The RHD prototype result was presented to the Morgan Wire in October (a LHD is presently in the works).  For test drivers we wished two individuals who are very familiar with their 4/4s as happy with them as they are. We wanted the test to be as hard on the package as possible. We called for volunteers (on eMog) and were overwhelmed with the response. Here are the reviews from the test drivers chosen. They are very different! We thank both Tim and Paul for time they took on behalf the Morgan Wire and the Morgan community at large. Lorne Goldman

The prototype is a mid-80s Morgan 4/4, originally equipped with a Ford engine producing 96 bhp (when new), with a 4 speed gearbox with a kerb weight of 875 kilos.

The Paul Crighton Review

The Tim Harris Review

Report on a Test Drive of the Prototype GM VVTi 1800 cc  Powered Morgan 4/4
by Paul E Crighton December 4th 2007

Now it's my turn to road test the GM powered 4/4 and after a good trip from home navigated by TOMTOM, I arrived safely at Tudor's, Market Drayton works.

The 4/4 was ready for me on arrival and a conducted tour of the project followed a cup of tea and some interesting chatter with Kevin Vernon and members of his team and family.

The test  4/4, a 1986 model with about 45,000 miles on was purchased specially for the conversion by the instigator and sponsor of the project, Stewart Halstead and delivered to Kevin at Tudor. Tudor checked all the running gear including front suspension, strip down, clean and reassembly without change (bronze bushes).  Track rod ends were, however, replaced.  Front brakes were upgraded with 4 pot “HI Spec” calipers.  After the test Kevin and I both wondered whether the standard arrangement plus servo would have been better and possibly more sensitive.

A brief pre-test check was carried out and I noted new wheels and tyres (Firestone F560) and also brake reaction bars had been fitted during the conversion from CVH to GM 1800cc VVTi motor.  I noted also tyre pressures of 26/27 psig which, with Kevin's immediate agreement, I reduced to 19 psig (his preferred figure, mine is 18 psig.)

A simplified custom designed ECU developed and refined by John Ravenscroft, the brains behind the TVR AJP V8, is installed under the dash.  All instrument details are standard except for the addition of a MIL and a shift indicator lamps (neither operational at the time of test).  Throttle control was electronic but I found no lag or difficulty in use and sensitivity was satisfactory.

Due to the nature of the standard GM exhaust manifold it was deemed preferable to change the exhaust system to the right hand side of the car and bring the tubing from the junction at the manifold, via a short flex underneath and behind the step in the sump through a largish circular hole cut in the vertical web of the chassis rail.  Such cut outs are not my favorite and perhaps a method of keeping the entire system on the left hand side can be developed.

A lot of Stage 1 conversions leave the air cleaner in the hot zone of the engine bay whereas the standard system takes cool air in via the inner wing valence. The Tudor answer is quite neat in that an air box is fitted under the cowl above the radiator and the air is ducted  from that point via the air flow sensor section to the inlet manifold. The air filter/cleaner is temporarily a section of the Tudor paint booth extraction filter material.  Possible improvements here for a high efficiency air cleaner whilst keeping the inlet air cold.

The cooling system incorporates a remote pressurized header tank.  The radiator header has a non relieving cap. The relieving cap is fitted on the remote tank.  This ensures a completely sealed system which in turn means that the radiator header tank remains full at all times, or would do if the small bore flex from the branch on the radiator filler neck had been connected to the remote tank below the water level.  As it is the pipe is connected above the water level spoiling the siphon effect and possibly introducing air pockets in the system.  There is a connection from the main cooling water circuit into the bottom of the remote tank.  If the radiator header overflow pipe were connected at that level the other pipe may not be required.  KISS.

The complete engine and Omega gear box assembly fit neatly into the engine bay set back about 2” further than the former CVH.  The Omega box was part of a rear wheel drive set up so should be fully developed.  The changer linkage provides for a short and positive throw and is closer to the driver's knee than the T9 Ford Sierra changer, very handy and slick.  The ratios are similar to the Sierra box but in the test first gear was a bit of an embarrassment and would be only really useful on very steep uphill starts. The clutch is hydraulically operated

The engine bay is workmanlike and a rain shield has been neatly fabricated to cover the top electrics over the twin cam covers.  Everything that needs to be easily accessible seems to be so.

Once seated in the car with hood down and ¾ tonneau in place it only remained to familiarize myself with the difference between the test car interior and my own.  Seating was not quite as I would like being used to fully adjustable plus 8 type seats in my own 4/4/4.  Gear lever position felt good, pedals OK, apart from lack of rubber on the brake pedal.

Instruments OK. The speedometer was correctly calibrated by satnav overlays at 20, 40, and 60 mph.  I fixed my own new TOMTOM to the screen and proceeded into the Shropshire countryside.  Weather was dull, road surfaces damp, air temperature 12 C.

Full lock seemed more restricted than on my own car but the test car was fitted with roller stops which may have caused this.  Generally, however, the steering was light and very similar to my own.  The lubrication for the kingpins was changed from central oiling to grease nipples for top lubrication.  Lower pin lubrication as standard.  The whole car immediately felt “together” and very positive.

Two or three miles of careful warm up and more familiarization and I was then on a fast reasonably clear road.  Let's see how the torque is distributed across the range. About 135 bhp at the rear wheels at 6100 revs/min engine speed, the power available is considerably more than the standard Astra VVTi unit due to the custom engineered ECU. All this in a car of around 900 Kg.

The real secret was about to be revealed.  The power delivery is incredible over the entire rev range.  I did not exceed 5700 revs/min at any time which in 5th gear would have been about 125 mph.  I might add that for 19 clean years now I have always adhered to the below 100 rate in the UK. The torque curve I found out for certain later is very, very, flat. The actual dyno recorded figure was 150 ftlbs from 1800 to 6500 rev/min with a slight peak at 3800 to 152 ftlbs.

It was now time to see what 0-60 would be, and having found a quiet straight piece of road, this exercise proved to be a combination of excitement, exhilaration, fright, enjoyment, astonishment coupled with the impossibility of single handedly checking TOMTOM, speedo, stop watch and gear change, whilst trying to keep the car straight with wheel spin incipient in gear 3 and very obviously available in gear 1 and gear 2 due to the damp conditions.  Several attempts make me feel that around 6 seconds should be easy but we shall no doubt see the time figures in due course.

The real sense of achievement both for the developer team and the test driver is, however, that middle performance band which is 90% of the regular duty of a sports tourer. Without any doubt this is the high scoring area of this up grade package.  No outward sign, no change in weight, no discomfort, no additional noise, just a brilliant improvement in driver and passenger relaxed enjoyment for touring anywhere in Europe with low emission and high performance in confident style.  All this makes for safer touring in the knowledge that when necessary a margin of extra performance of very adequate amount is always on tap.                  .

This is no buzz box package of high revving busy gear changing action.  What it is – is the impression of a V8 in a light, well balanced and predictable 4/4 Morgan of impeccable character.  By way of comparison, within the last year, I have tested the current Plus 4 and Roadster Morgans and also a used +4, Rover powered.  I have also driven a few thousand miles in my own 4/4 four seater which is in extremely good order with an excellent CVH engine.

If I was to buy new the +4 would be the choice – my car plus £20k. A perfectly acceptable alternative is, however, now available – my car plus a GM 1800 VVTi Tudor conversion at £5500 allowing for some small additional work over and above the package.

More to the point is the opportunity that is now open to hundreds of earlier 4/4 and +4 owners whose engines are or are becoming tired and obsolete to take a giant and safe step forward with a ready made upgrade package having a superb pedigree and provenance from a team which includes 1) the principle of a GM parts supply operation Partsworld, Stewart Halstead; 2) a key member of the UK design team of the TVR AJP V8 engine responsible for all the electronic management and control aspects, John Ravenscroft;  3) all engineered and installed by one of the most highly skilled classic car coach builders and constructors, one of  whose specialties is Morgan, Kevin Vernon.

Arguably the GM conversion offers more power and torque than is really required but this particular combination provides an immensely rewarding amalgam of enough and a good bit extra, very tractably and at a very competitive price.

In my test I took in fast dual A roads, quality winding B roads and no questions remained unsatisfactorily unanswered.  The additional testing nature of damp tarmac added some spicy questions into the bargain.

On a test one has to approach limits not normally met in usual touring conditions and only in one area was I troubled.  This was on the fast approach to a fast bend.  Dropping speed in the approach to a level to enable a fully driven fast exit left me frequently further into the bend on the braking phase than I would really like to be.  It could be that one has to adapt to what appears to be insensitive braking or maybe the brakes should be a bit more sensitive.

Heavy braking in a straight line was fine and powerful, the heavy braking foot, however, is not always what is needed on a series of fast bends.  It could be pads or the greater pedal movement with twin pots. It does, however, warrant some further consideration.  The electronic throttle was no bother at all.  The car balance was perfect, particularly with the tyre pressures lowered, providing excellent contact adherence between rubber and road. Oil pressure and water temperature remained steady throughout and the car still looks like a beautiful docile Morgan

Would I reasonably subscribe to such a conversion?  Let me first say that I have had my 4/4/4 since 1992 and I love it more each year and it gets better year by year.  Let me also admit that the home fleet includes two cars that we have had from new that are about 10 years old, one with nearly 125,000 miles on the clock and as good as ever.  All our cars, except the Morgan, are Audi VW.  When I'm ready, Tudors will have my order, but it maybe a little while yet.  Or maybe an Aero Trad?

There is absolutely no doubt in my mind, however, that owners of older 4/4 and +4 cars should be booking their place in the queue at Tudors for this package that combines up to date Euro 4 Spec., owner involvement options, availability of parts and many more happy, safe Morgan motoring years.

If I were asked to recall just two points from my visit to Tudors, I would firstly comment that, although I had met Kevin before and had seen several examples of his work, I had not been to his workshops. On arrival at his premises, I was struck immediately by the obvious tidiness and efficient good order everywhere showing clear evidence of investment in the right areas aimed at producing quality work on time at acceptable cost.  Having run a competitive engineering business (non auto) for many years myself, I was very impressed.

The second point that I would recall, is the easy overtaking possible with the converted car, just safe and unfussy with plenty of power and torque in hand.  This was a special treat for a standard 4/4/4 owner.

A big thank you to Kevin and those others responsible for inviting me to participate in the tests, it was a very entertaining and impressive day.

Paul E Crighton

A General Motors Engine in a Morgan 4/4? Sacrilege or Brilliance?
by Tim Harris for the Morgan Wire November 20, 2007

It all started a week or so back with a phone call. "Kevin Vernon has evolved a high-performance engine conversion for a 4/4. Will you test drive it and let us know what you think?" Naturally, I had to think carefully about this, so it was probably as much as 3 or even 4 microseconds before I agreed.

Today, I took the car out for the promised test drive, and in the process I discovered something about myself and about the nature of prejudice. Driving Hamwich, my 1986 CVH-powered 4/4 2-seater up the M5 towards the Tudor Motor Bodies premises, I was absolutely determined not to like this car.

Fancy new-fangled electronickery, too much power, a Vauxhall engine. What's to like? If one was going to go down this route, why not buy a new Duratec-engined car from the factory? Or buy a Cosworth Duratec from Burton's or Raceline? Surely it would be better to do something (anything!) oneself rather than end up with a Vauxhall engine from an Astra (yuk!) in one's beloved Morgan?

Arriving at the Tudor premises in Market Drayton, Kevin and I started with a discussion on the choice of engine. Kevin was interested in why I didn't like the selection. Which I summed up as:

1. I didn't think that modern engines were amenable to being worked on by the average home mechanic (anti-electronics prejudice)

2. I didn't like Vauxhalls, because I used to own an Astra diesel van that was utter shite (brand prejudice based on a tiny sample as evidence)

3. I felt that the right amount of power for a 4/4 was about 130 bhp - so a 175 bhp option was far too much (power prejudice)

Kevin agreed with the power opinion (he too felt that 130 bhp was a good target for a 4/4), and questioned if it really bothered me were the engine to have a Vauxhall badge. I confessed that well yes, actually, it did. And started to wonder why...

On the electronics options, I  agreed that in wanting to get the spanners out myself, actually I was probably in somewhat of a minority - and in fact most owners probably would readily trade the ability to fiddle for the eco-friendly advantages of a Euro 4 compliant engine. Kevin then pointed out that far from having a sealed factory management system, they had selected a bespoke solution which was capable of being tuned via a laptop. Realizing that this opens up a whole new opportunity for fiddling (sorry, "improving") the engine oneself, I sensed Prejudice Number 1 starting to melt away.

Let's take a look at the car. The only outward clues that something is different are the right-hand exhaust, the different gearshift, and a couple of extra warning lights on the dash. Under the bonnet, the 1.8 VVTI Sport engine looks like it's right at home, sitting on some new engine mounting brackets. But then would we expect anything less from Kevin? Of course not.

By far the best thing from my point of view is that (a) it looks like a proper engine, and (b) it doesn't say 'Vauxhall' anywhere. Prejudice number 2 not to like this car is now crossed off. The installation is pretty neat - there's a induction box sat above the radiator, the plumbing is all nicely integrated with the stock setup, and the exhaust system wraps neatly under the engine and exits down the right side of the car. There's a hydraulic clutch instead of the cable version on the CVH engine, and the ECU, together with a distribution panel, are tucked up away under the dash. A high pressure in-tank fuel pump is also needed to keep the injectors happy.

Prejudice number 3 was destroyed over the next hour in an orgy of revs, speed, and excitement - but more on that later.

A bit of background first. The whole project was initiated by the serendipitous confluence of a number of factors: Firstly, there was the notion that there are lots of 4/4 owners out there who have an emotional attachment ot their cars, but would like more performance. Secondly there was the availability of emissions-compliant engines in affordable form from GM, and thirdly the desire to produce a kit to enable these transverse engines to be mounted in longitudinal format to enable a range of kit-car installations. Couple these to the growing need to start offering an engine solution that will provide an environmentally-responsible installation, and a plan emerges.

Accordingly, a 1984 4/4 was purchased, and a 1.8 DOHC Variable valve-timed engine rated at 175 bhp was mated to a 5-speed Omega gearbox and dropped into place. Brakes were uprated with High-Spec twin piston alloy calipers to keep pace with the massive power increase over a stock 4/4, and the master cylinder seals were renewed. Off to the rolling road for tuning, and an impressive 147 bhp at the wheels was measured. The setup still isn't perfect: the cold start system isn't quite right, and the electronic throttle "takes a bit of getting used to" according to Kevin.

So: out for a test drive. For the first few moments, I took things extremely gently, Kevin's warning about the fly-by-wire throttle still ringing in my ears. What is this car going to be like? I had brought a dictaphone to record my thoughts as I drove.

My voice recorder tape is somewhat revealing, you can hear 3 voices - me, Jane, (Tim's better half! MW) and the car.

Me: "Quite a long clutch travel, it bites about half way up"

Car: "Bwaaa" (rising revs)

Me: "He He!"

Car: "BWAAA" (right on the cam)

Me: "'kin 'ell"

Jane: "Steady!"

Me: "Jesus wept, this thing accelerates like a missile!"

Car: "BWAAAAAAAA"

The rest of the tape is a rather entertaining mixture of engine sounds, me cackling with glee, and the occasional excited squeal from Jane.

Jeez, but this thing is good. I already have the High-Spec brake calipers on my tired old 1986 CVH car, so I was expecting the vast improvement in the brakes. I also have decent shocks and springs, so my car handles pretty well too. The difference, and by golly it's a big difference, is the engine. Prod the throttle in 2nd, and it's just instant violence. None of the relaxed unstoppable steady torquey rush of a Plus 8 as it hurls itself towards the horizon, this thing kicks like a stinger missile, sharp and concentrated, precisely targeted. It's a 2-ounce espresso compared to the Plus 8's pint of Americano - not so much of it, but so much more concentrated - it hits the spot, and is ultimately just as satisfying (if not more so!) than the larger quantity delivery from the V8 car.

Blasting down a twisty 'B' road, flipping between 3rd and 4th, flinging the thing into bends, chasing the vanishing point, catching the tail as it steps out, booting the throttle just for the thrill of listening to the way the revs spin up. Does life get any better than this? I think not. The 4/4 steering box gives high-geared but light steering with 1 and a half turns lock to lock. This, coupled with the narrowness of the car and its light weight means you are dueling with an epee rather than a sabre. And on twisty narrow roads, there are few better weapons to use.

Onto the dual carriageway. Let's see what it can do. Yee Haa! I've never seen the speedo needle so far round the dial on a 4/4. Alright, the speedo hasn't yet been calibrated to suit the drive from the Omega 5-speed box, and there's no way I'm really doing 130 mph plus. But then again the 60 mph mark painted onto the dial by Kevin as a guide is way way behind, not much more than halfway round the needle's arc. And we're still gathering speed! But fortunately for my license, we run out of space, and a return to more sensible speeds is required. Has this car got too much power? No. Not quite. Prejudice number 3 is swept away.

So. The car accelerates with a rush, handles beautifully, stops well, and cruises over the ton with no sweat. Surely there must be some downsides? Well, yes.

The induction roar is quite frankly tinny sounding. The exhaust is too quiet. Most annoyingly, the revs spin up fast like a racer, but hang on the way back down. I wondered if a lighter flywheel might help, but Kevin thinks it could be improved through adjusting the fueling map. And if you go for the Omega 5 speed box, you'd better have small feet - or at least not the desert-boots I was wearing - there's really not much room in the pedal box. Kevin also reckons the Omega gearbox is whiny, To be frank, I didn't notice it.

But hey, this is the first car, the development mule. Next up will be a conversion using a Type 9 5-speed box (like in the later 4/4s), then hopefully a left-hand drive version. Various exhaust options will be explored, maybe with a larger-diameter pipe. Meanwhile there will be more work done on the ignition map, and various other tweaks and improvements, based on the feedback Kevin's getting from the people who are driving the test car.

Shortly after that, accountant willing, Kevin will be converting my own car. I have confronted my prejudices, and found them wanting. The car, I have not.

If you too have a 4/4 with a tired engine, but like me you don't want to get rid of your beloved, then you could do much worse than to beat a path to Market Drayton. The team at Tudor Motor Bodies will be only too happy to put a big smile on your face.

Tim