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THE PHOENIX (aka R9459) |
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| Click. Yes, this is REALLY the sound of the Phoenix! (depending on the driver's mood) |
| Turn up your sound and hold onto your flat cap |
PERFORMANCE
POWER: 306 bhp (228kw) @ 5350
TORQUE: 311 lb/ft (421 nm) @ 4275
WEIGHT: 1873 lbs (855 kgs)
POWER-TO-WEIGHT; 356 bhp per metric tonne
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FRAME & CHASSIS MORGAN MOTOR COMPANY Galvanized traditional chassis MORGAN MOTOR COMPANY Galvanized cross members MORGAN MOTOR COMPANY Polished stainless valences/inner wings MORGAN MOTOR COMPANY Polished stainless bulkhead and firewall MORGAN MOTOR COMPANY Rear frame/axle impact plates MORGAN MOTOR COMPANY NAS Reinforced impact doors and hinges MORGAN MOTOR COMPANY Under scuttle rollbar |
WHEELS AND TRACK
MORGAN MOTOR COMPANY
All stainless polished 15 inch wire wheels
Front width 60", Rear width 65" rear
(5" difference in track)
HEART OF ENGLAND MORGANS three winged knock-off spinners
MICHELIN XTG -V class ultra performance tyres
LAND ROVER V8 4.8 LR V8 Stage III
RPI LAND ROVER V8 Engine Block and Heads hand polished
OMEGA LAND ROVER V8 Pistons
MORGAN MOTOR COMPANY Polished Stainless Air Filter
Holder
PIPER 272 camshaft
REAL STEEL valve springs
REAL STEEL oil relief valve tadpole
TA PERFORANCE adjustable oil relief valve
MAGNECOR Ignition wires
MALLORY high output chrome coil
MALLORY Unilite distributor
OPTIMA racing battery
OPTIMA battery holder billet alloy
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chromed valve covers CHAMPAGNE chromed throttles K&N low restriction air filter JEGS hi-output chrome alternator J.E. Duplex Timing chain RPI Chromed Plenum HEART OF ENGLAND MORGANS polished stainless exhaust bolts RPi polished motor fittings QUEBECOAT Powder-coated silver sump HEART OF ENGLAND MORGANS Polished stainless toolbox |
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FUELING FSE
FUELSAFE Custom designed ultra light alloy shelled, aircraft
FUELSAFE
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MULFAB (aka Peter Mulberry)
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GEARBOX & AXLE
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STEERING
MORGAN MOTOR COMPANY
Rack and Pinion 3.0 turns to lock
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MORGAN MOTOR COMPANY 4 Pot calipers front MORGAN MOTOR COMPANY Vacuum brake assist front MORGAN MOTOR COMPANY Self-adjusting drum brakes rear MORGAN MOTOR COMPANY Alloy propshaft tunnel PORTERFIELD carbon kevlar MORGAN brake pads AEROQUIP stainless brake hoses front & rear DATSUN ALFIN alloy finned Z-drums rear |
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SUSPENSION
LORNE GOLDMAN Tempered MORGAN Hardchromed
Kingpins
RUTHERFORD AVO adjustable MORGAN gas front shocks
RUTHERFORD AVO adjustable MORGAN gas rear shocks
MORGAN MOTOR COMPANY Polyethulene Bushes
MULBERRY FABRICATIONS MORGAN Anti-tramp
bars
WEATHER GEAR
MORGAN MOTOR COMPANY Mohair tonneau and cover
MORGAN MOTOR COMPANY Polished stainless frame
HEART OF ENGLAND MORGANS Polished stainless
sidescreen arms and bracketry
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MORGAN MOTOR COMPANY
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EXTERIOR LIGHTING
MORGAN MOTOR COMPANY
Polished ss rear brake plinths
MORGAN MOTOR COMPANY
Polished ss rear indicator light plinths
HEART OF ENGLAND MORGANS MORGAN Polished
stainless front indicate plinths
HEART OF ENGLAND MORGANS MORGAN Polished
stainless rear reflectors
MARCHAL
New vintage 1984 MORGAN "Cat's head" fog lamps
WELSH ENTERPRISES
XK-120 Tripod halogen headlamps
MORGAN MOTOR COMPANY Twin reverse lights
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All leather interior MORGAN MOTOR COMPANY Reclining Seats MORGAN MOTOR COMPANY NAS leather door pockets MORGAN MOTOR COMPANY 1/2 inch foam on gearbox cover ROBERT PAQUETTE Reshaped MORGAN headrests MATTHIAS KAUFELT Custom dash MATTHIAS KAUFELT Custom made solid burl steering wheel MATTHIAS KAUFELT Matching burl door cappings |
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DESIGN, SUPPORT & ASSISTANCE John H. Sheally II
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FINAL ASSEMBLY
THE STAFF OF THE MORGAN MOTOR COMPANY
BILL BECK
LORNE GOLDMAN
AUDREY MORRIS GOLDMAN
MICHEL BOULET
PADRAIC GARRETY
| Note to reader. Despite perceptions, I have had only three Morgans. I HAVE worked on scores though, alongside most of the legends, in workshops, roadside dust and in paddocks & pits on four continents. And I have tried to help on thousands who ask. HOWEVER, I consider myself an happy amateur with a weird memory for trivia. Our first Morgan was a 2-tone 1984 Plus 8 I bought used and restored. It was fit with a 3.5L which I upgraded into a high revving "screamer". We adored that car. But it was destroyed in flames in 2002. The second was officially the same car as the first for the Canadian governments concerned. Fortunate, as Canada does not allow current Morgans to be imported as they cannot pass Canadian safety tests. (But YES they assisted me wherever they could!). I had earlier purchased a 4.6 LR block, from Morgan and shipped to RPI for upgrading under my instructions and the design ideas of myself, Mark Adams and John Eales. We kept the original 1984 Morgan fueling but used larger L-Jetronic components to match the larger capacity. (The higher performance Omega pistons I had installed increased the capacity to 4.8L). The staged heads (my work) and bespoke /gaskets lent me a 9.5 compression. We had shot for torque and accelleration and exceeded our  expectations.
I worked the car on soon after its arrival from the Factory, in
Canada, with Bill Beck, the Morgan Service Director before Mark
Baldwin and subsequently Development Director until 2002.
The Factory
sent him over to lend a vital hand. The car has many of proposed Morgan
ideas that were only used after its construction or deemed too
expensive for stock fare. And with the help of the Works and the
dealership network, we cherry-picked parts from every Plus 8 era with
something worth having. Morgans are like wine..there are good years and
other years. This is only Morgan I have left
since 2013. Absolutely bullet-proof for reliability and the best performing Morgan of any type I have ever driven. The third Plus 8 was a 1990, a RHD, that was purchased in 2004 and plated as E9 Mog. It is a single tone blue, as it was originally. Our hope at the time was to expand our mogging arena to Europe as well. During our tenure, it resided in Hartebury, nestled next to PM's AB16. In 2005, I decided to completely restore it with Kevin Vernon of Tudor Motors as it was nowhere near the quality of our other Plus 8. We refreshed it with an almost black sapphire blue with a subtle pearl effect. I decided to fight back against the fuel quality problems we encountered in backroad Europe. After speaking with LR & Coscast engineers, who referred me to UK military engineers, I decided on a lower compression (8.75) military 4.6 engine (the British military had the same fuel problem I encountered abroad). The result was a fast cammed 4.6 with much better breathing and more fueling. Later Morgan brakes were installed by Caparro, a later bespoke the suspension was installed by me with Mulberry & Rutherford parts, the last R380 2WD transmission ever made (according to John Eales who supplied it), a Worrall exhaust system with original Morgan branch manifolds were also added. As we hoped, the torque and power increased for more fun while the European fuel issues disappeared. We enjoyed the car immensely. Though not as electrifyingly performant as the others, it was an amazingly flexible babe able to casually take in any road in any weather. We managed more than 37 months mogging it all over Europe during 9 years. If anyone is interested in  more
details or rolling road specifics, I can oblige. It became
absolutely bullet-proof for reliability. The two picures here are of us
filling up with petrol in Cannes and and a couple from
the Ferrari racing team drivers we encountered at a cutsy hotel with a fabulous carte near Ledenon. They asked us to join them for dinner and it was a memorial night! However, after almost a decade traveling Europe, we noticed that the legendary Morgan goodwill had declined in anglophone Europe. Then after being invited by Richard-Shepherd Barron, (a dear friend) to the Silverstone winners lounge for a Morgan Meet we were asked to pitcrew at, we discovered on exiting that the car had been key-scratched and plastered with scores of TalkMorgan stickers. We concluded that it was time to put that car up for sale...at any price. We had achieved the original goals and we apparently were pushing our luck. My wife and I pondered at the time and since concluded tha we luckily saw the beginnings of the Trump era years before Trump. It was auctioned off by Matthew Parkin, the former Morgan director, with whom I have had many disagreements and yet for whom I have MUCH respect.:D To this date, we are told that there are still some who pan our cars on that forum. Though each of these Plus 8s were/are very different, the less savvy get confused, one with the other, especially the latter two. There is an easy distinguishing fearture. The Phoenix has the first stainless steel wire wheels, a brilliant gift from the Morgan Factory.. It is a LHD and has no front registration plate. The UK Plus 8 sports metalized Morgan bolt on alloys and is RHD. |
