may – june 2019 | vol. 39, no. 3nw-mogazine volume 39, number 3 6 may – june 2019 central oregon...

MAY – JUNE 2019 | Vol. 39, No. 3

NW-Mogazine Volume 39, Number 3 2 May – June 2019

2019 MOGNW EXECUTIVE BOARD President Heinz Stromquist [email protected]

Secretary Caiti Waterman [email protected]

Treasurer Larry Vandermay [email protected]

Historian Fred Bowman [email protected]

Membership Chair Jack Tinnea [email protected]

Webmaster Bob Hauge [email protected]

Regalia Davy Crockett [email protected]

Canadian Pod Rep Bob McDiarmid [email protected]

Midlands Pod Rep Sean Amos [email protected]

Southern Pod Rep Heinz Stromquist [email protected]

Editor Doug Barofsky [email protected]

Advertising Manager Davy Crockett [email protected]

Cover photo by New Zealanders Gerri & Grae: their beautiful Plus 8 – they call her Marilyn – blending in with Crater Lake. Photo taken while passing through Oregon on 12 June as part of Morgans over America VII.

The Publication: NWMogazine NWMOGAZINE is the newsletter of the MORGAN OWNERS GROUP NORTH-WEST, a non-profit organization serving Morgan automobile enthusiasts in the Northwestern United States and Western Canada. Copyright © 2018 by MOR-GAN OWNERS GROUP NORTHWEST. Permission is hereby given to repro-duce portions of this newsletter (except material copyrighted by others) for non-profit, noncommercial use. Please give MOGNW credit, acknowledging the issue and author, source, or photographer if stated.

Meetings and Events Events and social meetings are held throughout our service area. Times & loca-tions are listed on the MOGNW Calendar: (mognw.com/calendar.html). Please submit calendar items to the Editor. You can also contact your Pod Rep for event information.

Dues See the membership form on the last page of each NWMogazine to join.

Regalia Club merchandise can be purchased by emailing our Regalia officer at [email protected] or see the MOGNW roster for other contact information.

Submitting Material for Publication Address: Please send content to the Editor ([email protected] or see the MOGNW roster for an address).

Deadlines: The 1st of odd numbered months. Digital Submissions: Content can be sent in or attached to email, or mailed on CD. Text files should be in .doc, .txt, or .rtf formats. Photos and illustrations should be in .tif, .jpg, .gif, or .bmp formats. Note: Please try to avoid sending .pdf files or .doc files with embedded photos as these formats require additional steps for insertion in the NWMogazine and may result in lower quality photos. Paper Submissions: Photos, typed or hand-written text, and illustrations can be mailed to the Editor. Reservations: The Editor reserves the right to edit material for style, content, relevance, collegiality, spelling, grammar, length, and appropriateness for the NWMogazine. Material that is not time sensitive may be saved for publication at a later date.

Advertising Limited non-commercial advertising is free to members. Commercial advertising is available (see below). Payment is due in advance in US$. Please provide suitable copy. We publish six issues per year. Ad details are at mognw.com/mogazine/NWMogazineAds.pdf.

Size of Ad……………………1-3 Months ...... 6 Months ...........1 Year Business Card (1/8 page) $5 $12.50 $25 ........... ................. ...............Quarter Page $10 $25 $50 ............................ ................. ....................Half Page $20 $50 $100 .................................. ................. ..................Full Page $40 $100 $200.................................. ............... ..................

http://mognw.com/mogazine/NWMogazineAds.pdf

http://mognw.com/mogazine/NWMogazineAds.pdf


FROM THE EDITOR’S DESK … My apologies for the belated appearance

of this issue. An extremely full summer cal-endar kept me away from my editor’s desk for all but three or four days in June and July.

The first three weeks of June found Lilo, me, and a couple of friends in Tyrolia. There were untold numbers of delights during the trip, but one in particular had a significant MOGNW connection. The two days we spent in Salzburg, Austria, turned out to be extra special thanks to President Stromquist. Heinz makes an annual visit to Austria to visit relatives and friends and to savor his Austrian roots. Not entirely coincidently, our two days in Salzburg overlapped with Heinz’s stay in the city, and he very graciously served as our

guide through the nearly one-thousand year old Festung Ho-hensalzburg (High Salzburg Fortress) and Salzburg’s old town. In the evening, after our tour, we had the pleasure of dining with Heinz and his sister Anita in one of Salzburg’s traditional

restaurants. All in all, a splendid day thanks to our wonderful host and hostess. As a way of thanking Heinz for the special day he

showed Lilo, me, and our two friends in Salz-burg, I’ve reprinted an article out of “dorg’s morg” that recounts Dorg’s visit to Koessler-Hammerschmid Morgan Austria in Vienna, which is Heinz’s childhood home. Dorg is always fun and informative to read. I’ll bet you’ll enjoy the article as much I did.

This issue’s “Meet the Members of Your Executive Board” column features President and Southern Pod Rep Heinz and yours truly, Editor Doug.

Three travelogs grace this issues pages. Clair Hauge gives a splendid account of the 34th annual ABFM in Vancouver, BC, and the journey eleven MOGNW members made getting there and back. Carla Dietz tells the tale of this year’s run to the Devil’s Punchbowl north of Newport, OR. Lastly, I give a synop-sis of Morgans over America VII’s passage through Idaho and Oregon.

Sadly and belatedly, this issue pays homage to the memory of Rosemarie Powley, who passed away this past May. For many of us, Rosemarie will always hold a special place in our hearts – she was a joy to know and have as a friend.

Two driving articles are reprinted in this issue: the first drive review of the 2020 Mor-gan Plus Six and a megatest: of twelve land-mark Morgans. Both articles are full of mar-velous photos – real eye candy.

There are still three driving events left on this year’s calendar. It’s not too late to sign up for any of them. Do it tomorrow. You won’t regret it!

Always, drive with the greasy side down! DOUG BAROFSKY, EDITOR

HEINZ STROMQUIST MOGNW PRESIDENT 2019-2020 22 June 2019

As I write this, I'm enjoying the week-end with 23 fellow Morganeers on the 24th annual Punchbowl run to the Oregon coast. Weather is good, spirits are high and the Saturday night potluck is just four hours away. Perfect! As it turns out, the mix of participants included the requisite number of club officers to make a quorum

for our second quarterly business meet-ing. Who says business can't be com-bined with pleasure?

This weekend, as well as our recent six-day trip to the Vancouver ABFM, serve as a reminder of how the demographics of our club are changing. More important than driving the "right" car is participating in an event and enjoying the company of friends. Although Morgans still dominate, we've had a mix of Triumphs, Jaguars, MGs, Bentleys, Porsches and yes, the

lowly daily driver. In other words, if Mog-gie isn't fit for the road or if that injured leg won't let you drive it, jump into the ol' tin-top and join in. After all, it's you we want to see. Hope to see you at the next event.

Enjoy your Moggie as often as pos-sible, and remember, a sunny day lost can never be regained.

Cheers, Heinz

THE PREZ

SEZ


UPCOMING MOGNW EVENTS – DETAILS ALSO AT MOGNW.ORG

Date Event Time & Location Contact

16-18 Aug Central Oregon High Desert Tour see announcement elsewhere in this issue for details Mt. Bachelor Village Resort, Bend, OR Doug or Lilo Barofsky - [email protected]

7-8 Aug Portland All British Field Meet go to ABFM-PDX website for registration details Portland International Raceway, Portland, OR details at http://abfm-pdx.com/2019

14-15 Sep South West Idaho All British Field Meet go to SWIABFM website for registration details McCall & Merdian, ID details at https://www.swiabfm.org/

28 Sep Q3 2019 Board Meeting time and location TBA Cati Waterman - [email protected]

Dec Q2 2019 Board Meeting to be combined with annual Southern Pod Christmas Party Cati Waterman - [email protected]

RECURRING EVENTS

1st Saturday Griots Caffeine and Gasoline time TBA, Griot's Garage3333 So. 38th Street, Tacoma Sean Amos - [email protected]

2nd Saturday Classics & Coffee 9:00 AM at Commonwealth Classics Ltd. 1613 East 4th Street, Vancouver, WA Donna McNabb - 360 694-7464

3rd Saturday Midlands Pod Social Meeting 11:30 AM at the Three Lions Pub,8115 161st Ave NE, Redmond Sean Amos - [email protected]

3rd Tuesday Southern Pod Social Meeting 6:30 PM, Location TBA Heinz Stromquist - [email protected]

UPCOMING PACMOG EVENTSDate Event Time & Location Contact

15 Aug Sunshine Coast Runlunch at the Backeddy Pub;

book for the 9:50AM ferry from Horseshoe Bay to Langdale and on the 5:55PM return

Tom Morris - [email protected]

26 Aug Pub Lunch (and maybe a run...)River House Pub

6255 River Rd, Delta www.riverhousegroup.com

Chris - [email protected]

OTHER WEST-COAST MORGAN EVENTS

Date Event Time & Location Contact

2019 Morgan Sports Car Club of Northern Cali-fornia (MSCCNC) go to MSCCNC 2019 Events Calendar website https://www.norcalmog.com/events-calendar

mailto:[email protected]

http://abfm-pdx.com/2019

https://www.swiabfm.org/







http://www.riverhousegroup.com/


https://www.norcalmog.com/events-calendar


CENTRAL OREGON HIGH DESERT TOUR IV 16, 17, & 18 AUGUST 2019

Make plans now to join in on another spectacular tour of Oregon’s high desert. An event for the hard core as well as the laid back Morganeer. Tour organizer Doug Barofsky garnered the coveted Rough Riders Trophy for his off-road high jinks during the third annual High Desert Tour over a year ago. Guaranteed, he will not repeat such antics in this year’s event, but for those hardy among you who want to visit one of the remotest spots in Oregon’s high desert, don’t miss out on this event!

This year’s tour will start out of Cottage Grove, OR. The drive over the Cascades to Bend, OR, will, with well spaced rest stops, take on the order of six hours. Swimming, hot spas, and a very nice bar will be waiting for weary Morganeers as they straggle into Bend’s Mt. Bachelor Village. Friday night dinner will be a group event, probably at a downtown restaurant.

Saturday, Morganeers can choose between a excep-tional, guided, tour to an outpost in what is truly high desert or one of a half dozen or so minitours. The minitours will vary from 2 to 4 hours of driving, with each passing through some pleasant place for lunch. These tours will not be guided – the routes can be dri-ven at any pace desired or, for the adventurous, varied at the whim of the driver or passenger.

Dinner Saturday night will be a partial potluck: baby back ribs and hot German potato salad supplied by the organizers, salads and deserts by the participants.

FOR QUESTIONS & SIGN UP (still not too late)

Contact Doug Barofsky | ~ 541 760-2480, ~ [email protected]

TO MAKE ACCOMMODATIONS (still not too late)

For Thursday (August 15) in Cottage Grove: The Village Green

725 Row River Road, Cottage Grove, Oregon 97424 Phone ~ 541 942-2491

eMail ~ [email protected] Web ~ http://www.thevillagegreen.com/

For Friday & Saturday nights (August 16 & 17) in Bend:

Mt. Bachelor Village Resort (expensive) 19717 Mount Bachelor Drive, Bend, Oregon - 97702

Phone ~ 800 547-5204 Email ~ [email protected]

Web ~ https://www.mtbachelorvillage.com or

Best Western Premier Peppertree Inn at Bend 1082 SW Yates Drive Bend, Bend, Oregon - 97702

Phone ~ 541 389-8800 Web ~ https://www.bestwestern.com/en_US/book/hotel-

rooms.38175.html?iata=00171890&ssob=BLBWI0003G&cid=BLBWI0003G:ye

xt:website:38175


SEPTEMBER 6TH, 7TH & 8TH 2019

Celebrating the Meet’s 43rd Year and Saluting Sixty Years of MINI

Website - http://abfm-pdx.com/2019




MogNW Website! Visit:h"p://mognw.org/

• The website includes archives of Mogazines, Tech Articles, and the GB Sterne Story.

• Check out events through September 2019 listed on the Calendar.

• Check out the “Cars for Sale” page.

• Check out the photo gallery; most of the photos shown in this newsletter plus others of club events are posted in the photo gallery – lots of good memories: 1978-present.

http://mognw.org/

http://mognw.org/


HeinzStromquist–PresidentandSouthernPodRepI suspect the road to ownership for most Morgan enthusiasts was very circuitous, mine certainly was. It all began with an early love for the open road, wind in your hair and the importance of the journey over the destination. As an eight year old my great aunt and uncle would take me along on lengthy motoring vacations on their WW II era BMW motorcycle. We flew down empty roads with me on the back of the bike and my aunt in the sidecar that still sported the three holes where the machine gun had been mounted during the war. And similar to Morgans today, people would smile and wave approving-ly.

Fast forward three years and the fami-ly would find itself on a train from Vi-enna to Livorno, Italy to catch the troop ship USS Geiger destined for a rough, seven-day journey to New York. A further five days by Greyhound bus brought us to Sandpoint, Idaho and to the one-room schoolhouse where I first learned, with my two words of English, about a funny sport that was played at recess with gloves and sticks! The active army base in Vancouver, Washington was our final destination. My step father retired from the army and the family settled in for my middle, high

school and college years. Further study over the next four years took me to Vienna and Houston and finally back to Portland in 1972. Although I didn't own any memorable cars, they were fun, affordable and were driven many miles. Among others, they included a 1952 Chevy convertible, a 1952 Mercury hardtop, a Corvair, a Ford Cortina, two Beetles, a Karmann Ghia convertible and a Z3. My first encounter with a Morgan was in a Gresham car lot in about 1960. It was love at first sight, heavily tempered by the realization that only a wealthy person could afford a $1,500 car. I would search for literature, dealers (Sterne in BC) and would occasionally see

one on the road until I finally decided that a 25 year desire deserves to be rewarded. A trip to the factory and a visit to Isis in San Francisco stiffened my resolve. Bill Fink threw me a key and simply said, "Bring it back in an hour." I took delivery in May 1987 and the rest, as they say, is history. We've done a lot of traveling, but both Carla and I agree, some of our most memo-rable times were spent in the Moggie. There's still a lot of open road ahead.

Meet the Members of

Your Executive Board


DougBarofsky–Editor In the summer of 1957, a Porsche speedster rolled through the Union 76 station in Gold Beach, OR. It was the summer between my sophomore and junior years in high school; Gold Beach had a population of around 800; the gas station belonged to the parents of one of my high school buddies; and I fell in love with the Porsche and, although I didn’t comprehend it at the time, European sports cars in general. Fast forward to the summer of 1967 and State College, PA. By then I had owned a 51’ Ford coupe, a 53’ Ford coupe, a 57’ PV544 Volvo, one fourth of a 58’ TR3 (bought in partnership with three buddies to race in local SCCA events), and a 65’ MGB (bought new). I had finished graduate school at Penn State, sold the MGB and my share in the TR3, and was preparing to go to the University of Bonn in Germany for even more study. Just before departing, I made a down payment on a red Porsche 911E to be delivered in Stuttgart sometime in 1969. Germany was

fantastic scientifically and romantically. Lilo was a chemist in the lab where I had come to do research. We fell in love, got married in the summer of 1969, picked up the 911E in Stuttgart, and spent a week driving it in the Tyrolian Alps. A month later, we drove the Porsche to Rotterdam, Holland, to be shipped to Portland, OR, where I had accepted an appointment as a found-ing faculty member at the Oregon Graduate Center, a newly created graduate institute located in west Beaverton. At this stage in my life, I knew I really loved Lilo, physics, and driving fast, nimble sports cars (pretty much in that order).

By Spring of 1975, my love of “driving fast cars” had earned me an astronomical car insur-ance premium and brought me to within a point or two of losing my Oregon drivers license. Ergo Lilo and I sold the Porsche, bought a Mercedes sedan, and immediately began pining for a fast, nimble sports car. After pondering the situation awhile, I informed Lilo that what we needed was "a car that at 50 mph feels like it’s going 100 mph and that I knew what it was." Naturally, she asked what kind of car is that. To which I replied "a Morgan".

When Lilo becomes obsessed with an idea, she becomes a formidable sleuth. She combed the newspapers for Morgan ads and, in early May 1975, she found Jay Brandon’s ad in the Oregonian asking anyone interested in forming a Morgan club to join a meeting to be held at the Horse Brass Pub Monday, 17 May. We showed up and by the end of the evening had become charter members (sans a Morgan) of “Morgan Owners Group Northwest”, whose articles of in-corporation and by-laws were adopted at a subsequent meeting held in the Horse Brass Pub on 21 June.

In late August or early September of 1975 while on business in Seattle, Fred Bowman (an-other charter member of MOGNW) came across an ad for 1962 Plus 4. Within a week or so, Gary Leikas (the club’s founding president) and I drove to Seattle to inspect the car. Gary gave the car a clean bill of health, and Lilo and I bought it on 5 October 1975 with close to 23,000 miles registered on the odometer. The car turned out to be one of the first eleven Plus 4 Super Sports (Chassis #4996) built; one of eleven unique cars by virtue of being the only Super Sports built with high Plus 4 bodies. By the end of the first year of ownership, I had taken the car apart down to every last nut and bolt, ostensibly to find the source of all the oil and grease that covered every part of the car. It took me the next 11 years to clean all the parts and put them back together!

We debuted our completely restored Morgan, newly painted with silver body and black wings, on 17 July 1988 at the Con-cours d’Elegance in Forest Grove, Oregon, winning 3rd place in Class (sports cars built between 1961 and 1967 costing less than $6,000). We’ve been driving the car ever since with only a relatively brief interruption in June 2005 for Robert Couch to

completely overhaul the car’s engine and replace its Moss transmission with a 5-speed Ford T9 transmission and another in 2016/17) to replace the car’s rear end after its oil leaked out and it froze up. Joining MOGNW and driving our Plus 4 SS in the company of our MOGNW friends in particular and like-minded car people in general has been one of Lilo’s and my greatest sources of pleasure over the past 40 plus years, and it will continue to be so as long as we can keep our-selves and that sweet ma-chine on the road.


The 34th annual gathering of the British Car Faithful at VanDusen Botanical Gardens, Vancouver, B.C. took place on May 17th. Judging by the turnout, the British classic car hobby is alive and well! The 2019 show featured over 500 cars in 61 vehicle classes displaying everything from early prewar Rolls Royces to the latest models from Jaguar, Bentley, Aston Martin, Land Rover, McLaren and of course Morgan! This year’s featured marques were the Bentley to honor its 100th Anniversary (debuting in 1919) and the Mini celebrating 60 years (debuting in 1959). Also, on the field this year, auto dealer, Bentley Vancouver, displayed their newest models. The hope was show participants would “compare a century of automotive design and engineering side-by-side”.

VANCOUVER ABFM CELEBRATES 34 YEARS (1985-2019) VANDUSEN BOTANICAL GARDEN, VANCOUVER, B.C. CANADA

17-19 May 2019 Photos By Bob & Claire Hauge, Carla Dietz & Heinz Stromquist

Southern Exposure (Notes from the Southern Pod)

By Claire J. Hauge


Hauges, Stromquists, and Nuttals started out from Longview on Thursday morning with a light rain approaching from the South. We hoped to stay just ahead of any serious weather and managed to do just that taking a leisurely drive up I-5, Hwy 101, and Hwy 3 to Poulsbo arriving in time to enjoy a light lunch and a stroll downtown to visit the 51st Viking Festival. Travel Tip #1: if ever you are in Poulsbo, don’t miss Sluys’s Bakery or the Sogno Di Vino Restaurant! Bowmans and Crandall joined us later in the afternoon; unfortunately, they were not as lucky with the weather and had a very wet ride up. Rain set in overnight, so the trip on Friday from Poulsbo to Richmond, BC via the Keystone Ferry was a little soggy. Weather improved unexpectedly and dramatically for the show on Saturday. In fact, the rain stopped, temperatures were perfect and the sun

was out all day! The Morgans turned out in force this year: 22 including six from MogNW. Also shown by MogNW members were a Jaguar, a Mini, a Bentley, an Aston Martin and a Triumph!

Several of us took our time getting home, meandering down I-5, Hwy 20 on Whidbey Island, and Hwy 101 stop-ping overnight at the Swan Hotel in Port Townsend, Lake Quinault Lodge, and finally, the Boardwalk Cottages in Long Beach. The only deviation in the scheduled route occurred when we encountered Hwy 101 closed just out of Port Angeles. But, our detour over Hwys 112 and 113 (aka Strait of Juan de Fuca Hwy) provided great scenery, albeit some rough roads. Unfortunately, we were forced to skip a planned lunch stop at Lake Crescent, and by the time we got to Hoquiam, the Hauge’s fan had ceased to function. Apparently, a steering arm hit a sensor on the bottom of the radiator somewhere on the stretch of rough road. Bob effected a quick roadside repair – hotwiring the sensor and we were shortly on our way.

All-in-all, the trip was fantastic with approximately 850 miles traveled in seven days; eight shared meals, and dozens of interesting conversations sharing countless bottles of wine! Travel Tip #2: if you travel this route, don’t miss these restaurants – The Shark Pub in Rich-mond, Doc’s Marina Grill in Port Townsend, Roosevelt Dining Room at Lake Quinault Lodge, and the 42nd Street Café in Seaview. Each comes highly recommended!


You have probably surmised by now that our routine for this trip was pretty simple: drive a little, eat a lot and enjoy good wine and the company of many great friends!

Grand times with great friends; making the sojourn this year: Fred Bowman & Kay Mannion, 1959 Morgan 4/4 David Crandall 1971 Morgan Plus 8 Brian Fawcett & Karen Hesson, 1998 Mini Coupe Mike & Fran Grace, 1967 Triumph TR4A IRS Bob & Claire Hauge, 1961 Morgan 4/4 Fred & Bonnie Nuttall, 1972 Jaguar EType Paul & Steffi Rollins, 1960 Morgan Plus 4 Heinz Stromquist & Carla Dietz, 1987 Morgan Plus 8 Dick & Ann Tilden, 1924 Bentley with Vanden Plas Tourer body Reid & Sue Trummel, Aston Martin Larry & Vicki Vandermay, 2005 Plus 8 My apologies if I missed anyone

Class Award Winners Class 24 – Morgan 4/4 Class 25 – Morgan Plus 4 & DHC Graham Bailey, Kelowna, BC, 1965 Morgan 4/4, Red Les/June Burkholder, Langley, BC, 1964 Morgan Plus 4, DHC, Blue Fred Bowman, Oregon, 1959 Morgan 4/4, Grey/Blue Robert McDiarmid, Langley, BC, 1966 Morgan Plus 4 DHC, Black Bob Wadden, Maple Ridge, BC, 1957 Morgan 4/4, Red/Black Ronald Theroux, Surrey, BC, 1958 Morgan Plus 4, Burgundy

Class 26 – Morgan Plus 8 Class 7 – Jaguar E-Type (XKE) Ken Miles, BC, 1969 Morgan Plus 8, Red Alfred Nuttall, Oregon, 1972 XKE, Willow Green Henry Stromquist, Oregon, 1987 Morgan Plus 8, British Racing Green Tom Morris, Sechelt, BC, 1972 Morgan Plus 8, White/Black

Check out more pictures on the Photo Gallery on the website: https://mognw.org/Gallery-10/2019-BC-ABFM.html


In 1991, my wife Lilo and I traveled in our Plus 4 SS

with a contingent of about 12 Morgans – roughly half from Portland, half from Seattle, and one green and black, 1972, 4/4 4-seater from Surrey, BC – to a huge gathering of west-coast Morgans in Cambria, CA. The latter car, of course, was occu-pied by Mike and Rose-marie Jay (née Mulligan)

Powley and their daughter Marianne. During the course of the roughly two-week caper, the little Northwest troop wound its way down Hwy 101 from the southern coast of Oregon, through the California red-woods, to San Francis-co; from San Francisco on to Santa Cruz, Mon-terey, and Carmel; from Carmel on down Hwy 1 along the central Cal-ifornia coast to Cam-bria; from Cambria up Hwy 101 to San Jose;

from there on up the east side of San Francisco Bay through B e r k e l e y t o N a p a Valley, and from Napa Valley back to the Northwest by various indi-vidual routes. A highlight during our 2-night stay in Napa Valley was an evening gourmet meal at the French Laundry reserved by Rosemarie and Mike. By the end of this fabu-lous tour, Lilo and I had formed an enduring friendship with Rosemarie and Mike. One strand of that bond was severed in August of 2012 when Mike passed away, and the other was cut on the 23rd of this past February, when Rosemarie suddenly passed away.

A Medley of Photos in Memory of

Rosemarie Powley (7 Feb 1938 – 23 Feb 2019)

Hearts &

1992


Rosemarie was born on 7 February 1938 to John M. and Violet (née McCabe) Mulligan in Summerside, Prince Edward Island, Canada. She graduated from Charlottetown Hospital School of Nursing in

1961, and began her career in nursing on Prince Edward Is-land. From there, she nursed in On-tario for a brief stint, and in 1965, she moved to Vancouver to pursue nursing at the Cancer Control Agency of British Columbia, a position she held for over 30 years. She married Mike in 1969, and was a loving mother to their two children, Marianne and David. She was also a full-time, adoring Nana to her grandchildren Samuel, Regan, and Alexander. Rosemarie is survived by her sister Elizabeth Murphy (née Leonard), brother Jack Mulligan, and numerous nieces and nephews. Be-sides her husband and parents, Rose-

marie was predeceased by her sisters Margaret Spenard (née Raymond) and Anne Mc-Carville (née Vernon).

Rosemarie and Mike were staunch members of the northwest Morgan community. Together they were marvelous hosts – their hearts and home were open to all. Mike was larger than life, gregarious in the ex-treme, bois-terously out-s p o k e n . R o s e m a r i e was his an-tithesis, quiet-ly magnani-mous, witty, and good hu-

mored. As Steve Blake so aptly put it, Rose-marie’s smile, laughter, and good nature will never be forgotten.

Although this remembrance is belated, memo-rial donations to the Heart and Stroke Founda-tion of British Columbia & Yukon may always be made in Rosemarie’s name at any time.

19

1988


2020 Morgan Plus Six First Drive Review | Supra power but a half-ton lighter

This would be the most perfect car for America ANDREW ENGLISH Jul 15th 2019

MALVERN, U.K. — Think of the very pinnacle of modern small-series automobile production; a chassis made of aluminum riveted, bonded and welded together just like the latest from Aston Martin or Lotus. Then think of English ash-wood framing on top of it, draped in expertly hand-beaten aluminum panels just like the earliest days of the motor car – the 2020 Morgan Plus Six in all its anachronistic glory. It's like walking onto the Space Shuttle command deck to find an astrolabe in the corner. But then Morgans are weird, of that there’s no doubt, although there’s no arguing with the figures. This latest Morgan Plus Six will accelerate from 0-62 mph in 4.2 seconds and go on to a top speed of 166 mph, assuming your license can stand it. At this point you might be laughing madly, especially if you know Morgans. It’s all flies-in-the-teeth acceleration, medieval chassis technology, and never mind the handling because you’re in the air half the time anyway.

FIRST DRIVE


Not this car though. In 110 years of continuous production in the cutest red-brick factory in the voluptuous Malvern Hills in England, Morgan has come up with just four all-new chassis – this is the fourth and by far its most advanced. It’s also the first turbocharged production Morgan, the first straight-six-engined Morgan and the first Morgan I’ve been able to fit inside – I’m six feet tall with size 13 feet. It’s also the first Morgan I’ve ever driven where the doors didn’t need slamming shut with all the power of a vindictive teenager leaving the room in a strop. John Beech, Morgan's chief engineer (formerly of Lotus) and his small team have worked miracles. This CX chassis (Roman numerals for 110) debuts under this Plus Six model, along with a new double wishbone MacPherson strut-derived front and four-link independent rear suspension with 19-inch wheels, plus an all-new engine and transmission.

The relationship between BMW and Morgan continues, though this time, they're doing what Peter Morgan, the second genera-tion Morgan to run the company, once described as 'mission impossible': cramming a straight-six engine under that traditional-ly long and heavily louvered bonnet. Peter chose instead to create the legendary 1969 V8-powered Plus Eight, but now a BMW B58 turbocharged inline-six, displacing 3.0 liters and making 335 horsepower and 369 pound-feet of torque, snugs un-der the Plus Six’s center-hinged hood. It’s coupled to a ZF eight-speed torque converter automatic transmission driving the rear wheels. This is one of the finest 'sixes' in production, and in the Plus Six it combines performance with excellent on-paper fuel econo-my. It’ll achieve 31.8 mpg in the generous European test cycle, but we could only manage 23 mpg average during our drive. Regardless, it’s fully Euro emissions compliant, partly because the car’s featherweight 2,370-pound curb weight means the engine isn’t heavily taxed moving the Plus Six about. The outgoing and dipsomaniac 4.4-liter V8 Aero and Plus 8 models at-tracted punitive taxation in many places. Cramming in the engine has taken a lot of work, though. Ancillaries have been relocated and the cooling system has been redesigned, with new hood nostrils and extra louvers in the hood to get the superheated air out. Even so, the front hood re-lease on the turbo side of the car gets too hot to touch even after a gentle run – owners will need to carry gloves.


Climb into the cockpit (not the most dignified of maneuvers) and the biggest change becomes clear – it’s still intimate enough to be a sports car, but there’s a lot more space. By the tape, the Plus Six adds 0.8 inches to the wheelbase, which somehow freed up nearly 8 inches of leg room, 3 inches of width across the cockpit, and a deeper and more useful rear parcel shelf.

Pretty much anyone will fit into this new Morgan and it's comfortable, too, with a tilting and telescoping adjustable steering col-umn, air conditioning, even power door locks. Taller drivers might want for a slightly lower seat height (there's room to get an inch or two lower) and maybe a bit more width in the seat backs, but it's genuinely possible to spend a day behind the wheel without feeling like a piece of unfolded origami on climbing out, which you certainly did in the previous models. The dashboard retains the traditional Morgan layout with a central speedo and rev counter, but with modern instruments and a small digital display screen in front of the driver flanked by stark and unattractive gauges for fuel contents and coolant temper-ature. There's no navigation, but there is a Bluetooth system so you can use your phone instead. The leather upholstery is quite lovely, especially the quilted finishes. The gear knob is provided by BMW, but Morgan does the handbrake and a very plasticky steering column surround. The hood is beautifully made, but like Morgans of old, it's a finger eater to erect and you'll struggle in the downpour to tug the windscreen capping down. In addition, the aluminum frame rattles over bumps and, with the hood furled, the aluminum cockpit trim reflects distractingly in the windscreen. Stab the push-button start and the big BMW mill growls into life, refined despite the upgraded exhaust fitted to our test car. It’s only in the upper end of the rev counter that it produces any real sturm und drang. You need to recall that this car is at least half a ton lighter than any other BMW fitted with the same engine and Jumpin' Je-hoshaphat, it's fast. The twin-scroll turbocharger picks up early and fast and the bluff nose surges, unzipping the horizon to-wards you. Push the gearlever to one side to access the Sport program, which sharpens up the gear changes and throttle re-sponse and then there's an additional Sport+ button to give yet more alacrity. Mid-range response is effervescent but the top end is simply stupefying.


If you launch it from stand still, those rear 255/35/19 Avon tires will leave perfect black lines for just as long as you want them to. Few owners are going to drive it like that, but when you're overtaking, it's a nice edge. And unlike the previous hot Morgan models, this one isn't frightening. The Plus Six is quick, but it's also extraordinarily com-posed and refined, and that long-travel throttle and gentle-giant low-end response makes it an easy car to drive briskly. As in other BMW applications, that ZF 'box can be a bit obstructive, reluctant to kick down at times, although there are steer-ing-wheel paddles with which to flip down a ratio and the Morgan's lightweight and extra work on the transmission software make it feel a bit sharper. Despite having a laughably infinitesimal amount of wheel travel, Beech and his team have found a compliance and chassis balance that rides and handles over some pretty poor road surfaces. No longer do sharp undulations leave the exhaust scrap-ing the road and the nose goes where it is pointed. It is set up gently and the mien is slightly more gran turismo than all-out road racer, but that's where the market is and that light weight means you can still play with it. The steering isn't particularly communicative (and it could do with a slightly faster ratio), but those Avons are faithful and true; if you decide to push the tail out under throttle, you can get it back without too much drama. For those used to Morgans this is a sensational debut, for those new to the marque, it's the first Morgan that needs little ex-cuse to include it in sentences containing Jaguar’s F-Pace, BMW’s Z4, and Porsche’s Boxter. What's more there's more to come with Aero models and sports derivatives, which will answer some of the minor niggles mentioned here. It's on sale now priced at £89,995 for the First Edition models, £77,995 for the standard cars. Each car takes about four weeks to build and Morgan is hoping to build up to nine a week; there's a waiting list of 150 already. And now the bad news, Plus Six won't pass US production-car safety tests and while there are nascent new laws which might allow it to be sold, we're still waiting for them to be enacted. This would be the most perfect car for America, but if you want one, you'll have to contact your senator.

https://www.autoblog.com/2019/07/15/2020-morgan-plus-six-first-drive-review/


Westward Ho! Pioneering spirit was alive and strong as 24 adventuresome Morganeers headed toward the sunset for the 24th Annual Morgans to Devils Punchbowl event. What a hardy bunch! Along for the ride were: Fred Bowman, David Crandall, Larry and Vicki Vandermay, Linda and Wayne Harris, Bonnie and Fred Nuttall, Caiti Waterman, Dee Buffum, Reid and Sue Trummel, Richard and Maureen Routt, Bob and Claire Hauge, Paul and Steffi Rollins, Tanya and Bob McKee, Davy and Tricia Crockett, Heinz Stromquist and Carla Dietz.

The trail took us over mountains (okay, 1,309 feet isn’t Pike’s Peak), across rivers (the Nehalem, ten times to be exact), in and out of Tsunami Hazard Zones, over a few denture-rattling roads, dodging leaping deer and logging trucks, to land tired but exhilarated at Moolack Shores Inn.

There are only so many ways to get to the coast from Port-land, and over the years Heinz has probably scoured them all in search of interesting and challenging roads. This year was no exception. He plotted a route with plenty of curves. Per-haps he was channeling the last cover of the Mogazine. At any rate, the course was first rate. No breakdowns were re-ported – at least not during the run. Problems did, however, serve as bookends to the event. Thirteen cars joined the caravan – and survived! The Fred and Bonnie debuted their beautiful, garnet-colored 2005 Roadster. They had taken delivery only days before and were still road testing it, but came through with flying colors. Paul and Steffi arrived in their MG Magnet thanks to a can-tankerous fuel pump in their Morgan. Two foreigners mingled

with the British cars. Caiti and Dee drove their Subaru. It’s always comforting to know there is a trailing van to collect all the parts that fall from the Morgans. Thanks, Caiti, for stepping up to the plate. Reid and Sue arrived driving a vintage Porsche 914. Hopefully the outing with the Morgans whetted their appetite for a new addition to their garage.

The group lunched in Nehalem at the Pizza Garden with views of the Nehalem River right outside the windows. It was a chance to meet new people and reconnect with friends over piping not dishes of pizza, minestrone, lasagna and more. And so, Italian was added to what was a fully ecumenical weekend. Friday night continued with a traditional seafood dinner at Mo’s at the Devils Punchbowl in Otter Crest. To round off the evening, Maureen acted as official town crier, assembling everyone to the Lighthouse Room at Moolack for conversation and, of course, wine. The party only broke up when Bob and Claire announced they had to prepare the sticky buns for Saturday breakfast. No one wished that im-portant duty to be delayed. Everyone bid good-night and off to bed with visions of sticky buns dancing in their heads.

MORGANS TO DEVILS PUNCHBOWL 21-22 June 2019

by Carla Dietz


Saturday morning proved dreams do come true. At 8:30 Bob and Claire rolled out trays of their delicious offering, cooked to perfection. There’s no better way to greet the morning than with a plate full of stick buns, a cup of hot coffee, surrounded by a bevy of the best that British car makers can offer. It could have been a little warmer, but that was beyond our control. Never let it be said Morganeers can’t do two things at once. At ten o’clock, the Board of Directors convened to take care of MOG North-west business. Heinz, the newly-elected president, brought the meet-ing to order with the long-lost but recently-found official MOGNW gavel. Much was accomplished in record time.

Upon adjournment it was everyone for him/herself. This day of free-to-do-whatever is a big part of the success of the Punchbowl weekend. Some took off for lunch with friends, to browse the Newport Farmers Market, go antiquing, etc. Some chose to stay for a quiet afternoon of reading, walking the beach, or just plain snoozing. A departure from previous Punchbowl outings – no one washed their cars!

And now – alas! – comes the other sad half of the bookends. A leisurely, Saturday afternoon drive by Wayne and Linda was interrupted by several loud bangs and plumes of smoke. A passing motorist assisted with towing them to the side of the road. It was reported Linda did a bang-up job diverting traffic around their disabled vehicle. The Vandermays were on hand to help and Caiti was dispatched to rescue Linda. Wayne, however, was left to wait for a tow truck, a wait that, unfortu-nately, extended to five hours.

Despite the absent Harrises, the potluck dinner was a roaring success. The sun broke through the clouds, the wind altered course, providing a cozy leeward side of the motel for dinner, dessert, drinks and lots of talk. As the evening wore on, heavy coats were donned, wine bottles emptied, sunset admired. At long last, the 24th rendition of Devils Punchbowl was laid to rest.

Check out more pictures on the Photo Gallery on the website: https://mognw.org/Gallery-10/2019-punchbowl.html


Visiting the Viennese Morgan Dealership – Dorg

Meets Joerg By Dave Doroghy // February 2018

Austria is a country synonymous with culture and traditions. Its rich and colorful history comes alive in its hundreds of palaces, mu-seums, and concert halls. At around the same time that the Morgan Motor Car Company was establishing itself in the heart of the British Empire in 1909, the Emperor Franz Joseph was still ruling another Empire; the Austro-Hungarian Empire, from Vienna. It would be im-possible to ascertain exactly when the first Morgan majestically wheeled down the bumpy, shiny cobblestoned famous Ringstrasse in Vienna, but one thing is for certain, if you see a Plus Four today, parallel parked in front of Vienna’s beautiful Schonbrun or Belvedere Palaces, chances are it was purchased from Koessler-Hammer-schmid Morgan Austria.

Vienna is a world-class city, so it makes imminent sense that a world-class Morgan dealership reside there. On a recent vacation to Austria, I had the pleasure of visiting what can best be described as the gold standard for Morgan resellers, and to chat for a couple of hours with its knowledgeable hometown owner Joerg Koessler.

If you are planning a trip to Central Europe you absolutely have to visit this place. Skip the Riesenrad Ferris Wheel and go here. It’s easy-peasy to get to, you just hop on the Badener-Bahn train that stops in front of the Vienna Opera House and take a 45-minute scenic ride to the outskirts of town and get off at the Traiskirchen-

Lokalbahn station. I know what you’re thinking – that’s easy for you to say.

On the train ride out there I reflected on how it is hard to be-lieve that we live in a Country with 34 million people and we don’t have ONE real Morgan dealership. I know I know, government regulations, national safety and emission standards, and a long roll of red tape that would wind its way from Victoria to Ottawa are just a few of the reasons. But something is “Kaput” with our sys-tem though.

Austria only has 8 million people. Joerg told me however that his dealership services most of Central Europe. Shortly after we met, he led me into his airport-hanger sized showroom. The place was amazing. Clean, bright, well organized and welcoming. Ten brand-new beautiful Morgans sat in amongst old black and white historic European racing car photos on the walls, the high end Morgan merchandise in an old wooden display case, and a classy coffee table and comfortable couch tucked in the corner. The massive hall had a 30-foot ceiling, more than enough room to accommodate its three hydraulic hoists. As one does in Wien, we chatted over small cups of superb coffee complete with glasses of water on the side.


Joerg started the dealership in 1995 after leaving a long ca-reer with the Global corporate giant, Phillips. His deal with the Morgan family was closed with nothing more than a handshake, and he told me that he has not looked back since. I learned that Morgan has a network of about 60 dealerships around the world. Joerg told me that most of them were what he described as “An-nex” dealerships. He explained to me that meant that an existing high-end luxury car seller in a city that carries, let’s say Land Rover, or Bentley cars, would take on Morgan cars as an addi-tional line. His store fell into a different category of a small hand-ful of shops whose business was solely based on Morgan sales.

Joerg’s father-in-law was a well-known Austrian race-car me-chanic in the 1970’s, and while I was there, I was given a tour of the repair and service side of the business where he was still happily pulling wrenches at 78. Altogether, 8 people work at Koessler-Hammerschmid Morgan Austria, and I got the sense it was very much of a family run business, based on old-fashioned values.

Aside from the ten majestic beauties sitting in the showroom, Joerg had another 30 Morgans elsewhere on the premises. Some were being stored for customers, others were being worked on, some were rentals, and there was a whole other side of his business that I will save for another article – Morgan Tours.

I learned that there were about 1,000 Morgans altogether in Austria. The Vienna Morgan Club and its member’s vehicles ac-counted for about 200 of those cars.

Joerg was a Human Morgan Encyclopedia. His knowledge of the company’s history, its marketing philosophy, the people and personalities at the factory, and Morgans plans for the future made for some interesting listening. He got a bit of a sparkle (or spark in this case) in his eye when he described plans for an elec-tric three-wheeler that would be introduced soon. We both agreed that in order for the Morgan Company to prosper and be more contemporary, electric cars would have to be part of the mix.

As we spoke what came through to me more than anything was his sincere passion for the business. He loves Morgans and understands the importance of the underpinning personal rela-tionships with both his customers and the Morgan factory, which he visits two or three times a year. It was clear to see how this charming affable smart guy who is 50, along with his wife Marlise, were able to recognize an opportunity 23-years ago, work hard and build a very cool business to be envied.

Koessler-Hammerschmid Morgan really raises the bar when it comes to Morgan dealerships. We need one in Canada. All I can say about the company and about Joerg – Wunderbar!

(Photos in article courtesy of Dave Doroghy)


(https://www.classicandsportscar.com/features/mor-

gan-megatest-every-landmark-model-driven)

Morgan megatest: every landmark model drivenBy Malcolm Thorne16 March 2019

It’s easy to associate the name Morgan with a car from a single mould but the Malvern firm has produced a spec-tacular range of models over the years

Come home after an extended absence and those insti-tutions will be precisely as they were when you left: the Queen’s head on stamps, the sticky joy of Marmite, the calming but incomprehensible delivery of the shipping forecast (just why is it so good if Rockall is rising?).

And from an automotive perspective – new Italian owners notwithstanding – there will always be Morgan.

To the average bystander, this is a company that builds ‘old-fashioned sports cars’. Give them a pencil and they’ll probably be able to draw you one – all swept wings, low-cut doors and running boards.

Morgan is a singularly stubborn firm that does just one thing, always has done, and always will. We all know that, right?

Wrong.

This minnow from Malvern might be best known for its ash-framed sportsters in the 1930s idiom, but over the course of its 106-year existence the company has pro-duced a startling array of models.

Putting this group of cars together threw up three-wheelers and four-wheelers; engines of two, four, six and eight cylinders; two-seaters and four-seaters; spartan roadsters, close-coupled coupés and even a pretty little drophead.

We have a Z-section steel chassis, a tubular affair and some fancy bonded aluminium; crash ’boxes, modern manuals and, believe it or not, an auto.

We’ve got performance ranging from adequate to bonkers, and styling that goes from charmingly archaic to radically avantgarde. There’s simply no such thing as ‘a Morgan’, but rather a vast and varied family.

For our photoshoot, we drew the line at a dozen differ-ent models, all of which assembled at the famous Pick-ersleigh Road factory.

Driving pleasure is at the heart of the Morgan experience.

12 different models, gathered at the famous Pickersleigh Road factory


The adventure begins with Bill Higginson’s MX2 Su-per Sports, and adventure really is the operative word.

We’ll start with the obvious: yes, it has four wheels, but one is a spare that’s neatly integrated into the tail.

And it has a motorcycle V-twin strapped to the front – in this case a 998cc Matchless; over the years the bewil-dering array of powerplants also included JAP, Anzani, MAG, Blackburne and Blumfield.

But that’s just the beginning. Assuming that you’re lit-tle bigger than a jockey (bulkier drivers need not apply), wriggle your way into the tiny doorless cockpit (avoid-ing the hot side-mounted exhausts) and the head-scratch-ing really begins.

The three-spoke wheel is adorned with a perplexing array of levers and cables, there are but two pedals, and by your left knee there appear to be two gearlevers.

The larger of them actually operates the front brakes, while its stubbier partner controls the three-speed re-verse-gate crash ’box, which sits just ahead of the chain-driven rear wheel – before 1932, they were all two-speeders.

There is a footbrake, but that’s for the rear only. The other pedal is the clutch, because the throttle is a thumb-operated lever. This is not a car for novices in heavy traffic.

Overcome the confusing controls, though, and it’s easy to fall in love with this bizarre little bolide.

It is a wonderful device, feeling like a cross between a biplane and – dare I say it – a lawnmower, and offers the unique joy of being able to observe the valvegear jig-gling up and down from the comfort of the driver’s seat.

Don’t dismiss it as a mere novelty, though – with ex-perience, these three-wheelers are very rapid and enter-taining machines.

It is a truly remarkable contraption, albeit “more of a ’bike than a car”, according to its owner.

That’s an apt description, but with the later F-type, Morgan began to consider slightly more conventional designs.

Examine Malcolm Lamb’s F Super from the nose and it looks every inch the typical 1930s sports car, yet this is still a three-wheeler.

Introduced at the Motor Cycle Show in 1933, the F-type can be viewed as the link between the original mo-torcycle-engined models and the later four-wheelers.

Powered by a water-cooled 1172cc sidevalve ‘four’ from the Ford Ten, the F Super is surprisingly rapid – Motor Cycling having reported in period that 70mph and more was within reach – while its acceleration and ride also received considerable praise.

Like its forebear, it was blessed with high-geared and remarkably direct steering, plus the firm’s trademark sliding-pillar front suspension.

Unlike the earlier machine, though, it’s fitted with what we would today consider to be conventional con-trols, while the chassis was beefed up with Z-section members replacing the tubular structure.

The Morgan Super Sports MX2 is an exhilarating way to travel

The barrel-back body style of F Super neatly houses its spare wheel

Power is from the air-cooled, overhead-valve variant of Matchless ‘twin’; the MX2's simple cabin has hand controls


The Motor Cycling summed up by describing it as ‘a genuinely fast vehicle of the true sporting type’, adding that it had ‘a capacity for maintaining high average speeds’.

What’s more, ‘ours’ even has doors.

If the three-wheelers come across to the uninitiated as a peculiarity for hardcore aficionados, the ‘flat-rad’ four-wheelers must surely be the archetypal sports model for flat-capped chaps.

Morgan’s first car in the traditional sense of the word arrived on the scene in 1936, when the diminutive 4-4 (four wheels and four cylinders) joined the fold (C&SC, December 2016). Production was halted during WW2 but quickly reinstated in ’46.

Then, in 1950, a slightly larger, more powerful and faster variant was added to the line-up – the appropriate-ly named Plus 4.

Like its earlier siblings, that car was available in a range of body styles. Although the two-seater roadster is the most racy, family-orientated four-seater versions were also offered – the example belonging to Chris Morgan (no relation) being a particularly excellent spec-imen.

Like all early Morgans, space is at a premium for gen-erously proportioned drivers, especially thigh room be-neath the beautiful Bluemels Brooklands wheel.

The cockpit is nothing like as petite as those of the three-wheelers, though, and rear-seat passengers get a positively generous amount of space – even if perching over the axle puts your face well above the top of the windscreen and directly in the flight path of unsuspect-ing insects.

From the driver’s seat, the view ahead is particularly charming, with a set of ivory-faced dials in the centre of a solid wooden fascia that has the delightful appeal of a 1930s radiogram.

There’s no rev counter on this car, but you do get speed, amps, oil pressure, fuel level, water temperature and the time of day.

Out on the road, the Morgan feels not unlike a sidescreen Triumph – hardly surprising, given that its motor is a Standard Vanguard 2088cc unit.

On a single Solex carb, the performance is perhaps not quite as lusty as its Coventry contemporary, but piloting the Plus 4 is a very pleasing experience, with remark-ably precise steering, excellent brakes (this one has been uprated to discs at the front), and not an ounce of flab to spoil proceedings.

The ride on smooth surfaces is firm but not as unyield-ing as you might expect (thanks, no doubt, to the deep tyre walls), and the whole thing feels taut and nicely controllable.

It’s lovely – even down to the oft-maligned Moss ’box, which, although it won’t be rushed, very much suits the character of the car.

If the Morgan experience thus far seems a little spar-tan, the next car in our line-up more than addresses the matter.

The F Super has a more conventional cockpit; Ford 10hp unit – earlier F-types had the 8hp version

The flat-rad Plus 4 carries echoes of the F-type’s front end

The Morgan Plus 4 has a charismatic cabin; the four-cylin-der engine is from a Standard Vanguard


Although closely related to the four-seater – mechani-cally, there are but detail differences – Malcolm Lamb’s beautifully restored drophead is an almost decadent variation on the theme.

Climb through the suicide door (it’s the only four-wheeler here to feature them) and in spite of the car sharing most of its fixtures and fittings with its close re-lation, the ambience is quite dissimilar.

With the three-position hood fully closed, this is a snug and intimate place to be, and it immediately transports you back to the genteel world of mid-20th-century Britain.

Aside from the poor rearward vision with the hood erected, this feels like a very usable little car. There’s a big luggage area behind the bench seat, while, on this example, the dashboard furniture provides the bonus of a rev counter.

With the top down, the differences are less acute, al-though you do feel less exposed than in the more basic car – a corollary of the higher door tops.

Weighing in at perhaps a hundredweight more than the four-seater, the drophead’s performance is marginally inferior, but it’s a gorgeous vehicle that combines vin-tage charm with post-war ability.

It may seem odd today to consider the antiquated styling of a Morgan as a hindrance to commercial suc-cess – it’s become very much the firm’s raison d’être – but by the early to mid1950s, the square-rigged flat-rad was looking decidedly passé.

A facelift was called for, and with it was born the quin-tessential Morgan that’s so recognisable today: the so-called ‘cowl-rad’.

First seen in 1953 and mildly reworked in ’54, the re-shaped nose and faired-in lamps created a distinctive look that, although far from cutting edge, was noticeably more modern than the previous design.

It remains the Malvern staple some 63 years on: Stuart Blake’s eye-catching yellow 4/4 (a dash replaced the hyphen in ’55) is no oldtimer, but it’s as representative here as any sextagenarian example.

This is the shape that defines most people’s perception of a Morgan.

Settle into the cockpit after the flat-rads and the up-dates are far-reaching. From seats to fascia to trim to steering wheel, it all feels curiously modern, yet the sim-ilarities are just as noticeable as the differences.

In profile, the drophead's flowing lines and suicide doors are clear

The wooden dashboard gains a rev counter; twin carbs for this version of the big ‘four’

The cowled rad was introduced in 1953, and set the de-finitive Morgan style

Interior subtly modernised immediately transports you back to the genteel world of mid-20th-century Britain; 121bhp Zetec engine for featured car


This feels like a younger version of the same recipe – slicker, quicker, more efficient and no doubt less de-manding to own, but with the same inherent appeal of the earlier models.

The There’s a more modern gearbox and powerplant – a 121bhp, fuel-injected, 16-valve, 1796cc Ford Zetec in this car – plus better brakes and wider radial tyres, but the defining characteristics remain unchanged.

You’ve still got the Z-section chassis, the sliding-pil-lar front and semi-elliptic rear suspension, not to men-tion the same ash-framed body.

Think of it as a 1930s house with modern creature comforts such as central heating and double-glazing: period charm without the penitence.

Performance is in the brisk rather than blistering cate-gory: 0-60mph comes up in 7.8 secs, while top speed is in the region of 110mph, but the 4/4 – the entry-level four-wheeler – is about nimble progress rather than out-right pace.

If the adoption of the now-iconic cowl-rad was mere titivation, a veritable revolution hit the streets of Malvern in October 1963 in the form of the Plus 4 Plus.

Clothed in a glassfibre bodyshell penned by John Ed-wards of EB Plastics in Stoke-on-Trent, the inspiration for it came from that firm’s Debonair kit.

The underpinnings were those of the standard Plus 4 of the day – which is to say a 2138cc, 105bhp, twin-carb ‘four’ from the contemporary Triumph TR4, and Girling disc brakes on the front.

The result is a particularly intriguing vehicle.From the waist down, it’s strikingly attractive, al-

though the turret-like top and small side windows lend the profile a certain naïvety; it is not entirely resolved,

but that makes it all the more fascinating – in much the same way as a Daimler Dart.

The first thing that you notice as you climb in is the remarkable amount of space – plus the absence of a running board to step over.

This is also the first Morgan that doesn’t really feel like one: the full-width body provides occupants with considerably more elbow room, and the architecture of the cabin is very different – to such an extent that you begin searching for familiar Malvern cues.

The sprung wheel, floor-hinged pedals and dials are recognisable, yet the overall effect is anything but. The black fascia and small bucket seats feel more Triumph than Morgan, and you can easily imagine this being a stillborn project to replace the TR3 with a fixed-head GT.

Alas, although the Plus 4 Plus was not quite stillborn, only 26 were built. Improved aerodynamics combined with a kerbweight no greater than that of the standard Plus 4 roadster mean that the coupé is a keen per-former, but although the handling was praised by testers in period, the decidedly vintage ride was some-what at odds with the grand tourer pretensions of the sleek new shell.

Furthermore, at £1276 it was twice the price of a standard Plus 4. The car was doomed to be a commer-cial failure, which really is a shame – it’s a niche mod-el, but has a very genuine appeal.

The Morgan Plus 4 Plus was a marked departure for the Malvern brand

The cabin is more spacious; TR4 engine runs on non-stan-dard Weber carbs

This Plus 8 has the wider body that was introduced from 1976


If the Plus 4 Plus failed to convince buyers, for almost four decades the next car in our line-up offered what many considered to be the ultimate Morgan experience, melding an enticing blend of retro style with dramatic punch.

Introduced in 1968, the Plus 8 utilised Rover’s bril-liant 3.5-litre, all-alloy V8 in a widened and lengthened Plus 4 chassis to create a well-planted and torque-rich hot-rod that could sprint to 60mph in a touch over 6 secs and on to a maximum of 124mph, making it a seri-ously fast conveyance.

Regularly updated in line with the engine’s continued development, the Plus 8 would eventually be equipped with a 220bhp, 4555cc, fuel-injected unit pumping out 260lb ft of torque in a flyweight package, but the con-cept remained unchanged.

This docile dragster was as happy to potter as it was to race for the horizon, but as Motor reported after testing the 3.5-litre version: ‘The usable performance is im-mense… a reservoir of power can be unleashed from 500 to 5000rpm in any gear to devastating effect,’ adding that, ‘all you hear is the unmistakable burble of a fine small-block V8, which all our testers found addic-tive’.

It’s little wonder that some 6232 found buyers over the course of the model’s 36-year production life.

When the Plus 8 was finally pensioned off in 2004, Morgan was left with a vacuum to fill: a traditional sports model with greater performance than the four-cylinder cars.

The gap was plugged by the Roadster. Powered by a 2967cc Ford V6, it may have lacked its eight-cylinder predecessor’s bewitching woofle, but here was a car that, at 0-60 in 5.4 secs and 135mph, was even quicker.

A brief drive in Brian Cowell’s immaculate red example is enough to confirm that the Roadster’s improved weight distribution also made it slightly more nimble.

Some may have lamented the passing of the old V8, but for those seeking ultimate performance – and to whom the Roadster was two cylinders short of a picnic – a radical new beast had sallied forth from the factory two years earlier.

Don’t Enter, stage left, the Aero 8.

By the turn of the 21st century, pundits could have been forgiven for believing that Malvern would follow the same by-then-archaic recipe for the rest of time – it was, after all, decades since the last radically different model, the Plus 4 Plus, which had bombed.

It came as a shock to many, then, when the all-new Aero 8 blasted onto the scene at the Geneva Salon in 2002.

Far more than a restyle, this brainchild of Charles Morgan was developed from the company’s successful GT2 race programme and it ushered Picker-sleigh Road into the modern era.

Clothed in an intriguingly retro superformed alumini-um suit (a process not unlike vacuum-moulding with semi-molten metal), the chassis was all new, boasting the type of bonded and riveted construction more com-monly associated with the aviation industry; the Aero moniker really is quite apt.

The Plus 8 has a luxurious cabin; various iterations of Rover's V8 were used

The Aero 8 was the first model to use Morgan’s new alu-minium chassis

Inside, the Aero 8 blends retro and modern; stylish script


Power, meanwhile, was courtesy of the Bavarians, in the form of BMW’s superb 4398cc 32-valve V8, while sliding pillars and leaf springs were finally abandoned in favour of wishbones all round – bestowing the car with a previously unheard-of ride quality.

With its wind-up windows – electrically operated, at that – and other mod-cons, this futuristic flight of fancy set the cat among the Malvern pigeons.

The interior is a mix of the borrowed and the bespoke and, compared to the bleakness of mainstream cabins of the day, is a stunning fantasy world of machine-turned aluminium.

Coupled with the extensive use of hide and ash detail-ing (the latter is actually structural – the body still incor-porates a timber frame), it has the feel of an expensive yacht, but there’s nothing nautical about this car’s per-formance.

Launched with 286bhp, it was upgraded during its life to 333bhp, meaning that it could blast from 0-60 in 4.5 secs and top 160mph.

The race-bred handling also received praise, with Au-tocar describing the cornering ability as ‘close to ideal, with bags of grip, very little roll and a neutral stance even at extreme speeds’. If your idea of a Morgan is an antique built by blacksmiths, you must try one of these.

For all the Aero 8’s brilliance, the controversial styling was always a stumbling block, but the same criticism could never be levelled at the sensational Aeromax, which made its debut at Geneva in 2005.

Based on Aero 8 underpinnings and originally com-missioned by Morgan fanatic Eric Sturdza, this latter-

day Deco masterpiece by stylist Matt Humphries melds Bugatti Atlantic and Corvette Sting Ray with tropes from the trad models, and is guaranteed to turn heads wherever it goes – even in Malvern, where Mor-gans seem as commonplace as Fiestas.

The cabin echoes the Aero 8, with vast swathes of leather (including a fluted headlining that snuggles up either side of a central roof member), plus similar alloy and timber detailing.

Aside from the modern wheel, which looks rather out of place, it feels beautifully tailor-made. The ambience is not unlike a roomier version of the short-lived Marcos TSO, and the Aeromax is almost as rare – just 117 were built.

That it remained a strictly limited-edition special is

cause for some considerable sadness, because it’s an in-credible machine.

‘Ours’ is an automatic (a six-speed manual was also available) and will cruise along with remarkable docili-ty, but a muted rumble from the exhausts leaves you in no doubt that some serious performance is on hand.

Tickle the throttle and the 362bhp, 4.8-litre fastback will roar all the way to a top speed well north of 160mph, while the chassis dynamics are very much akin to the open car, which is no bad thing.

With the demise of the Aero 8 in 2009, and its fixed-head cousin a year later, for a moment Malvern’s cre-ative flourish appeared to have fizzled out: the range was reduced to the traditional fare of 4/4, Plus 4 and Road-ster, and Pickersleigh Road appeared to have reverted to what – in the eyes of the traditionalists – it did best.

But then, in 2011, along came a brace of new models that proudly drew from the company’s illustrious her-itage, but which were diametrically opposed in their make-up. In the red corner we have the Plus 8, and in the blue corner the 3 Wheeler.

The Aeromax's rear view is particularly outrageous

However, inside the Aeromax cossets occupants; the BMW V8 gives epic performance


At first glance, the former looks like more of the same, but don’t be deceived: this is no wide-bodied version of your boggo Moggo.

Beneath the aluminium skin this car is to all intents and purposes an Aero 8, with all the tech that the name implies, including bonded aluminium chassis and wicked amounts of Munich power.

It may lack the slim-hipped elegance of the lesser models – the narrower Morgans have always enjoyed a more resolved shape – but this is a good-looking car, with none of the controversy that surrounded the Aero 8’s styling.

And what a marvellously beguiling machine it is, blessed with a soundtrack that passes from a deep and suggestive bellow to a spine-tingling howl as the revs climb.

That in itself is enough to seduce the driver, but there’s more: with 362bhp and 370lb ft on tap, it feels blister-ingly fast, while the steering is nicely weighted and amazingly direct.

It’s surprisingly roomy, too, but with a cockpit that feels very much like a Morgan should.

If the high power and tech of the Aero generation is too much, the last car in our line-up is very much the anti-dote.

Launched at the Geneva Salon in 2011, the 3 Wheeler is a spectacular homage to the firm’s earliest efforts, and is perhaps the most irreverent two-fingered salute to have emerged from the motor industry in decades, an unsophisticated and joyously impractical machine whose only goal is to make you laugh out loud.

And it certainly does that.

The theatre begins when you drop into the simple cockpit, where – as in its pre-war cousin – the mood is more light aircraft than motorcar.

With the ignition on, lift the flap that conceals the starter button and give it a jab; the 1983cc S&S V-twin bursts into life and settles down into a lazy motorcycle chug.

After the earlier three-wheelers, this one is remarkably spacious, although there’s still no room for your right elbow inside the cockpit.

You sit low, and if you’re of diminutive stature you’ll find yourself peering over the scuttle in search of the road ahead, but such considerations ebb away as soon as this eccentric contraption launches you up the road.

The massive ‘twin’ doesn’t appreciate pottering in too high a gear, and mini-roundabouts reveal a poor turning circle, but on the right road this is a fantastic place to be.

Traditional styling on a newer chassis for the later Plus 8

Traditional styling on a newer chassis for the later Plus 8

The 3 Wheeler brilliantly evokes the original model

The interior might be spartan but it has quilted bucket seats; that thumping V-twin


The Mazda MX-5 gearbox is a joy, the brakes and tiller nicely weighted, the growl from the engine superb.

A few miles are enough to understand why this little tripod has become such a success story for the Worces-tershire firm: if Morgans are about driving pleasure, this hits the bullseye.

With such a diverse range, there’s a car here for every occasion, but two in particular leave a lasting impres-sion.

The Aero Plus 8 is an incredible device that provides enormous thrills and a magnificent soundtrack. At the opposite end of the spectrum, the little Super Sports is one of the most intriguing machines I’ve ever encoun-tered. It genuinely fascinated me.

The two are poles apart, but they share an irresistible charm and prove that there’s a lot more variety in Malvern than some might think. Vive la différence!

Morgan: a family businessHenry Frederick Stanley Morgan – known as HFS or

‘Harry’ – was born on 11 August 1881 in Moreton Jef-feries, near Malvern.

An early interest in engineering led to an apprentice-ship with the Great Western Railway, but he left at the age of 23 to establish ‘Morgan & Co’.

The business offered vehicle repairs, sales and even chauffeur-driven hire cars, then in 1909 HFS built his own three-wheeler. The single-seater Morgan Runabout used a Peugeot twin-cylinder engine, and was first dis-played at the 1910 International Motor Cycle Show.

The warm reception it received encouraged him to put it into production. The first Morgan agency was the Har-rods store in Knightsbridge.

In 1912, HFS married Hilda Ruth Day, and in 1919 a son, Peter, joined their four daughters.

By 1935, HFS had moved the family to Berkshire and delegated much of the day-to-day business to his works manager, George Goodall.

He died at the age of 78 in 1959, the year after Peter had become MD.

It was Peter’s determination that led to the marque surviving and he remained at the head of Morgan until he died in 2003. Peter’s son Charles later had a stint as managing director, but left in 2013.

Images: Tony Baker

The three-wheel single-seater Morgan Runabout built by HFS in 1909 © Morgan Motor Company


Morgans Over America VII

During the first half of June (5th through 10th), Morgans Over America VII rolled through MOGNW territory. The contingent of 37 Morganeers drove 18 Morgans, all Plus 8s, except for 2 Aeros, dating from 2000 to 2018 (5 from New Zealand, 5 from Britain, 2 from France, 1 from Canada, and 5 from the US) drove a counter clockwise circuit that passed through or touched in Cali-fornia, Arizona, Utah, Wyoming, Montana, Idaho, Ore-gon, and Nevada. The 51-day excursion was chronicled in blogs by the event organizer Elaine (https://mor-gansoveramericavii.blogspot.com/2019/06/day-28-day-35-jackson-wy-to-klamath.html) and by one of the Kiwi couples Gerri and Grae (https://gnggowest-. h o m e . b l o g / 2 0 1 9 / 0 6 / 2 4 / o u r- m o r g a n s - o v e r-america-2019-is-complete/). While in the vicinity of Coos Bay on the Oregon coast, Grant and Helen’s (nei-ther of the bloggers ever gave last names) Aero, one of the New Zealand cars, began developing a problem with overheating. Just before reaching Klamath Falls, the problem proved to be terminal. The car had to be flat-bedded and eventually shipped back to Australia.

Morgans over America VII’s route through western USA - a little over 5500 miles in total.

Morgans over America VII’s schedule through Idaho and Oregon.

The cars assemble in LA.

The shipping containers arrive in LA.


Morgans taking a pit stop at Sandy Creek Covered Bridge a little east of Myrtle Point on Hwy 42

In Boise

Gerri and Grae putting Marilyn through her pacesColin and Callie's Plus 8 en route between Medford

Loading Grant and Helen’s overheated Aero near Klamath Falls


Around the time MOA VII was in the vicinity of Kla-math, Ken and Pat Miles drove from British Columbia to join up with MOA VII for four days. David and Mau-reen Vadman also traveled to Running Y Ranch in Kla-math Falls to spend some time meeting and chatting with the members of MOA VII. As an interesting side note, The Vadmans’ car (#5059 – a 1962 white, Plus 4 4-seater) joined the third running of MOA in 1995, and its previous owner was a participant in this year’s event. The photos in this brief report, which were taken while the group passed through Oregon, are only a small sam-pling of the many wonderful shots taken by Elaine and by Gerri and Grae for their respective blogs. You should check out their websites.

Ken and Pat Miles joined the group for 4 nightsRunning Y Ranch Resort, Klamath Falls


Button Is Throwing in the Towel! All 3 of my Morgans are for sale (1961 DHC, 1964 Plus 4 4-Seater, Plus 8 Bitsa). Make a deal if all 3 Morgans are sold in a package. Bill Button, 206-390-4109 or [email protected]. Photos available.

1961 Morgan Drophead Coupe Complete restoration approximately 1500 miles on new chassis, body, paint etc. 500 miles on engine, brakes etc. Ruby red metallic with cream seats, top, powder coated wheels. Bucket seats suitable to fit "tall" drivers. Ivory steering wheel, aluminum rocker cover, sump. New Gemmer steering. Engine built to mild competition specs with cam, head work, aluminum flywheel, and new SU HD6 carbs, headers, etc. Reason for selling: too many collector cars. Age is catching up! Asking US$55,000. Contact Laurie or Verna Fraser at 604-534-3410, Langley, B.C.

1961 Morgan Plus Four "S" This is a one owner car showing 78,000 original miles. Chassis #4846 is one of just 9 Lawrence Tuned Plus 4s (special induction and exhaust manifold) and purchased brand-new from Sterne Motors in Sydney, when GB was racing the same model at Westwood. Features include chrome wire wheels, heater, tonneau cover, Brooklands steering wheel, windshield washer, Michelin "X" tires (80% remaining), special "Smoke grey" paint and red leather interior. Advancing age requires that this very special car go to a new owner. Asking $50,000 USD - Call Roland Gilbert at 250 652 2159.

1965 Plus Four Morgan For Sale Bob Sanov passed away a few months ago. The estate trustee has asked for our assistance in selling Bob's pride and joy - his 1965 Mor-gan Plus 4. The real estate agent handling the home sale is in possession of a "large" folder of apparently every receipt Bob accumulated over his multi-decade (?) ownership. After three of us worked on the car for several days and going over it carefully, we rate this car as a "#3 - Good" on the Hagerty Insur-ance 1-4 rating system. The Morgan appears to be damage-free with no dents or dings observed. The interior has leather seating and tunnel cover and in good used condition. A new front grill and aluminum radia-tor have been recently installed, along with new spark plug wires, dis-tributor cap, and positive-ground Petronix ignitor system. The bumpers look new. There is minor corrosion on bits and pieces of the trim work and the underside of the bonnet panels. Several small paint blisters are visible on both front fenders and one rear fender. The five tires are over 10 years old. The installed battery is unusable. All this car needs is new tires, battery, a tank of fresh gas, and someone to drive it frequently and with great enthusiasm! If interested in acquiring this iconic British classic, contact estate trustee David Sanov 323 383-5447 or email [email protected]. The car is currently stored in the Sanov garage in Florence, Oregon.

MORGANS FOR SALE


Morgan Owners Group NW Executive Board of Directors’ Meeting Minutes

22 June 2019

The meeting of the Executive Board of Directors of MOGNW was convened by President Heinz Stromquist at 10:00 AM on 6/22/2019 at Moolack Shores Hotel, Hwy 101, Newport, OR. Present: Heinz Stromquist, Caiti Waterman, Larry Vandermay, Davy Crockett, Fred Bowman, Bob Hauge Proxies submitted by Doug Barofsky (delegated to Heinz Stromquist), Jack Tinnea (delegated to Larry Vandermay), Bob McDiarmid (delegated to Bob Hauge but not received). Not present or represented by proxy: Sean Amos Others present: Carla Deitz, David Crandall Approval of Minutes from Annual Meeting and 2019 Q1 meeting, both held 3/16/19 – motion to approve made by Bob Hauge, seconded by Larry Vandermay, and approved unanimously.

Unfinished/Ongoing Business • Reports from Officers & Standing or Ad Hoc Committees

President (Heinz Stromquist) – has found duties to not be overwhelming so far. Noted that Mogazine and webpage are exceedingly well done. Would like to find ways to increase mem-bership. High point was ~120. NOTE: ask Jack to send email to previous members. This has been done in the past – time to try it again. There was also some discussion about whether all 4 board meetings are necessary. To change this would require a change in the bylaws. However, it is noted that the bylaws allow for electronic meetings (i.e. Skype or similar) and it was suggested that this method could be used when the agenda is very light. At this point board will continue to meet in person 4x / yr: December gathering, Annual meeting (March), June, and September.

Secretary (Caiti Waterman) – nothing to report. Treasurer (Larry Vandermay) – Financial Report: $8700 in bank, all bills including insurance

have been paid. Discussion of using some of the extra balance by increasing allocations to pods. Because by-laws state pod must have 10 members to receive allocation this would not include the Cana-dian pod. Suggestion was made to use some of the funds to sponsor a class for 3-wheeled MOGs at the Portland ABFM. This led to some general discussion about overall participation (or lack thereof) in the Portland ABFM and the rising cost. Currently MOGNW does not active-ly participate in the planning with volunteers or the board for this event. Some discussion about the possibility of getting more involved occurred but general agreement was that due to our small club size a large presence isn’t likely. However, Bob H will investigate cost for sponsoring a class for 3-wheelers and then more dis-cussion will be needed to decide if it’s a viable option as a class must have minimum of 3 en-trants, as pointed out by David Crandall. Another suggestion for use of some of the extra funds is for a ‘feather banner’ or two to go with our shade canopy at shows to draw more at-tention to the area. Further discussion is needed to determine if this might be an effective marketing tool or not.

Regalia (Davy Crockett) – very minimal on hand inventory and Davy is not planning to pur-chase more at this point. Goal is to sell everything on hand and go strictly to ‘order as needed’ from the website. Dujea is still working on getting our catalog completed. Hopefully it will be up in July. There was discussion about getting more car badges made up and whether it would be better to make more of the existing, go back to the original anchor or design something new. Davy is going to find out what it would cost to recast the original anchor badge.


Davy also has the club Library in his care and will be working on a way to make the books avail-able to club members. This includes labeling, listing on the website and creating a system for checking them out. Watch the website for details.

Membership (Jack Tinnea) - Summary of membership is as follows: Canada 5; Midlands 24; Southern 39; Other 1. Note from Larry: there are other MOG owners in the general vicinity of the Midlands and Canadian pods but they are not ‘joiners’ and so will probably not ever be-come official members of the club.

Historian (Fred Bowman) – Making history by attending the meeting. He will be reviewing carousels of slides that Bob Hauge discovered and if images are worth preserving and sharing he will figure out how to do that.

Webmaster / Yahoo Groups (Bob Hauge) – nothing new to report. Site and gallery are being updated regularly, previous issue of Mogazine is being published as current one is released. Technical discussion resulted from questions about image quality on site vs printed and was not resolved. Bob is waiting on confirmation of advertisers to change sponsor logos on the site.

Editor (Doug Barofsky) – Mogazine is on a 2month distribution schedule and is next due out end of June.

Advertising Coordinator (Davy Crockett) – 4 usual advertisers contacted, 3 have paid in the amounts of $100, $100 and $200. Still waiting on money from 4th which owner says will hap-pen. Davy is planning on approaching some of the businesses that advertise on the Triumph club site.

• Pod Reports: Midlands (Sean Amos) – no report. Note is made to check his contact information as he has

not responded to recent messages. Southern (Heinz Stromquist) – good turn out in May (~20) and OK in June (~10). Using the

same location every month seems to be working well, Fred Bowman suggested that we meet at the Horse Brass again sometime as it was the original meeting spot.

Canadian (Bob McDiarmid) – no report.

Events 2019 - 2020

New Business Club members are encouraged to organize small day trips and use the Yahoo group to announce plans and invite others along for the ride.

Other Business for the Good of the Order

Open Forum

Next Meeting: date – 28 September 2019 location – TBA

Adjourned 11:15 AM Respectfully submitted Caiti Waterman, Secretary

June 21-22 Devil’s Punch Bowl Newport/Otter Crest, ORJuly 20 Western Washington ABFM Kenmore, WA

August 16-18 High Desert Tour Bend, OR

September 6-8 Portland ABFM Portland, OR (party after hosted by Richard & Maureen Routte)

September 14-15 SW Idaho All British Field Meet McCall/Boise, ID


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2019 MOGNW MEMBERSHIP

2019 DUES PAYMENT PROCESS

may – june 2019 | vol. 39, no. 3nw-mogazine volume 39, number 3 6 may – june 2019 central oregon...

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