The Morgan Ear Ear April 2017... · 2019. 8. 29. · The Morgan Ear April 2017 5 PRESIDENTIAL PONDERINGS Geoff Hollings Morgan have announced the new EV3 Junior. It is a fully electric

The Morgan Ear April 2017

The

Mor

gan

Ear

Th

e M

orga

n E

ar

Apr

il 20

17

Apr

il 20

17

2 The Morgan Ear April 2017

The Morgan Ear April 2017 3

The Morgan Ear The magazine of the

MORGAN OWNERS' CLUB OF AUSTRALIA INC.

(Founded by Ken Ward in 1958) PO Box 372, Gordon NSW 2072 www.morganownersclub.com.au

Monthly meetings:

1st Thursday of the month at 8.00pm.

Venue: Ryde-Eastwood Leagues Club, 117 Ryedale Rd, West Ryde.

Views expressed by contributors do not necessarily represent those of the Club or Editor.

Technical items are the views of the contributor and the Club can accept no responsibility for their accuracy.

Front Cover:

A studio portrait of Peter Gow’s +8 Photo Peter Gow

Back Cover:

A study of Jason and Louise Barker’s +4 at Cottage on Lovedale in the Hunter Valley

Photo Jason Barker

VP-Qld Ed Filmer [email protected] 0427 441 000

VP-Tas Mac Russell [email protected] 03 6423 5177

VP-SA Tony Heard [email protected] 0412 091 610

VP-WA John Stacy [email protected] 0410 415 949

State Vice Presidents

VP-Vic Colin Bartlett [email protected] 0409 965 321

Editor Brian Tomalin O2 6762 4512

[email protected]

Webmaster Geoff Williams 02 4567 7247

MOCA Committee members for 2015/2016

President Geoff Hollings 02 9449 8422

Vice President Stan Jodeikin 0408 608 002

Club Captain Ian Southwell 0407 550 123

Treasurer Louise Barker 02 9417 3780

Secretary Dennis Jones 0402 254 701

Membership Secretary Cully Gower 02 9416 3903

Competition Secretary Ross Simpson 0407 249 463

Registrar Stan Jodeikin 0408 608 002

Regalia Secretary Vacant

Club Plates Officers

Club Plates Secretary Peter Canavan 02 4575 2085

Club Plates Inspector Brian Williams 02 9913 8095


Firstly thanks to those who were able to submit copy early for the February edition. Unfortunately the scheduled cataract operation has been postponed until April. Someone required emergency surgery so I got pumped down the list. I can’t complain because I probably bumped someone off when I required emergency surgery on the other eye before Christmas.

I must apologies for a couple of mistakes in the February “Ear” that were not picked up in the checking. I will try and allow more time for more proof readers to do their checking and provide feedback.

The cover photos this month are a study in Morgan photography with contrasting approaches to the task. This is an appropriate follow up on last month’s interview from “Morganeer” with the artist who specialises in drawing Morgan. The front cover is an interesting approach by Peter Gow in studio photography. The back cover in contrast is a magnificent field (or real life) study of a Morgan in the field.

In line with the theme of proud Morgan owners we consider the pride we have in owning classic cars. We also get a bit

technical thanks to the TR Register with a look at using a torque wrench and keeping our cool. Thanks to the MSCC Morgan

Historic Register we look at a thoroughbred engine used in Morgan production in the 1980’s. Thanks to MSCC via “Miscellany” we learn about the history of a pre-war Series 4/4.

The NSW members did an impersonation of “mad dogs and Englishmen” and went out in the mid-day sun.

On a serious note we consider an issue that is likely to confront many of us in the loss of a mate.

With the weather now a bit cooler , or less hot, we have been able to take the Morgan out in the past few weeks. As most know driving an open car in 45degC temperatures is not much fun, particularly with a red-headed passenger. So far in the past three-weeks we have been able to grace the backroads around the Upper Namoi and Hunter Valleys with the local car group. Great scenery and pleasant temperatures in the high country. On the down side I know that the rear engine oil seal replacement is getting urgent.

EDITORIAL Brian Tomalin

Take note

Closing date for articles is the 12th April

Get out and driv’em 6 Using a Torque Wrench 8 Shannon’s Display Day 9 The Morgan with the Thoroughbred Engine 10 Owning a Morgan 12

Morgan studio photography 18 NSW Club Runs 20 Morgan Supersprint 22 CSCA Report 23 Keeping Your Cool 24 History of FOH 812 26 Minutes 30

INDEX:


PRESIDENTIAL PONDERINGS Geoff Hollings

Morgan have announced the new EV3 Junior. It is a fully electric replica of the EV3 and is capable of 16kph, suitable for children over the age of 6. It has a carbon fibre body, wooden dashboard, hand stitched leather interior. An average range of 10 miles can be achieved and charging takes 4 hours. You can read more about it on the MMC website.

I received a note from the Morgan Statue Foundation to advise that it has been officially dissolved. The Trustees passed on their thanks to everyone who assisted the Foundation, physically or financially, to try and make the statue become a reality.

Autocar announced that Charles Morgan has been invited to join a Family Council at the Morgan car company. The Council is made up of existing shareholders and members of the wider Morgan family, including the children of existing shareholders. The aim is to give all members a voice in the future strategy of the Morgan Group.

We have also been given a copy of the TV program where Sir John Harvey-Jones looked at ways that MMC could improve their business. Let me know if you would like to borrow it.

My old VCR player is about to be consigned to the recycle bin. So I went through all the tapes and found video, “The Immaculate Contraption”, which was made of the Muster in 2001. It was available as a VCR and DVD. I have copied the video to DVD, but the quality is not very good.

I spoke to Dan Power who made the video

and he could not find a copy of the DVD. If you have an original DVD, could you let me know so I can make a copy?

Dan and his partner Niki live 40km out of Mudgee on a farm which has a focus on sustainable living. You can read about the farm and their programs on their website ScythesAustralia and their Facebook page HazlecombeFarm.

Brian Williams and Peter Canavan spoke about the Historic Vehicle Scheme and the new Classic Vehicle Scheme at the last meeting. The club is putting together a small group to work though the changes and identify what the club needs to do as a participant in these schemes.

Junior Morgans have come a long way since the Editor’s wife snapped this

example at the Annual Morgan Rally held at the Sydney Opera House on November 11, 1979. Does anyone remember who the

child and the pedal car belong to?

A bearded Leigh Porter is lurking behind his newly acquired 4/4 which now belongs

to John Coneybeare.


“GET OUT AND DRIV’EM” Andy Moutenot

How do you say goodbye to someone you have known for 46 years? Losing a spouse to deadly cancer can be traumatic. First, the shock, soon followed by anger, then resignation, and finally heartache accompanied by a deep sense of loneliness were all part of my new life.

I was lost and deeply troubled with little sense of direction or purpose. What saved me may sound trite, possibly nonsensical but in truth it was a gift that had its beginnings long before this story started to unfold.

I have always been a car guy from my earliest memories. I loved anything with wheels and a motor. Early on I had a model A Ford Tudor sedan that kept me mobile, if not somewhat reliable but certainly not due to its age or condition. From that humble beginning, I owned a string of sports cars of various marques and running condition over the years, but the one constant was my Morgan roadster.

Cars would come and go, but this one was the one constant in my life, along with my beautiful wife and 2 daughters. We drove this car to shows, picnics, outings and pretty much everywhere. It was a true part

of the family. As I neared retirement, it would be the car my wife and I would take across country on one of our bucket list items. It would be a chance to see family and friends along the way while visiting some of our nation’s wonderful national parks. It would be a trip of a lifetime.

Sadly, my wife’s lifetime ended way too soon for us to make the trip together but little did I realise that my little Morgan, and more importantly my children’s strong encouragement, had different plans in store. It was that reconnection with my car and through that quirky little machine, I learned more about life and my place in it.

The adventures and memories from that trip will last a lifetime. I drove nearly 10,000 miles, traversed 21 states, visited 6 National Parks, drove over the Rockies, Sierra Nevada’s, the Cascades and a Rand McNally full of lesser mountain ranges.

I stayed off the interstates and sought out a bucket load of small towns. Each was unique but they all seem to have that “corner coffee shop or sandwich place” where over coffee I learned a lot more than

A tale for all of us who are getting to a certain age

It first appeared in “MossMotoring Online” January 12, 2017

Our thanks to “MossMotoring Online” for permission to reproduce this story


a travel brochure or Fodor’s guide could offer. Over a lot of coffee, I could find and explore some really neat stuff, most of it not on any travel flyer but definitely a lot of fun and while some places and things could be absolutely strange they all are a part of the tapestry that makes our country and its citizens so special. Meeting so many wonderful people was just one part of the adventure that helped me realise that while I was hurting these special adventures were beginning to chip away at the emptiness.

The trip, as mentioned was originally a fulfilment of a bucket list item so the route focused on seeing family and friends but through pure happenstance I also met some wonderful folks, strangers at first who I am happy to say became very good friends. I was on the road for almost seven weeks and eventually wound up in Washington State where as a result of the Internet I was reintroduced to a friend I had not seen since grade school.

It was a true “Tinker, to Ever’s to Chance” moment and it all began on the World Wide Web where a woman in Arizona who

was a childhood girlfriend of my old childhood friend’s sister saw my Facebook blog and reintroduced me to Dave, a good buddy from elementary school. How neat was that? My Morgan was the icebreaker that gave me the chance to meet a “barnstormer” who piloted a vintage biplane in Southern Ohio.

In Wyoming, I met a real honest to goodness cowboy. In Nevada, I met a lady who helped me get back on track after being hopelessly lost on a back-country road. Out of the goodness of her heart, she stopped after seeing me studying my Rand McNally that was draped over the bonnet of my car. I met countless waitresses, waiters and “town folks” who enjoyed my adventure and were willing to chat and just be neighbourly.

In Fargo, North Dakota I met a young lady at the local hospital (another story but best left unsaid) who fixed me up and spoke “Fargo” to me after telling her my all-time

favourite movie was indeed Fargo.

She was a hoot! I could go on, but you get the idea. I was blessed to meet some truly outstanding people and they all seem to drop into my adventure at the most interesting and convenient of times.

Now that I am back home I am already thinking of my next adventure. Maybe the southern states and the southwest or maybe up to Canada.

My local club’s motto, “get out and driv’em” seems like a pretty good idea. It sure was for me.


I was going through some old documents of mine when I came across a text book I put together when I was an instructor in the RAAF. My brief was in Trade Practices and Engine Principals and Construction. One of the chapters related to Torque Wrench Technique and Precautions. I thought it might be of interest to some of our members so here are some of the relevant parts.

On the TR engine, the critical areas are the head and rocker pedestal nuts, the main, rod, and flywheel bolts. While they are critical, the correct torque for all fasteners is important to getting good results. When was the last time your torque was checked for accuracy, if ever?

Torque Wrench Technique.

The following known facts have a direct bearing on the tension value between components in a screw system:

Adhesion or set takes place between threaded and other mated surfaces if motion is stopped, even momentarily.

The torque indication is only valid when the nut or screw is moving because of differences in the co-efficient of static and dynamic friction and also because of inertia effects.

Even when the nut or screw is under less than the desired torsion, more than the specified torque is usually required to start it turning.

Torsion values are affected by lubricated threads, hardness of materials, surface finish of threads and bearing surfaces, dimensional fits of internal and external threads, number of successive retightening and the action of the self locking elements or foreign particles.

Precautions for Applying Torque

While using the torque wrench, if for any reason the steady smooth pull or sweep action is interrupted when nearing the recommended torque, the nut or screw should be backed off so that less than specified torque is required to start it in the proper direction. Remember a fast or jerky motion will result in an improper torqued fastener. Never use a torque wrench to loosen a nut or screw unless the tool is specifically designed for that purpose.

Checking or Re-applying Torque

It is impossible to accurately check the torque value of a fastener without backing the component off and re-applying the correct torque value. Back off the nut or screw such that less than specified torque is required to start it in the proper direction.

Thread Lubrication

Threads must be clean and free from burs, nicks, paint, grease or oil to obtain the

USING A TORQUE WRENCH Brian Richards

Our thanks to “Sidescreen” for permission to reprint this article which appeared in the

February / March, 2017 edition.

“Sidescreen” is the journal of the TR Register Australia


COUNCIL OF MOTOR CLUBS REPORT David Fletcher

correct tension or pre-load in the bolt when it is tightened to the specified torque. However, there are some applications where lubrication or anti-seize compound is used on the threads. The maintenance manual should be consulted with regard to torque value for lubricated threads when specified.

Torque for New Nuts

It is good practice in torqueing new nuts or bolts, to first tighten the fastener to the desired torque and then loosen the nut or

bolt by backing off approximately ½ a turn. Then re-torque to the specified torque. This aids in cleaning and smoothing the threads and results in a more accurate torque.

Aligning for Cotter Pins

When a nut is to be secured to a fastener with a cotter pin or wire, the nut should be tightened to the lower limit of the torque specification and the hole aligned by a tightening operation. Never loosen a castellated nut to obtain alignment.

MOCA Shannon‘s Eastern Creek Display day—August 13, 2017. Tickets $20 each

No NAME BOOKED PAID

1 Jodeikin, Stan Yes 2 Fletcher, David Yes 3 Jones, Kerry Yes ***Yes 4 Hamilton Tod Yes 5 Gow, Peter Yes 6 Canavan, Peter Yes 7 Little, Bob Yes 8 Little, Bob Yes 9 Wroe, John Yes

10 Williams, Geoff Yes 11 Lippold, Andrew Yes

12 Dale-Johnson, Vern Yes 13 Williams, Brian Yes 14 Hurst, John Yes 15 Coneybeare, John Yes 16 Mitchell, Graham Yes 17 Hollings, Geoff Yes 18 Jones, Dennis To Confirm

David Fletcher will have the tickets at the JUNE meeting where he will collect the $20.00 per ticket


Between 1981 and ’87 Morgan produced a little over two hundred cars fitted with the FIAT twin cam engine. This engine is also known as the Lampredi twin cam after the man responsible for its design and engineering, Aurelio Lampredi [1917-89]. The form in which it was specified by Morgan and how it came to be used will be explained later, but first a look at its background.

Conception

To start we go back to what we now know as Formula 1, post World War II. The Formula was for 1.5 litre supercharged or 4.5 litre naturally aspirated cars and the cars used were essentially of pre-war design, as was the formula they raced under from 1946.The dominant car was the Alfa Romeo 158/159 Alfetta, winning 37 out of 41 starts in Grand Prix races and 10 out of 13 starts in Formula 1 races. The Alfa was powered by a supercharged straight eight of 1500cc, which in its final form unbelievably developed well over 400 bhp at 9300 rpm. This came at a price in terms of fuel consumption, the car barely covering half a kilometre on a litre of fuel. Its success was also due in some part to having Giuseppe Farina and Juan Manuel Fangio on the team. Alfa withdrew from racing at the end of the 1951 season.

The second piece of this jigsaw concerns Signor Enzo Anseimo Ferrari who drove for Alfa and for a while managed their racing division. He left Alfa in 1937 and started his own company making mainly racing components for other manufacturers, being prevented under a contract with Alfa to build complete cars. In 1945 he founded Ferrari, building sports racers and Formula 1 cars. The engines used at the time, designed by Gioacchino Colombo, although finding success in sports cars for many years they were less influential in Formula 1. The supercharged 1.5 litre V12 being a particular gem.

In 1946 Aurelio Lampredi joined Ferrari and started work on a range of naturally aspirated engines, which brought some success to Ferrari in Formula 1. The FIA decided, in view of Alfa’s withdrawal that for 1952 the driver’s championship should be run under Formula 2 rules that required either 2 litre naturally aspirated engines or 750cc supercharged. The Lampredi designed 4 cylinder 2 litre in the Tipo 500 won the championship in 1952 and 53. In 1954 the new Formula 1 regulations changed the engine capacity for unsupercharged engines to 2.5 litres for which the Lampredi engine was enlarged to suit. Ferrari had some success with this in 1954 and 55 but by then Mercedes Benz and Maserati had entered F1 and became dominant. A familiar story.

In 1955 Aurelio Lampredi left Ferrari and joined FIAT heading up engine

THE MORGAN WITH THE THOROUGHBRED ENGINE David Philpot

Our thanks to Mike Pullen - MSCC Morgan Historic Register for this Interesting history of the Fiat engine used by Morgan in the

early 1908’s


development. He was responsible for the design and development of the FIAT twin cam engine. Originally he took the then current FIAT 1500 block and fitted it with a belt driven twin cam head with pent roof combustion chambers. This was much the same modification as Lotus and Cosworth did with Ford engines. The Lampredi twin cam first appeared in a FIAT 124 Sport in 1967.

As a footnote which may be of interest, in 1967 Ferrari decide to compete in the new Formula 2, which was for naturally aspirated cars with no more than six cylinders and a maximum capacity of 2 litres. Additionally the engine had to be derived from a production car that had at least 500 examples made in a 12 month period. Ferrari did not have a suitable car or the manufacturing capacity to meet these requirements so approached FIAT. Aurelio Lampredi worked on the rather unusual Ferrari racing V6, it having a 65° bank angle and separate crank pins for each cylinder, and made it suitable for a road car.

The outcome was the FIAT Dino, which was produced as a Spider with body by Pinifarina and as a longer wheelbase coupe by Bertone. Between 1966 and 1973 nearly eight thousand of these cars were built around 75% of them being coupes. This engine was also used in the Lancia Stratos which won the manufacturers rally championship in 1974,’75 & ’76. This seems a fairly impressive pedigree so maybe the Lampredi Twin Cam can qualify as a thoroughbred.

The Engine

The engine is a very robust design incorporating some interesting features, and although developed has remained basically unchanged throughout its production. The one major change that did take place, in the early ‘70’s, was a new block identified by 84mm bore, which has remained the same on all subsequent engines. The

(Continued on page 13)

Fiat 124 Spider

Fiat Dino


OWNING A MORGAN Laurie Curtin

I love being a classic car enthusiast. More to the point, I love owning a Morgan, one of the world’s great cars, and being part of the Morgan lifestyle.

My enjoyment comes from the wonderful history of the brand and its passionate hand-built craftsmanship.

Many people might not quite understand why I put so much time and money into my car. Simply, it encourages an active mind; it makes me happy and is an unmatched motoring experience.

In my car I have something of beauty and tradition that I can share with you, something which makes me proud of the commitment of the people who built it and something I can preserve for the future.

I don’t care about my Morgan’s fuel consumption or its value in financial terms

more than its accumulated dollars.

Its value is in the smiles from children and the openness in

its admiration from people on the street.

A Morgan is more than just a car.

There is emotional value in the spirit of

a tangible, tactile beauty that can be

enjoyed at any time simply by admiring its lines, its grace and its power. There is no

other marque that holds such a long history of tradition and the makers’ skills in its

vintage.

To me, my car is all that and more. You can’t buy happiness but you can buy a

Morgan and that’s nearly the same thing.

It’s a bond that only another Morgan enthusiast can understand

A very happy Ken Jones in his Morgan 3W

Laurie Curtin’s pride and joy

Peter Gow with +8 in a studio portrait


block is of a fairly conventional layout with a deep crankcase and provision for a five main bearing crankshaft.

The connecting rods and crankshaft are forged steel and in the case of the 2 litre variants the crank is nitrided. There is a short jack shaft on the induction side of the engine with a skew gear driving the oil pump, which is mounted in the sump, and incorporates the pressure relief valve. In the case of block mounted distributors they are also driven from this half engine speed shaft. Some engines have the distributor drive by skew gear off the exhaust camshaft whilst on others it is fitted horizontally at the rear of the camshaft as on a Ford CVH. The jack shaft also has an eccentric that drives the block mounted mechanical fuel pump. Just above this is the crankcase breather incorporating an oil separator. The water pump is mounted on the front face of the block and driven by the alternator vee belt.

The cylinder head is where some of the innovative engineering has been applied. Looking at the engine drawing it can be seen that the gas flow is virtually straight through the combustion chamber, which is serviced by large valves.

The valves are operated by camshafts via inverted buckets. This is the clever bit, instead of the tappet shim, which is about the size of a half crown, or two pound coin for younger readers, being located under the bucket it sits in a recess above it. Anyone who has worked on a Jaguar XK, Lotus Twin Cam or similar will know how

time consuming, and frustrating setting valve clearances can be, having to remove the camshafts to replace the shims then refit the camshaft. With the FIAT method the valve is held open with a simple tool and the shim removed and replaced in the bucket recess without disturbing the camshaft. The camshaft is in its own housing, and supported by large bearings big enough to allow the cam lobes to pass through for the camshaft to be removed. This entire top end is fed with generous quantities of oil.

A toothed belt drives the camshafts and the jack shaft, with a built in tensioner for setting the initial belt tension.

The fuel system in the Morgan applications follows two different systems. The 1600 is serviced by a manual progressive twin choke downdraught carburettor with an

(continued on page 14)

THOROUGHBRED ENGINED

MORGAN (from page 11)


automatic cold start system. The air to the carburettor is fed through an air cleaner via an automatic hot/cold butterfly valve. The exhaust manifold is a four into two thin wall casting, which has good gas flow characteristics. The 2 litre +4 engines are fitted with a Bosch L Jetronic fuel injection system. This system was widely used by many manufacturers at the time and is considered to be simple and reliable. The larger capacity engines had a fabricated four branch exhaust manifold.

Finally a word or two about the transmission, which originates from 131 and 132 models, it is a synchromesh five speed unit with overdrive fifth. Although data from Morgan suggests that the two litre cars had a very slightly longer fifth gear, the original transmission fitted to my 1600 had the higher ratio. The gearbox is operated by a remote control developed by FIAT competition department [Abarth] for the 131 Racing Model.

The Morgan Connection

This is my basic understanding as to how Morgan came to use the FIAT Twin Cam engine. In the late ‘70s the Ford Kent engine was coming to the end of its life and was to be replaced by the CVH unit for the forthcoming Escort model, which, had the engine, installed transversely driving the front wheels. This engine together with its transmission was clearly not suitable for an in-line application. Morgan then came to an arrangement with FIAT for the supply of the twin cam engine and transmission for the 4/4 model. In the meantime things changed, Ford having decided to offer the CVH engine in the RWD Sierra model.

This engine then became available to Morgan initially with a four speed and later with a five speed transmission.

The result of this was that when the Kent engine ceased to be used in the 4/4 there was the option of a Ford CVH or FIAT twin cam. All this happened around 1981-82, exact dates are difficult, as the factory required the customer to agree to a specification about six months before the target completion date. Over the space of three years a little over 100 4/4’s were built using this engine. In 1985 Morgan reintroduced the +4 with the same FIAT Twin Cam engine but in 2 litre capacity and fuel injection. Again just over a hundred were built until 1987 when it was replaced by the Rover M16 unit. This is not the full story as when I visited the factory to confirm my final specification I saw at least one car with a 2 litre FIAT engine fed by a twin downdraught carburettor, destined for USA I believe. Every Morgan installation I have seen is slightly different in some way.

Engine Development & Evolution

After its first appearance in the FIAT 124 Sport in 1967, it went on to be fitted to 32 different FIAT, Alfa, FSO & Lancia models, as well as the two Morgan models over the next thirty four years. It was produced in a number of different capacities and power outputs ranging from 77bhp for the 1300cc to over 280bhp for the Lancia 037. Of course it could not stay away from its competition roots and in 1977 FIAT won the world rally manufacturers championship with a FIAT 131 taking over from where the Stratos left off, with wins continuing in ’78 & ’80. The twin cam made a brief reappearance winning the championship again in 1983, this time in a Lancia 037. In 1987, fitted initially to a

THOROUGHBRED ENGINED MORGAN (from page 13)


Lancia Delta and subsequently developed into the Integrale. It won the first of six consecutive World Rally Manufactures titles. Installed in the Lancia Monte Carlo it won world titles on the race track in 1978, ’80 & ’81.

The engine has had many incarnations, such as eight and sixteen valve heads, supercharged, turbocharged, fitted with balance shafts and even briefly as a SOHC direct injection diesel.

Restricting ourselves to the engines offered by Morgan the carburettor cars can be expected to produce around a 10% increase in power and an extended torque curve by just improving the breathing. The original progressive twin choke carburettor is rather restrictive so a change to DCOE’s or similar will resolve this. The cast iron exhaust manifold is considered to offer quite good gas flow characteristics and suitable for moderate degrees of tuning.

The twin cam clearly lends itself to tuning and upgrading, and owners and specialist firms have, extensively modified it outside the many variations offered by the manufacturer. The engine has also been popular as an ‘implant’ for Morris Minors, Ford Escorts, Lotus 7’s, Caterhams, Westfields and many more. The fuel injected 2 litre models are a good compromise offering a good power output without the fuel consumption penalty of twin carburettors. The original Bosch FI system has a single throttle plate so can be likened to a single carburettor that tends to be a bit restrictive. Any serious tuning of these engines really requires reverting to carburettors or the fitting of separate throttle bodies and a programmable system.

Personal Experiences.

Towards the end of 1982 I was informed that my car was to be built during the following spring. At that time the options published for a 4/4 were a Ford CVH with a 4 speed transmission or a FIAT engine with a 5 speed transmission for an extra £70. By the time I visited Malvern early in 1983 the Ford engined car were being fitted with a five speed transmission. There were relatively few CVH engines about so I had no indication of their reliability or longevity. I had previously had experience in 1967 of the twin cam in a FIAT 125 and was impressed by the performance. In my quest to investigate its reliability I sought out a work colleague who owned a 2 litre automatic 132. This car carried him and four workmates to work each day, passing most other vehicles on M4. I was surprised to find it had recorded 200k trouble free miles and looked like new, although he did wash it most days during his lunch break. I made my decision, coughed up the extra £70 and confirmed my specification for a FIAT engined 4/4.

Until I collected the car from the factory I had only driven a Kent engined 4/4 and a +8 so driving it home was a new experience. Once loosened off a bit it would cruise at an indicated 60-70 mph on the primary choke and return a fuel consumption in the high thirties but once use was made of the second choke this dropped to low thirties. The transmission derived from a saloon, does not really have ‘sports car’ ratios with a bit of a gap between second and third. I tow with my car so the deep first and second have probably been to my advantage.




Endeavouring not to write a boring log of all the trivial things that have happened in the thirty odd years with my Morgan, I will try to be brief. The original engine was starting to consume a little oil by 160k miles so I had it rebored and fitted new pistons, there being no measurable wear on the crankshaft or any other major parts. After another 65k miles I exchanged this engine for a 2 litre version adding twin DCOE 40’s. In this form a rolling road suggests that it is developing about 120 bhp. The noticeable features are it’s strong torque spread over most of the rev range, and the dream of achieving 30 mpg.

In Conclusion

Firstly I have to say I have no particular reason to sing the praises of Fabbrica Italiana Automobili Torino. FIAT have never enjoyed a big market share in the UK, and had a reputation for suffering from corrosion and bits falling off. Back in the ‘50’s and for the next couple of decades

many cars suffered badly from corrosion, even much more expensive models from manufacturers who had a reputation for quality. I think we all will have experienced these problems.

Generally quality, reliability and longevity of all cars seemed to have improved so one can hope this is also true of Italian cars. I think we would all agree that in the past some exciting cars have come out of Italy so with the recent introduction of a couple of affordable rear drive models we may see some again.

Finally David Philpot’s car

THOROUGHBRED ENGINED

MORGAN (from page 15)



CAR PHOTOGRAPHER Peter Gow

I mentioned at the September meeting (also in the October Ear) that I was looking for a professional photographer to take some photos of my Plus 8.

I wanted a nice photo of my Morgan. This all started with Geoff Hollings because Geoff introduced me to the St Ives Community Camera Club and the weekly photography classes. Our teacher, Ray Williams is a very good professional photographer who stretches our boundaries behind the viewfinder. His website is at raywilliamsphotography.com if you want to see some amazing photos.

It's not all classroom stuff. We are often out and about trying to capture some unique features of Sydney. We were recently at Fagan Park (in the rain) and bumped into Peter Canavan and Jeannie Elborn. Ray suggested that trees are far greener in the rain. How about that?

Geoff had mentioned to me some time ago that Ray had organised a studio shoot for his Roadster. Geoff and his fellow students turned up to take photos of his Morgan, with some very amazing results.

The studio is set up with white walls and has no corners. The corners are curved to eliminate possible lines (walls meeting floors or wall to wall corners) in the photograph. It is fully fitted out with overhead lights and portable lights to enhance different parts of the subject.

At one stage, these lights were trained on the wire wheels to give them a little sparkle. The backlit lights seemed to bring out the inner machine spirit of the Morgan, more akin to a ghosting effect.

Geoff and I and four other budding photographers were there for a few hours trying out numerous camera settings and positions as suggested by Ray. I have one photo of Geoff with his camera and tripod setting up for a shot.

It was certainly a great way to capture my Plus 8 and I now have the photos on my phone. My Morgan is always with me.






Ernie Dal Santo Memorial Run

Seventeen hardy souls met at Macca’s at Narellan including five Morgan’s for the traditional morning coffee starter on a day with temperatures of 45 degrees C predicted.

Fifteen of the hardiest of these brave souls and three Morgans made their way through the 30 or so kilometres of delightful countryside and interesting roads which included travelling under overhanging rocks and crossing causeways to Cordeaux Dam, only to find that the Dam management had closed the grounds due to extreme bushfire warnings.

Quite a bit of discussion was had as to what we do and where to go. With everyone wanting to continue and go somewhere, it was decided that we make our way to Picton Park for our picnic lunch.

Although still hot at Picton the temperature was nowhere near the 45 C predicted. Unfortunately both sheltered table areas that we had planned on using were already occupied for children’s birthday parties. We were able to find shade under some trees and a pleasant picnic lunch was enjoyed along with the usual banter and conversation.

It was great to catch up with Noelene Dal Santo, who is looking extremely well and enjoying her new home in Ermington and is actively involved with a bowling club.

Unfortunately neither of her children, Kim

nor Greg were able to attend and offered their apologies, Kim had a function to attend at home in Bathurst and Greg was skiing in Japan.

Coffee run to Neild Park Pavilion

The day dawned bright and sunny without the oppressive heat that we have had all too much of this summer; an ideal day to give the Morgan a run.

Twenty five attended and approximately eight Morgans (a bit hard to give an accurate number because the parking was a little wide spread) but whilst the parking could have been better it would be difficult to better the venue.

It is located at the end of Iron Cove giving great views across the water to Rodd Island.

The proprietors had us seated at two long adjacent tables with good space in between so it was easy to catch up with everyone.

Particular mention should be made of the service. Almost as soon as we were seated our orders were taken and the coffee and morning delicacies were on the table, both of which were extremely enjoyable.

It is getting hard to come up with new venues for our Coffee Runs, so if any of you have a favourite Café, please let me know and we will slot it in the calendar.

NSW CLUB RUNS Ian Southwell


Gremlins surfaced for the March Ear. The stewards were missing from the list of officials. I am confirming that the two stewards for 2017 are John Coneybeare and Wendy Maher (MGCC).

Thank you to members (and family) who have volunteered for the super sprint.

If you have not contacted Chief Flaggy Graham Richards and you are able to help the club by being on a flag point, please call Graham on 0408 223 902 or send him an email [email protected]

If you would like to help but prefer to not be on a flag point, please talk to me on

(02) 4567 7247 or send me an email [email protected].

If you are a CAMS accredited official you should have received an email from CAMS CEO Eugene Arocca on 9 March about officiating at non-CAMS sanctioned events. The note is in response to enquiries CAMS has received from CAMS accredited officials seeking clarification of insurance, legal and related issues when CAMS licenced officials participate in non-CAMS events. If you have not received this note and would like to view it, please contact me and I will forward a copy to you. Please note that the Morgan Supersprint is always held under a CAMS Permit.

MORGAN SUPERSPRINT SATURDAY, AUGUST 12, SYDNEY MOTOR SOPRT PARKS Choy-Lin Williams


DELEGATES REPORT John Coneybeare

Top up your tank Drivers in Croatia are prohibited from having a full can of petrol in the car.

However a spare set of headlight globes is a legal requirement.

CAMS State Council Meeting

I was able to attend this meeting on what must have been the hottest day in February. We were able to get a quorum and we started the meeting on time. The passing of Judith Rae from MG Newcastle was noted. Main interest for us was the Panel Reports from the Supersprint and the Steward’s report.

There were progress reports on venues that are being developed around the State. We have CASAR Park at Wyong, Circuit Italia at Raymond Terrace and Shoalhaven Motorsport Complex at Nowra and last, some talk of a second Club circuit at Bathurst. All but Circuit Italia are tied up at their respective Council’s and funding issues.

NSW Office report was given by new man Matt Anderson, mainly progress in the Office and Training programs for this year organised by the CAMS. Also there should be a new Record of Service book issued to all Officials in the near future to record your history of attendance at events along with your Officials Card. The CAMS Manual is no longer issued in Hard Copy form except on special request to the Melbourne Office, but can be downloaded from the CAMS web site.

CSCA

Round 1 for 2017 was the Club Lotus event at Wakefield Park in the Southern Highlands. The day started around 4 am with a quick breakfast and a thermos of hot

water, try not to wake the neighbours as I headed out. Picked up Mr Dell on the way through. Then down the highway stopping at Marulan for the mandatory egg and bacon roll and a coffee. Then on to Wakefield Park arriving at the circuit as the competitors were registering for Scrutineering of their cars. My offer to assist was accepted and we inspected about eighty cars in time for all to attend the drivers meeting.

Morgan only had Ross Simpson entered and so the Handicap required him to complete one lap to win. (he ran all day). The format for the day was cars are set in groups based on nominated lap time or a good guess by the event Secretary. The weather was perfect for motor sport around 11 degrees at seven in the morning sunny and no wind and 30 degrees when we were leaving. The enjoyable thing about these events is the people you meet, all the old & new Sports Cars and seeing all the things that can happen as soon as you put your car on a race track. Another great competition day.

Next event is the MG Newcastle round on the 2nd April. Then the Jaguar Club,s event on the 13th May also on the North Circuit at Sydney Motor Sport Park.

See you there

Top up your tank Drivers in Croatia are prohibited from having a full can of petrol in the car.

However a spare set of headlight globes is a legal requirement.


KEEPING YOUR COOL Rob Bradford

Over Temperature Alarm for less than $15

Keeping an eye on the temperature gauge as a TR owner has become instinctive however there are many instances where this habit is still not enough to detect a cooling system failure such as coolant loss, water pump demise or fan belt failure.

We are fortunate that our cars normally use a capillary type temperature gauge which does eventually respond to these situations and will provide an indication of pending disaster if we happen to be looking at the instrument rather than dealing with complex situations perhaps in competition or just spirited driving.

There are also many vehicles which use

electronic temperature gauges and therefore get no warning of a sudden increase in engine temperature, as these units only work if there is coolant surrounding the probe.

I feel more comfortable if my inattention to the instruments is protected so I have installed a warning light for inappropriate temperature at the back of the cylinder head, which gives me plenty of time to do something before there is any risk to any part of the engine.

The back of the cylinder head usually runs about 6 Degrees hotter than the front and about 10 - 12 degrees hotter than the coolant at the thermostat, so it seems logical to measure the temperature at the back of the head, by installing a disc thermostat onto the rearmost head bolt/nut and have this trigger an LED or a buzzer.

I just bent the tabs and used a spring to hold it in place but there are many options which will work.

I chose a SELCO Normally Open auto reset disc thermostat from RS Components on line for $8.98

There are 2 suitable switches which either close on Rise in Temp at 200 F or 220F.

I am using the 220 F one (at the moment).

The Selco Numbers are:

Our thanks to “Sidescreen” for permission to reprint this article which appeared in the

February / March, 2017 edition.

“Sidescreen” is the journal of the TR Register Australia


70098639 Type CA-220 or 70098638 Type CA-200

I think it is important to wire the system so that the power goes to the warning device, either LED or Buzzer and the earth is run through the switch, so that there are no live wires hanging around. Just solder wires to the tabs, one to earth and the other to the warning device in the dash.

I also have an oil pressure switch in the same circuit so that either low oil pressure or high temp will trigger the alarm.

The next thing is to select either an LED or a buzzer which are both available from Jaycar.

NOTE: Jaycar also stock a cheap range of

Disc thermostats but not the N/Open ones with the right temperature.

Buzzers are $3.95 and LED’s are $5.50 so either one will bring you in under $15.00

I intend to use a similar system on the V8 stag motor I am doing so am sure this simple device has the potential to save a lot of unnecessary damage and worry caused by cooling issues.


It was 1936 when the Series 1 4-4 was launched and the new four wheeled Mog marked a new era for the company. Adding a wheel to its design took Morgan into a new realm and spelt the beginnings of a shape that would define the Morgan sports car for the rest of the 20th century, and into the 21st.

This 1939 Series 1, registration FOH 812,

is a fantastic example of the early flat rads and it has been involved with the company directly – being driven and raced, by famous names in the Morgan world as part of Peter Morgan’s factory team. This car has seen quite a bit of rough and ready action.

Coming off the production line as a standard 4-4, it was registered on 3rd August 1939, on the eve of the Second World War. This Series 1 was bought for a young lady called Ann Lang for a 21st birthday present, and a great present it must have been! So chassis 879 rolled off the line and into her possession.

THE STORY OF FOH 812 Dave Williams

This article appeared in the January 2017 edition of “Miscellany”

ED: Thanks to Morgan Sports Car Club for allowing us to reprint this article.

FOH 812 at a recent show at Stony Stratford (photo Roy Smith)


Unfortunately, very soon after its completion the war broke out and the production was turned over to the war effort.

As the Morgan factory ceased production and the war took everyone’s full attention, the 4-4’s whereabouts was a bit of a mystery. Presumably it was stored somewhere safe as the war took hold. At some point along the line, post war, this Mog found its way back to the factory and was prepared for trialling.

As soon as the 4-4 was launched, it became popular for use in motorsport, including trials, racing and rallying. The standard 1122cc engine would not be competitive in the 1100-1300cc classes so

a competition-spec 1098cc version was developed.

With the appearance and success of the 4-4 in the 1938 Le Mans 24 hour race, piloted by Prudence Fawcett and powered by a tuned Coventry Climax engine, the popularity of the tuned 4-4 configurations grew, everyone wanted a “Le Mans Morgan”.

By August 1939 a new 4-4 would normally have been fitted with a Standard Special engine, but this car has a 1098cc Coventry Climax coupled to a Meadows gearbox – very much a racing set up. It also has a raked windscreen to improve


Joe Huxham on the 1949 Lands End Trial


aerodynamics. Having a Le Mans spec engine, cycle type front wings and a 4 branch balanced exhaust; it’s a bit of a rarity.

In the late 40s the car was bought by a Bournemouth Morgan dealer named Joe Huxham, and was actively engaged in car trials and circuit racing alongside famous racer Mike Hawthorn, and taken trialling by Peter Morgan. The engine most probably was replaced with this beefier unit for its racing outings and the work potentially carried out at the Morgan factory.

The 4-4 was one of five Morgans that were entered in the 1950 Lands End Trial. The

factory team consisted of Peter Morgan, Jim Goodall, Sonny McCann, Ted Dennis and Joe Huxham. Jim Goodall came in 1st with Joe Huxham coming in 2nd, driving FOH 812.

In the Exeter trial of 29th December, the same team were entered, with Jim Goodall using the new Plus 4 and Peter Morgan using the new coupe. Peter Morgan proved unstoppable in his new coupe, picking up 1st place and Joe Huxham brought home the 4-4 in 2nd once again. However in the 1952 Lands End Trial, the same team was entered, with Joe Huxham pulling the 4-4 into 1st place.

Although this was probably the height of its podium success, the racing did not stop there. In 1953 the West Hants Car Club ran its first race of the year with two 4-4s

THE STORY OF FOH 812 ( 27)

Simms hill on the Exeter Trial, December 1951


entered, driven by Joe Huxham and Jeff Sparrowe. Although they put in a strong performance, neither could keep up with the very fast Mike Hawthorn’s Riley, which took the win.

The next record of the car pops up in 1966 when John Stendall purchased it, and after he passed away in 1988, it was handed down to his son Martyn. Martyn used it as an everyday car and, with a talent for restoring cars, in 2008 decided to carry out a ground up restoration. The car was in the Stendall family for 45 years and Martyn has breathed new life into the well used 4-4.

I purchased the car from Martyn in 2011 and have continued to improve the Mog. I’ve made a few changes here and there

with a rebuild of the hood frame, a new windscreen, and re-chroming the windscreen frame. New Year’s Day and early June at Stony Stratford, Silverstone Classic, Sywell, Bicester, are just some of the local meetings that the car can be seen at.

It is amazing what you can find at a classic car meet. At a recent visit to Silverstone there was a trader who specialised in photographs of all cars, and whilst looking through the large pile of Morgan pictures I came across a photo of my 4-4 taken at the Ibsley meet in 1952.

The 4-4 is used extensively in the summer and is always a head turner. It is a joy to own such an iconic piece of Morgan history.

Ibsley sprint in 1952, T Bryant driving


MINUTES OF MOCA INC GENERAL MEETING Held on the 2nd March 2017 at Ryde Eastwood Leagues Club, Ryedale Rd, West Ryde

Meeting opened at 8.05p.m.

Present: 36 members and 3 guests

Apologies: 8 Members

Welcome:

Club president Geoff Hollings welcomed all attendees to the March 2017 meeting, with a special welcome to Gordon and Maggi Craig from Northern California. Gordon is the editor of their club magazine, the Morgazette and Maggi is the Vice President.

Minutes:

Minutes of the General Meeting held on the 2nd of February 2017, as published in the Morgan Ear, were taken as read following corrections to the following:

Committee report of Stan Jodeikin

corrected to read Vice-President.

In General Business only part of the

Brabham circuit was used for the Dreamride Special Olympics.

Duncan Gay in the CMC report has

left the position of State Minister for Roads, Maritime and Freight and not the CMC organisation as minuted.

Motion: that the corrected minutes be accepted.

Moved Robin Sanders ; seconded Vern Dale-Johnson - carried unanimously

Matters arising from the Minutes:

None

Applications for Membership:

Cully Gower reported that there were no new applications.

Accounts to be paid:

The following payments require approval:

Arrow Printing Morgan Ear magazine printing $742.00

Arrow Printing Envelopes $344.06

Geoff Williams NetRegistry fees for hosting club website $87.45

Peter Gow Postage for magazine $11.55

Robin Sanders Affiliation of ABCC $30.00

Sue Gower Membership postage $61.50

Total $1276.56

Moved Graham Dell; seconded Peter

Canavan - carried unanimously

Committee Reports:

President (Geoff Hollings)

Geoff informed the meeting that Charles Morgan had been invited to be a part of strategic planning for the Morgan Car Company. He received an email that the Morgan Statue Foundation has been closed, and


another from the factory about the new Morgan EV3 Junior.

He spoke about his video tape of the 2001 Muster in Bathurst, and asked if any member had a copy of the DVD so he could make a copy.

Vice President (Stan Jodeikin)

Stan extended his welcome to Gordon and Maggi Craig. He talked about his experience and memories of the Morgans Over America, and the great organisation involved.

Stan said that MOCA had been invited to take part in the Special Olympics Dreamride 2017 planned for the 26 November. He is hoping for 20 Morgans to be involved this year. There were 12 volunteers at the meeting so Stan will now progress involvement from MOCA.

Secretary (Dennis Jones)

Correspondence: Dennis reported that the post received included all of the regular club magazines, Australia Post invoices and pricing statement and ANZ bank statement.

There were emails from: Australia Post tax invoice.

Dreamride Special Olympics.

Dream Ball Friday 5 May 2017 at $280/ticket.

MSCC announced the new UK website is live, www.morgansportscarclub.com.

CAMS meetings

Australian Motor Sport – Hall of Fame Induction Gala Dinner.

AMCA, inaugural National Meet in Bulli 25/26/27 August.

CAMS Training – Bronze scrutineering March, Bronze Stewards 9 April.

Gold Panner Motor Inn, Bathurst promotional.

ABCC meeting notice.

Membership Secretary (Cully Gower)

Cully reported the membership numbers as: Life Members 12

Full Members 149

Family Members 36

Associate Members 8

Total membership 205

This total is approximately the same as last year.

Treasurer – (Louise Barker)

Louise reported that the operating surplus at the 28 February is $6,337, with $37,930 cash at the bank. At this stage we have received almost 100% of the budgeted membership income, which is a great result.

The operating surplus is largely due to the timing of receipt of the membership income compared to the timing of spending, in particular for the magazine.

Club Captain (Ian Southwell-Apology)

Peter Canavan spoke in Ian’s absence about the two runs during February, that is the Ernie Dal Santo Memorial run on Sunday the 12th February and the coffee run at Rodd Point on 22nd February.

He reminded the meeting of the


upcoming runs during March to Linnwood House, and the midweek run to Berowra waters. Details are in the March Morgan Ear.

Coming up in April will be a coffee run on 12 April to Centennial Park and a run to Gosford Classic Car Museum on Sunday 23 April, details in the Morgan Ear.

Competition Secretary (Ross Simpson)

Ross reported that there have been no events to date this year, the first is on Saturday 11 March.

Also the entry registration is out for the MG Supersprint on 2 April at Sydney Motorsport Park North circuit.

Editor (Brian Tomalin-Apology)

Dennis Jones read the following report sent by Brian Tomalin:

Firstly thanks to those who were able to submit copy early for the March edition. Unfortunately my scheduled cataract operation was postponed until April. I must apologise for a couple of mistakes in the March Ear that were not picked up in the checking. The production schedule makes it difficult to get a proof to all contributors prior to submitting to the printer and increasing the lead time for articles also creates problems for contributors. So I have two requests for contributors, try not to push the deadline and try and write your articles with shortish paragraphs. Without giving away trade secrets short paragraphs is an old journalists’ trick to make life easier for the compositor.

Registrar (Stan Jodeikin)

Stan spoke about the 1929 3 wheeler that is still for sale. He also mentioned that there are a number of +8s that are on the market for prices from $89,000 to $120,000.

CAMS and CSCA Delegate (John Coneybeare)

John spoke about the CAMS State Council meeting on the 11 February where they spoke about targeted scrutiny for non-logbook cars.

As reported by Ross Simpson the first race meeting will be on 11 March, there are only 84 starters to date, with one Morgan competitor. On 2 April, MG Newcastle will have an event at Eastern Creek-North Circuit. All events are entered on line, and any members who would like help should contact John.

CMC Delegate (David Fletcher)

David spoke about the Shannons’ Display Day tickets. He has 18 tickets on order for the event on the 13 August, of which 12 are taken so far.

ABCC Delegate (Robin Sanders)

Robin attended the ABCC meeting on 13 February. The total profit from the ABCC display day during 2016 was $9000, with $8000 shared equally between two charities, Arthritis for Children and Prostate Cancer for Men, and the remaining $1000 going to Kings School.

The display day this year will be on


Thoroughbred & Classic Cars October 1995

Cartoon by Julian Kirk

Sunday 27 August, the tickets will be $10 and Robin encouraged members who were interested to put their names on the sheet that he had brought to the meeting.

General Business:

Geoff Hollings introduced the membership motion, printed in the March Morgan Ear. Following discussion, Geoff withdrew the motion.

Brian Williams spoke to the meeting about the presentation that he and Peter Canavan attended by RMS about the new Conditional Vehicle Scheme for modified cars. Peter asked that members who currently hold Historic Conditional Registration through MOCA return the car detail forms that were sent to them with the March edition of the Ear.

The implications of the regulations for the HVS and the CVS will be discussed with the committee to work through the details for managing them within MOCA.

Graham Richards is chief flaggie at the MOCA Supersprint and Bob Bailey will be his assistant. He is seeking flaggies for the event and asked any members who have any questions to contact him on his mobile, 0408 223 902, or via email, [email protected].

Technical Discussion:

None

There being no further business the meeting closed at 9:20pm.


CALENDAR OF EVENTS 2017 APRIL

Sat 1st VIC The GREAT Macedon Tour. Details www.macedonrangestour.com.au

Thurs 6th NSW MOCA General Meeting, Ryde Eastwood Leagues Club. 8.00pm.

Wed 12th NSW Coffee Run to Centennial Homestead, no 1 Grand Drive, Centennial Park. Meet 10.30 am at Centennial Homestead.

Sun 23rd NSW Run to Gosford Classic Car Museum. Meet at McDonalds, Mt. Colah at 10:00 am for 10:30 departure. Bring picnic lunch.

Sun 23rd WA Lunch run

Thurs 27th VIC Monthly Mid-week Lunch Run. Destination TBA.

MAY

Thurs 4th NSW MOCA General Meeting, Ryde Eastwood Leagues Club. 8.00pm.

Wed10th NSW Coffee Run to Endeavour Coffee and Ice Cream, 2 Prince Charles Parade, Kurnell. Meet at 10.30 at Café.

Sun 14th WA British Car Show, Gin Gin

Sun 21st VIC Sunday meeting and committee meeting. Venue TBA.

Sun 21st NSW National Heritage Motoring Day, venue TBA.

Thurs 25th VIC Mid week lunch run. Destination TBA.

Thurs 25th WA Lunch Run

JUNE

Sun 4th WA Lunch Run

Sun 11th WA Lunch Run

Fri 16th VIC Club meeting at the "Elfin Heritage Centre". Hosted by Pete and Heather Ffrench.

Fri 29th VIC Mid week lunch run. Destination TBA.

DIARY DATES

July 8-9 VIC VICMOG Christmas in July. "The Search for the Golden Boomerang".

July 27 VIC Mid week lunch run. Destination TBA.

August 12 NSW Morgan Owners Club Supersprint, Sydney Motorsport Park.

Sunday 27 NSW ABCC display day at Kings School. Tickets $10 each available from Robin Sanders.

October 9-24 NSW Holiday Run to Snowy Mountains, Yarra Valley and Dalesford area. For details contact Graham Balfe, [email protected] or (02) 4861 1348

Remember to check the website in case of last minute changes

Thurs 1st NSW MOCA General Meeting, Ryde Eastwood Leagues Club. 8.00pm.



Documents

The Morgan Ear Ear April 2017... · 2019. 8. 29. · The Morgan Ear April 2017 5 PRESIDENTIAL PONDERINGS Geoff Hollings Morgan have announced the new EV3 Junior. It is a fully electric