MORGAN OVERRIDERS (the originals)
by Lorne Goldman and Garth Morgan

Owners of older Morgans often inquire where they can source replacements for their over- riders, a popular Morgan option from the 1950s-1970s. These original overriders are very different from those used by the Company since 2002 when they were reintroduced with the LeMans '62 series. Unlike these recent overriders, the originals are not aluminum, they are chromed steel, much smaller and contoured. Many owners of much later cars, retrofit these originals at the rear and remove the bumper (the original overriders fit without any modification to the later bumper brackets). The overriders (12 oz each) weigh considerably less than the later stainless bumpers and have a pleasing aesthetic effect. 

For many years, the accepted lore was that the overriders were sourced form the later version of the Morris Minor. Sadly this is not true. Sad.. because the Morris Minor is a well-beloved car still and there is a constant supply of relatively inexpensive parts for it because of the level of demand. The Morris Minor overriders are indeed shaped exactly like those fitted to Morgans BUT the bracket welded in at their back is set at the wrong angle for a Morgan. If the bracket is removed and repositioned for a Morgan and re-welded. the process ruins the chrome finish. If they are found in a state where they need to be chromed, then the welding won't cause further damage. 

A few years ago, beginning with the dozens of their neo- "Specials" or "Limited Editions" after 2002, the Morgan Company began fitting trads with a different style of over-riders, representing a huge saving for them over the then current full stainless steel bumpers (1996-2003). The bumpers, which offered no more protection, became a very expensive option rather than included as stock in the purchase price. These newer overriders lend the car a "walrus" look, (as many dealers privately call it) especially in the front, but, if you look at the cost differential, their substitution increased Morgan per-car profit margin by a substantial amount as model prices were not lowered, only raised. But Morgan bumpers/overriders, aside from the North American verisons attached to a airbag mechanism, offer no meaningful protection

Retro-fitting these large overriders to earlier cars looks decidedly odd as the earlier cars are much slimmer than the new models. Owners of models made between the two overrider eras normally choose to fit the earlier overriders at the rear. 

by Lorne Goldman & John Worrall

Up to 1952/3 The earlier 4/4 Series 1 and Plus 4 Flat Rads never had any bumpers except some of those made for the North American which were fitted at the US/CDN dealers.  

Post 1953
The cars had a chromed bumper of straight profile rounded off with a starting handle hole in the middle on the front and "shell" shaped overriders at the rear. Front bumper was standard, optional extra at the rear.

In the early 60s through to October 1976
Cars were fit with used the Ford 100E chromed bumper as standard on the front with the Morris 1000/Standard 10 profile Overiders (although the inside fitting bracket was reangled) ..these overriders were standard at the rear and the rear bumper was an extra ($30 in 1974 !! they are $1000+).

1977 to the early 1990s
 saw the alloy square profile bumpers fit on front & rear (produced in Bromyard at a factory run by the well-known Jeremy Holden's father)

From the early 1990s to 1993
. Morgan tried a similar bumper in chromed steel. These were poorly plated and the metal rusted badly

From 1993  Stainless steel bumpers with open ends identical to the earlier alloys

From 1998  The stainless bumpers had the ends closed.

In 2002
The current type of overiders were first fitted on the "Le Mans 62".

In 2003-2015 These overriders became standard on all Classic models from 2003 with full bumpers being a listed extra.

In 2016  Classics from 2016 have no stock overiders or bumpers as standard. Both bumpers and the newer overriders are now listed extras except for some of the many "limited edition models".  These specifications are for Europe. 
A LEANING MORGAN? (sagging on one side at the rear)
by Lorne Goldman

This is an article that must be put in no less than three GoMoG indexes, Electricity, Suspension and Exterior. Many owners suddenly notice that from the rear their Morgan is lower on one side, leaning to the right or the left, depending on which side the driver sits.  If the car leans to the passenger side, get yourself a new wife and ignore this article. Read on.

There are two reasons for this,

1. your BUMPER is askew. Park on a level surface and measure the height of the car from the BODY to the ground, first on one side of the car rear and then the other.  If they are equal measurements, go to # 2
Now measure the height of the bumper from the ground, first one side of the bumper and then the other. If the bumper is askew, the entire car will look like it is as well.

The cure is simple. Have someone pull up on the low side of the bumper will you push down on the other (high) end of the bumper. Do forcibly enough until the bumper is level with the body of the car or the ground. Problem cured!

2. one of your rear leaf springs has SAGGED more one side than the other. The greater sagging will be on the driver's side...especially on a couple's car. Males often drive alone and/or the wives are notably lighter, therefore the driver's side will wear faster. The effect? The effect is primarily aesthetic but it does reflect lopside balance and prejudiced handling. Though the dampening rate of leaf springs do not change as they sag..the ride height does. Yes. It looks lousy but then, if you want to, you can use #1 in reverse to disguise it if you are so minded. ;) If you are like me, you can correct the balance and with that, the handling. Of course, you must decide if you are correcting for use with a passenger (and approximately what weight) or when driving by yourself. 

3. The PLACEMENT of the battery This one-side's-leaf-spring-wearing-faster-than-the-other happens sooner and more severely on LHD Morgans than with RHD Morgans. The reason for this is esy to work out..and sad. Morgan, with its UK models, places its battery on the left hand side, behind the passenger. That makes eminent sense and is standard for a small RHD car. By doing so, the battery's weight in this placement helps balance the weight of the driver. And a good automobile battery is not a neglible weight..most weigh 20+ kilos. Happily, that is almost the difference between the weight of my wife and I. I will let you guess who is heavier.

Additionally, if you cogitate a bit, you will realize that one must double the weight of the battery to determine the effect of having it one side rather than the other as moving it means you have not only added its weight to one side but you have also removed it from the other!  So we are now talking a 40+ kilo effect on a car often weighing well 900 kilos. The GEMS cars must add another 18 kilos to this inbalance.
Yes..this WILL and does alter handling. 58 kilos! No wonder these cars sag on the driver's side!

Yet Morgan does not change the placement of batteries (or much else) for LHD cars. They are placed behind the driver, adding to the extra burden on that side. Add that to the fact that later cars (post 1998 on Overseas cars and post 2000 on others) have evaporative emissions systems. To fit the sollenoid valve  on those systems, Morgan shortened the width of the fuel reservoir on the RIGHT. The reservoir capacity went from 12.5 imperial gallons to 12 US gallons or (appr. 52.5 liters to 44.75 liters) a difference of the other 18 kilos or a total of 145 pounds. In other words, to balance the car, you must find a life-partner of that weight. (chortle!) Alternatively, you can move the battery to the right side and the tank there as well. (sad sigh)

It is not a tough task to change the battery placement to the correct side. I have done so on all my Morgans after the first. As a consequence, my Morgan Plus 8s (3) have NOT sagged unequally and they handle better. Of course, the best idea is to have your wife (or someone who weighs the same) 
enjoy your Morgan with you.

Happily for owners, this LHD battery placement oversight on the Factory's part, at least for the last 20 years, has not been a design or supplier problem. As we find in other production decisions, this is purely a Morgan production manager problem, aka the boss's mistake. If you examine your suspension hoop and the tabs (both sides) on your battery shelf, you will find that there are provisions on the right for battery proper placement for LHDs as well. They are merely unused!  

As an additional enhancement to balance and handling, I take my wife with me and place her on the right.. I have dubbed her SWATSW. (she-who-adds-to-sprung-weight) and also because she hits me when I use that term.

Sorry for a late entry but I just noticed an even worse battery placement for later RWD Plus 8s. I am hoping this was restricted to 
RWD GEMS cars (2000 to mid-2004). Pictures I see find the placement in the engine bay on the bulkhead on the driver's side. For reasons given above.  With a hyper-light car, battery placement is key. As well the Works made the earlier problem worse by placing the battery high up. I seem to remember that they were told at the time by the the people they outsourced to design GEMS V8 installation, wrongly told them that the problems they were having with its running, could be that the battery back was "too far away". Considering the scores of owners who have changed the placement to something making common sense, their concern was absurd and the problems have long since been discovered and eliminated.  Te placement should be in the traditional place, on the left  (for a RHD) in the axle compartment. The suspension hoop has already been drilled on all cars for this placement and manuy suppliers sell a kit if you choose not to make one yourself. You can see the earlier PROPER placement above.