalve, W/C sidevalve and W/C OHV).

The prototype had a Peugeot engine, JAPs are probably the most numerous, with Matchless, Blackburn, MAG, and Anzanis also fitted. There probably were others, but that's the ones I recall. Anzani went bust - partly because of Morgans price policy and the valves made of poor quality steel.

funny that the original M3W was engine swapping to keep the price down because the new M3W actually went from a cheaper engine to a much more expensive engine. The HD screaming eagle crate engine is roughly $6500 USD and the S&S X Wedge starts at $8600 USD and tops off at nearly $10K USD.

Really interesting post. Thanks
Which of the these engines is now considered "the one to have"?
I must admit to liking the look of the Matchless unit

Bud

__________
2003 - 4/4

[quote=BudsterWhich of the these engines is now considered "the one to have"?
I must admit to liking the look of the Matchless unit

Bud

__________
2003 - 4/4
[/quote]

because of a family tradition, I've always liked the Prestwhich engine but I think the MX4 Matchlessunit was margianlly the most powerful (42BHP@4,800 rpm)
Cheers
G

And this is a brief acount ( from " popular Mechanics" about how Larsen dealt with the drive issue:


This engine is turned through 90 degrees from its usual longitudinal home. In a bike, the engine turns a primary-drive sprocket so the stubby end of the crank is not even machined to take a conventional flywheel. Larsen's solution is to take off the engine's drive with an innovative drive plate and compensating system that removes vibration and harshness. His design separates the clutch and flywheel assembly from the engine, and the drive goes straight into a Borg Warner T5 manual five-speed gearbox. The conventional propshaft runs diagonally back across the frame and into a cast-aluminum, bevel-drive rear end from a Honda Goldwing motorcycle. "

G

As far as I know, the LTOW JAP is also 42 BHP. Not that I think many engines are now standard. My JAP has modern pistons and a compression ratio that would spell disaster if the original cylinders were used

I like the look of the MAG engine, overhead inlet and side exhaust, just a very pretty engine.

Martyn,
I suspect I'm teaching my granny etc here but in the very unikely event you haven's seen it, there is some nice info and engine profiles here:

http://morgan3w.de/engines/engine.htm

Cheers
G

Where's the egg sucking smiley?

But I'll have a look in a book later, I'd got in my head that the LTOW was 42 BHP as well, but Gerhard reckons not, only a measly 40 BHP albeit at less revs.

Thanks for the link to that engine site, even if Martyn didn't need teaching about the eggs, I found it really interesting. I didn't realize there were so many V twins in days of yore.