|WATCHPOINT 1: After
200,000 miles with both types, I can attest that neither of these
brackets are sufficiently strong to hold the later stainless steel
bumpers. DO NOT LEAN OR PLACE ANY WEIGHT ON THEM.
The alloy (type 2) are not strong enough a metal to do so and the
earlier painted tubular type were significantly weakened when the MMC
flattened the tubes (counter-productive) and created weak points. I
considered using rubber in their mountings to allow them flex, but
resorted to repairing and muchly strengthened them.
I have learned that replacing an item that has failed is simply asking
for more of the same aggravation..and that can be far from home for us.
Instead, I keep making such things as strong as they need NEED to fail.
I am intrigued with the MMC offering in polished stainless steel (shown to the above left) and I shall try them, whenever they are again in stock. I shall of course, carry a set of my stronger brackets in the car. Watch this space.
|Bumper bracket tube covers.
The aftermarket offers polished metal sleeves (preferably ss) to cover
the straight section just before these bracket sections. If you can't
find them, use a chromed or polished nickel sleeves or even stainless steel available at any plumbing store.
N.B. A polished high quality stainless steel cover prevents rust and never fails you. Even when dented the shine is unaffected where chrome will flake off as paint will as well. My affection for shiny metal derives from the fact I work often on the car and have no wish myself to become filthy. Grime shortens the lifetime and enjoyment of a hobby vehicle. You would be surprised at how many mechanics become dismayed when they are given a pretty Morgan caked in rust and filth in the areas they have to work on.
|YEARS||TYPE||DETAILS - FRONT||DETAILS - REAR|
|1954-1961.||Chromed mild steel bumper with center hole for starting handle||Shaped blade with flat ends. Standard at front. Option at rear. Probable Ford E93 UK small saloon||Overiders at rear as standard. These have a “shell” like appearance on the flange .|
|1962-1976||Chromed mild steel bumper at front as standard||Rounded ends fit with standard Ford 105e Overriders
N.B. Plus8 and 4/4 versions of the rears have different hole center distances.
|Standard Ford 105e Overriders. Body
as for Morris Minor and Standard 10 but fitting plate welded arcs
|1977-1991/2||Aluminum as standard||Square-shaped produced for Morgan in a factory owned by Holden at Bromyard (now demolished)||Square-shaped produced for Morgan in a factory owned by Holden at Bromyard (now demolished)|
|1992/93-1994||Chromed mild steel bumper||Standard. Copied the alloy bumpers. Many quality issues. Short production||Standard. Copied the alloy bumpers. Many quality issues. Short production|
|1994-1997||Stainless steel bumpers||Open ends||Open ends|
|1998-2002/3||Stainless steel bumpers||Standard. Closed ends. Optional after 2003 at 800£ for a set||Standard. Closed ends. Optional after 2003 at 800£ for a set|
|2002||Overriders fit to LeMans Edition||VERY large. Walrus tusks||VERY large. Walrus tusks|
|2002/3 to||Overriders||VERY large. Walrus tusks||VERY large. Walrus tusks. Massive cost saving|
|WATCHPOINT 2: These
are complex as different agents would adopt different variants
simultaneously until the Factory decided to bring overseas regulatory
compliance to Malvern to increase Pickersleigh profits. This quickly
led to the end of 4-wheel Classic Morgan importation to the
markets involved by 2005/6. There was a short period of cars with final assembly in the destination country. Most
of these variants are seriously ugly, and one, by Cantab (the eastern US Morgan agents downright ridiculous. However, they DID
create a standard height protection that was NOT merely aesthetic. The
Canadian version, (which I find attractive) saved our lives when our
stationary car was hit by a young American at the rear at 40 mph!
|SOURCE||DETAILS AND CRITIQUE||IMAGE|
|1976-1996 USA (ISIS Imports)||This variant consisted of mounted dampers to absorb impact forces and the Morgan bumpers covered a hefty impact tubular bar. The shocks were covered by a bellows-format rubber cover. In a short time, the heavy weight of the reinforced forced them to sag down, thereby ended the all-important matching height of all other vehicles. Additionally, the bellows shredded over time exposing the shock and the wiring as indicator lights and registration plates were made to hang from the bumpers.|
|1986-1990s USA CANTAB)||This is the worst bumper variant ever, both aesthetically and from any practical point of view.
The bumpers themselves copied the ISIS format, the original Morgan bumper hiding a very heavy reinforcement underneath. However, brackets, rather than being impact absorbing, were made of solid iron bar stock. These will transfer any impact to the cockpit, to a very HIGH risk to driver and passenger, negating the famous Morgan ability to ABSORB these forces BEFORE they get that far,much like todays Formula One racers. These brackets and bumpers are SO heavy they require two men to lift them into place, thereby muchly adding to the cars weight and prejudicing its balance and comportment. These cars reportedly weigh 2400lbs (aka 1100 kilos) or 25% more than the stock Plus 8 of their day, (a massive prejudice to performance and mileage)
|Post 1996 USA||No Morgans were shipped overseas from 1996-1998. Morgan overseas regulatory compliance was, instead, brought to Malvern at that time. The work was very profitable. However, the Factory Management had very little experience in this area. Compliancy is considerably easier when one has a ongoing relationship with the US compliancy officers. Accordingly, overseas compliancy became spotty and delayed until ultimately, mainstream Morgan could no longer be shipped to the super lucrative American market. During the period of 1998 to 2006, Morgan used the Isis bumper format saving that the bumper became a trigger for the airbags.|
The Canadian dealers of the day also used bumper
bars hidden behind the Morgan standard bumper similar to the ISIS USA variants. However, they used different and shorter shocks to hold them under covered bellows-like flexible covers. This brought the bumpers much closer to the body of the cars and, in my humble opinion, looked far more "trim" and did not affect the sublime lines of the car. The shocks are almost unnoticeable. I may be biased, as this configuration, according to the police and the insurance experts, had no doubt they saved our lives. I am adding an image to the left that shows what happened when these massively reinforced bumpers were impacted. The shock brackets exploded to 3 times their original length, pushing my wife and I away from the impact.