N

MARCH

1993

.+ * WHAT'S HAPPENING *. 4. 4. MOG NORTHWEST CALENDAR 1993

Mar 16 Tues MOGNW South social meeting Heinz Stromquist 7:00 PM at the Cornelius (206) 573-6582 Pass Roadhouse

Mar 18 Thur MOGNW North social meeting Bob Nelson 7:00 PM at Godfather's Pizza (206) 387-3241 Totem Lake

Mar 25 Thur Deadline for April MOGazine Craig Runions (206) 542-7137

Mar 31 Wed 1993 DUES LATE PYNT DEADLINE Janis Hauge Mar 13 Sat 1st qtr business meeting Dick Dice Apr 24-25 Spring Tour (details herein) Bob Nelson May 21-23 Vancouver All-Brit field meet Larry Sharp Jul 24-25 Bellevue All-Brit field meet Daryl Ozuna Aug 6 Fri Arlington Fly-in & car show Lee Harmon Sep 4-5 Portland All-Brit field meet Heinz Stromquist Sep 23-25 Sun Valley Tour & car show Bob Adair Dec 4 Sat Holiday Banquet in Seattle Jean Tinnea

Nancy Dice

Treasurer's Report: Notice: Jan 1 beginning balance $ 1,607 Check your mailing label

plus dues 768 date. Will all the "92 1 s" plus advertising 54 please pay, including the less Dec Mogazine -164 $5 late fee. Otherwise, less Jan Mogazine -146 this issue is your last &

Jan 31 ending balance $ 2,117 no club roster.

BITS AND PIECES .....We got rid of the question marks on the calendar by filling in names for all the club events for this year. Check Dick's column and thanks to all. Thanks to all our non-regular contributors who have sent in material to the Editor, like Mike Powley, Hal Meden and Eric Glover. Your efforts will help make this a better MOGazine. The British car scene in British Columbia (where else) is really alive with an all-brit Slalom at Western Speedway in Victoria on Sunday, June 19 and an all-brit Picnic the 20th (Father's Day) put on by the Victoria MG Club. Phone Jim Mills in Victoria at (604) 655-4604. Over in Vancouver, the Mini Club is sponsoring a scenic tour gimmic rallye of the Fraser Valley this month on Saturday, March 20. Called the Pat O'Brien Memorial, proceeds will benefit the Heart and Stroke Foundation of BC & Yukon. Call Robert Frain. or Christine Belanger in Vancouver at (604) 224-6902. Down here, the Vintage Rally Association is sanctioning the Emerald City Invitational Classic Motorcar Rally, a two day event over Memorial Day weekend covering 400 miles mostly on the Kitsap and Olympic Peninsulas. It is limited to 60 classic and vintage sports and touring cars (built prior to 1968) selected from the applicants and the whole thing including 2 nights at Port Ludlow will set you back around $600. Contact the officials at 2514 Minor Ave. E., Seattle 98102 or fax (206) 774-3588. And finally, I know it's hard to believe, but Jean and Nancy, after considerable difficulty, have nailed down a facility for our Holiday Banquet in Seattle this year Saturday night, December 4th. More from them in the future.

NORTHWEST MOGAZINE is the monthly newsletter of MORGAN OWNERS GROUP NORTHWEST, a non-profit organization serving the needs of MORGAN automobile owners in the Northwestern USA and British Columbia, Canada.

PRESIDENT Dick Dice 13802 S.E. 3rd P1., Bellevue, WA 98005 (206) 746-5198 SECRETARY Gil Stegen 17257 N.E. 116th, Redmond, WA 98052 (206) 883-6722 TREASURER Janis Hauge 2704 Dover St., Longview, WA 98632 (206) 425-8796 EDITOR Craig Runions 17759 - 13th Ave. N.W., Seattle, WA 98177 (206) 542-7137 REGALIA Mike Amos 8056 - 161st Ave. N.E., Redmond WA 98052 (206) 881-2054 NORTHERN REP Bob Nelson P.O. Box 353, Stanwood, WA 98th2 (206) 387-3241 SOUTHERN REP Heinz Stromquist 8005 N.W. 17th Ave., Vancouver, WA 98665 (206) 573-6582 CANADIAN CONTACT Mike Powley 4149 Pine Crescent, Vancouver, BC V6J 4K8 (604) 738-8685 HISTORIAN Bob Nelson P.O. Box 353, Stanwood, WA 98292 (206) 387-3241

Business meetings are held quarterly as published in the calendar. Northern social meetings are held on the third Thursday of each month; time and location as published in the calendar. Southern social meetings are held on the third Tuesday of each month; time and location as published in the calendar. Dues are as stated on the membership form published frequently in this newsletter.

MOGazine advertising rates in U.S. dollars: Business card size: $5.00/issue or 3 for $12.00 Quarter page: $10.00/issue or 3 for $25.00 or 12 for $100.00 Half page: $20.00/issue or 3 for $50.00 or 12 for $200.00

PILLAR TALK

MOG-NW members have come through once again. During the past four weeks members have been responding to the call for volunteers to take charge of MOG-NW events in 1993.

Larry Sharp will manage the club activities for the All Brit at the VanDusen Botanical Gardens on May 21 and 22. Last year the members from out of town were pleased with their stay at the Abercorn Inn (I, for one, particularly liked the porridge at breakfast), and Larry has arranged for us to stay there again this year. You will find an announcement about the particulars elsewhere in this Mogazine; it is not too early to call the Abercorn to make your reservations. Mike and Rosemarie Powley have again invited us to their house for a party after the meet on Saturday.

Dwight Smith will be coordinating the MOG-NW participation at the Portland Historic Races at PIR on July 9-11. More about this event will be published in coming months.

Daryl Ozuna will be in charge for MOG-NW at the All-Brit in Bellevue on July 24 and 25. Daryl is looking for several more volunteers to help out (Gil Stegen has already put his hand up).

Heinz Stromquist will handle the All-Brit in Portland on September 4th and 5th.

Many thanks to Larry, Dwight, Daryl and Heinz for helping us get organized for 1993.

If you haven't sent in your dues for 1993 to Janis yet, be sure you do it this month. As usual all members of record for 1992 will receive Mogazines through March, but only those who have paid dues for 1993 by March 31 will receive the April Mogazine and a copy of the new roster. --Dick Dice

.1..

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Cover photo: Charles Morgan as pictured in Esquire magazine April 1990

NORTH END NATTER

Its 8:30 AM, Thurs, 3rd Thu.rs of Feb.. We need to be gone from home by 9:00 AM. I have appointments and our monthly Mog meeting that evening. I go to the garage to warm up our 4/4, it floods, and I have to put on the charger. The points are burnt & rim together, I'm sure since I haven't looked nor pulled a plug in 3 years. (Referred to as deferred maintenance, or just plain stupidity). Its 21 degrees out and Loretta is praying the Morgan doesn't start.. Well its 8:55 and it doesn't, (just my excuse for not arriving at the meeting in a Morgan). I called Mike to let him know so he wouldn't have to show up with our free ticket (ha ha). Well, did Mike show at the meeting? Three Morgans did show, Dick & Nancy Dice, top up, Craig our editor & Bill Beavers drove their Morgans, tops down. Bill drives daily to work in his Morgan, never has put the top on. He doesn't drive if its raining. Bill must pray for dry evenings as his Mog sits at the office (short ride to work).

Jim & Patty Dietz were there promoting a MG Tour (invitation included) which Jim did the poster for. A great poster. Our Spring Tour also mentioned elsewhere.

Last week Loretta & I spent 2 days on Whidbey Isl. and I think I found a place for the 1994 Spring Tour.

Spring is comming, don't get caught short like I did, get your Morgan tuned etc.

March meeting at Godfathers. See ya all then. Bob & Loretta

SOUTH END CHATTER

On February 16, the southern group again gathered at the Cornelius Pass Roadhouse to enjoy some good conversation and those delightful amenities known as a private room and individual bills! Our group of 11 (Rick Habedank, Bob Hauge, Dwight Smith, Buffums, McClintons, Miles and Stromquists) was treated to a world premier show-and-tell by Bob Hauge. After a drum roll, the mysterious card board box revealed a custom made manifold and two down-draft carburetors which will replace the existing side draft set-up on Bobs 4/4. It seems the noise from the side drafts was keeping him awake on long journeys so increasing the volume of the exhaust as a cover-up was not an option. If it functions as well as it looks, it will be a real winner.

As a result of numerous letters, Dwight has established quite a friendship with the nephew of the original owner of his three wheeler. Pictures have been exchanged and more information about the original equipment comes to light each time they correspond. Now it seems, there is a distinct possibility that the nephew may be coming to Portland to see a car he rode in fifty years ago.

We decided to continue meeting at Cornelius Pass until someone comes up with a better idea. If you haven't attended for a while it would be great to see you on March 16.

Heinz Stromquist

SPRING TOUR - absent (we hope) the vowel variations sprang. spreng (7). sRrong & sorung!

Spring Tour "93" has moved back to April since we don't have to work around the Tulip Festival. Craig reminded me that it will be past daylight savings time and we will have more daylight time. Were going to Rally from Bay View through the Skagit Flats to Samish Isl. and back through Edison and Bow. We should have the roads pretty much to our selves.

Dinner will be around Chuckanut Drive, (restaurant not yet secured), which means you won't have the opportunity to get to the motel first. We will dine dressed as we have driven. Our motel is in Mt. Vernon. We are going economy class this year. The motel is 1 year old, not fancy, but $36.00. Also its the same one that the Metropolitan Club will be at in June, that should account for something. I have 15 rooms reserved. You need to secure one of them for your selves by ?arch 31.

I will also need to know the number for dinner. We promise an interesting and fun Rally and hope you can join us.

The Nelsons, The Jewetts, & The Jones

@ 206-428-5969

BRITISH WIRE WHEEL 1650 Mansfield Street Santa Cruz, CA 95062 Tulip Valley Inn

O.r (408) 419-4495 - ir,fofmation, orders MINI.U15 Boni (BOO) WIRE-WHEEL - to request free catalogs

NEW WIRE WHEELS MINI-LITE REPRODUCTION - 15x6' Top V.W Custom Ott$5. rim SiZSS, tubeless TIRES & TUBES

Vintage racing applications Avon - Dunlop • Michelin • New Motel I t-s

Cornersions to wire wheels BF (3 • am • Cable TV - H.B.O.

RECONDITIONING & TRUING SPU HUB OCI HAS I WIRE WHEEL RESTORATION. Whitewails & R.dwails- added • Air Condition

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v* offer knOW1Ct& am= and tk finest ISt!CItSDIbst Mount Vernon, WA 98273

1993 VANCOUVER ALL BRITISH FIELD MEET VANDUSEN BOTANICAL GARDENS

MAY 21-23,1993

The Vancouver All Brit at the VanDusen surely ranks among the best of the meets on the west coast of North America. The weather is almost always fair, and the green lawns and lush plantings make a beautiful setting for the display of hundreds of British cars. More information about this event will be printed in the Mogazine next month, but reservations can be made now for lodging in Vancouver.

Once again this year arrangements have been made with The Abercorn Inn for special rates for MOG-NW: $75 Canadian per day, double occupancy, including breakfast on the first morning. The Abercorn will provide a roped-off area for parking our Morgans.

To book your room please call the Abercorn before April 21, ask for either Dawn Kingston or Lisa Bongalis, and tell her that you are with the Morgan Owners Group Northwest. The special rate will not be available after April 21, so be sure to mention MOG-NW at the time of booking. Call the Abercorn toil free at 1-800-663-0085.

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The Flexible Flyer Icon (continued) -- Eric Glover

REPENTANCE. --The repentance portion of a worship service is often litui'gical, consists of statements of regret about personal decisions and frequently includes prayers seeking forgiveness.

A trip. Repentance is almost always associated with a trip. You lube everything; change and top-off all the fluids; tighten all the nuts, bolts, and screws; pack all the spares and emergency supplies; put in your two over-night bags; load the spouse while ignoring the whining about lack of room for a second change of clothes; and set off. You do everything and think of every contingency to make the trip happy, safe, and trouble free.

My first Morgan-related repentant experience happened on my first major trip. This was a 450 mile jaunt from Boise, Idaho to Portland, Oregon for the Jaguar Club's All British Field Meet.

We'd been on the road for about an hour when I heard the noise. "What's that noise?, " I asked Dot.

"Which noise?" she said while peering from under a pile of blankets. "That noise." "Which 'that noise'?" "That strange noise," I said. "They all sound strange to me," she replied. "You mean that one's stranger than

another?" "Yes," I said. "One is not normal. It's different. It's new. It wasn't there when

we started." "The car sounds the same to me," she said. Dot never did seem too excited about the Morgan. She either didn't care, or she

hoped it would break so I'd get rid of it. I just wish that she wasn't so paranoid about the car.

Where could that noise be coming from? What was the cause? I began to watch the gauges and listen more closely. There! It looked like the oil pressure dropped slightly.

"Is the oil pressure dropping," I asked. "How should I know?" "By the gauge," I said. "Which gauge?" "This gauge," I said pointing to the oil pressure gauge. "It looks the same to me," she said. Of course she'd say that. She didn't care. I could clearly tell that she hoped that

the Morgan would break. As I sat there, mile after mile, listening and watching, I was overcome by fear and

remorse. Why did I have to go to Portland in the Morgan? I could have gone in the family sedan or stayed home. And then, up from my bowels an involuntary prayer emerged, "Oh Lord, let the Morgan make it to Portland and back in one piece. If you help me, I promise that I will never do this again!"

RESPONSE.--The response portion of worship, usually at the close, often consists of singing a hymn such as "Onward Christian Soldiers" and putting money in the offering plate for the Lord's work

"Well, we made it to Portland with just a starter failure," I said. "Not too bad, I'd say."

"If you say so," said Dot. "Does this motel have a sauna? I think that I am close to hypothermia."

One of the things that I love about Dot is the way she jests through exaggeration. She is particularly good at it in regard to the Morgan.

"You go check in," I said. "I'll contact the local club members to see if anyone has a spare starter-bendix."

"You mean that you don't have one in that 5-gallon pail of parts? I couldn't bring an extra change of clothes, and you don't have the right part!"

"These cars have lots of parts," I said. "I can't bring spares for everything." After help from a club member, numerous telephone calls, a trip to the far side of

Portland, and an emergency increase in my credit card limit, I got the needed part. It only required the help of three club members to rebuild the starter at the Field Meet. Lots of people stopped by to watch the rebuild and comment. I thought that the Jaguar Club should have given us special recognition for providing an on-site technical demonstration and free entertainment. Our colorful language was particularly noteworthy.

The Response. Oh, how much I offered in cash and dignity! "Let's go to dinner," said Dot after the last day of the field meet. "OK," I said. "There's a Mandy 'S quick grease burger place next to the motel." "I was thinking of the La Maison Rouge on the other side of the motel," she said. My mental alarm went off. "Do you know how much dinner costs there? It must

be a bazillion dollars. I don't think we can afford it after buying that starter-bendix." "You don't think you can drag me over here in that topless freezer, have me push

the car for you to start it, force me to walk around and look at a bunch of dumb cars for two days, and then feed me on nothing but the motel's free continental breakfast, corn dogs, and bangers do you? We are going to La Maison Rouge for a good meal!"

I like bangers, but I decided it wasn't a good time to make that observation. "Of course, you've been a good sport about this. A gourmet meal is the least you deserve."

"You're right about that," she said, "and tomorrow morning you, I, and the credit card are headed to the regional shopping mall. There's no sales tax in Oregon, and I need a few things."

The Response, how much must I give?

1964 4/4 2-seater roadster, LI-ID. Only 3,000 miles since a complete body-off rebuild, to like-new standards, in 1987 by Rob Wells of Libra Motive in London, England. New body, chassis, tires, wires, ivory with burgundy Connolly leather, and matching heavy vinyl, burgundy full weather gear. Rebuilt 1500 cc cross-flow engine and transmission. Many new parts. Photos of restoration. Placed 1st and 2nd in Washington All-British Field Meets. See to appreciate. Flawless. $20,500. Hugh Rogers 206 525-5540, or 206 828-8100 x433.

(ed. note: the following was written by Ken Purdy in 1952 and found in Ken Purdy's Book of Automobiles by Ken W. Purdy (c) 1972 published by Galahad Books New York City.)

THREE WHEELS ARE ENOUGH

There have been some strange and wonderful automobiles unleashed on the world's roads - the French have one that folds up like a collapsible baby carriage, and a visit to the James Melton Museum in Norwalk, Connecticut, will show you America's only remaining example of the two-wheeled motorcar - but most of these departures from the orthodox don't stay with us long. Four wheels, engine in front, drive to the rear: that's the standard prescription and few of the designs departing from it have lasted. There are rear-engine designs of fairly long term, it's true, and the front-wheel-drive Citroen is a youngster when set beside the most successful unorthodox automobile of all time: the Morgan Three-Wheeler. For the Morgan has been built steadily since 1911 and is still going strong. So is the man who built the first one and is still at it: Henry Frederick Stanley Morgan of Malvern Link, Worcestershire, England.

The virtues of the Morgan, the "Mog" to its devotees, are soon stated; it weighs next to nothing (896 pounds) so that its forty or fifty horsepower can accelerate it in a very convincingly lively fashion; it's small and nimble, and in its homeland is rated as a motorcycle and licensed as one, an important advantage in view of the severity of British taxes. Disadvantages: well, it's likely to rattle a bit, and the brakes won't really pitch you through the windshield. Aside from those trifles and the fact that it steers like a truck, there's nothing much to worry about. Nothing at all, in the view of most Morgan owners - a singularly devoted lot - nothing even to think about.

Some forty thousand Morgan Three- Wheelers have been built since 1911, and of this impressive total there are at the moment only four known to be in this country, a proportion that almost certainly qualifies them as the rarest cars in America. They are unlikely to become more common: the secondhand market for Morgans in England is strong, and the 1952 three-wheel production will not exceed twenty, most of the small factory's output being the Morgan Plus-Four,

a standard four-wheel sports car comparable with the MG.

The Morgan came into being strictly by accident - or as the result of an accident. In 1908, Mr. Morgan bought a V-twin Peugeot engine in France with the intention of making a motorcycle for himself. But his father, the Reverend Prependary H.G. Morgan, was a stern man, and because Morgan Jr.'s previous motorcycle had somewhat bent both itself and rider as a result of a bit too much speed downhill, he forbade the project. His son therefore announced a change in plan: he would make a tricycle, than which nothing could be safer. The finished project weighed 336 pounds and went like mad. Three years later a production model was exhibited at the annual motorcycle show in London. It had an 8-horsepower engine, one seat, and was tiller-steered. About thirty were sold - no vast number even by the standards prevailing in those days, when the horse was still supreme - but enough to put the Morgan works in business.

By 1912 the Morgan had a passenger seat, wheel steering, and independent suspension - a couple of decades before Buick announced to a startled Wcrld that this arrangement had at last been made possible. It was not original with Morgan, by the way. The French Decauville had had it in 1899.

Morgan's placement of the V-twin engine was unique: he hung it out in front of the front axle, connecting it to the driveline with a leather-faced cone clutch. Final trans-mission, then as now, was by chain, with two speeds forward, and the single rear wheel was suspended in a pivoting fork with quarter-eliptic leaf springs to keep it on the ground a certain percentage of the time. The steering was direct, and was a notable muscle builder. The accelerator was a lever mounted on a spoke of the steering wheel, and it was just as well that the wheel had a limited movement, because to accelerate the lever was moved up, to decelerate it was moved down. This worked splendidly as long as the wheel moved through a small arc, but had the steering ratio been normal, say four turns lock to lock, the accident would have been over and the streets strewn with cadavers before the driver could make up his mind which way to push the lever in a crisis.

From the beginning, the Morgan's success was built on success on racing competitions. It was a quick little car. Mr. H.F.S. himself

entered one for the 1912 London - to- Exeter Trail and took the highest award put up. No wonder - the car weighed 550 pounds and had a big hairy V-twin motorcycle engine banging it along. Oddly enough, it had not been the maker's intention to evolve a particularly fast car. He had intended to get great economy (and did, on the order of ninety miles to the gallon!) but of course terrific performance came with it. In 1912, Morgan put fractionally less sixty miles into one hour on Brooksland Track, then a record, and in 1913, W.G. McMinnies won the cyclecar International Grand Prix at Amiens, France, in a hot Morgan. From that point on, until the last of the big V-twin-engined cars were produced in 1948, the Malvern-made three-wheeler was a serious factor in competition from one end of Europe to the other.

Like most British manufacturers, the Morgan people have not indulged in frequent model changes. There were three basic models in the 1911-1948 outdoor-engine line: the Grand Prix, the Aero, and the Super Sports. They were all dashing looking buckets, although purists have decried the placement of the spare wheel on the Super Sports. it plugs up the hole nade by cutting the boat-tail rear end off square. It still lives there in the current F Four and F Super models, the first, as the name indicates, a four-seater. These cars are powered by the British Ford four-cylinder engine, and although they lack the punch produced by the old twins, they make up for it in tractability. The J.A.P., Blackbourne, Anzani, and Matchless engines required a bit more attention than most contemporary motorists care to provide their powerplants.

Morgan got around to three-wheel brakes in 1926. Up to that time, both hand and foot brake worked on the single rear wheel, and there were no crash stops provided from, say, 80 miles per hour, which any stock Morgan in good shape would do. The braking system was never hooked up so that all three wheels could be held on one application: the pedal applied the front-wheel binders and the hand-lever the single rear. The steering ration was changed, as well, giving about 100 degrees of movement at the rim. It is brutally quick steering, of course, but great for sudden maneuvers once you're used to it.

If the driver stopped worrying about the brakes and stuck his foot well into a thoroughly prepared hot Morgan Three, he

could do some astonishing things with it. Clive Lones, who won more than 500 events in Morgans, lapped the Brooklands track at 103.2 miles an hour, getting 110 on the one short straightaway and carrying a passenger to boot. Gwenda Stewart, one of the all-time great woman drivers, put 101 into the hour with a Morgan at Montlhery in France, and held 72 miles an hour for twelve consecutive hours. Even the softer contemporary Morgans, with the 1172 cc engines worked up a bit according to standard U.S. speed-shop practice, would turn out fantastic speeds, and of course the Morgan has always been just the thing for fun and games on getaway from traffic lights.

The contemporary Mog two-seater has a seven-foot eleven-inch wheelbase and four-foot two-inch track, with an overall length of eleven feet. It will top 70 in stock form, comes as a roadster only, and costs $756 at the factory, plus tax. The four-seater is a trifle bigger and is priced at $798.

Mr. H.F.S. Morgan is in his seventy-third year just now, and shows no sign of a wish to retire. His sons run the Malvern factory, but twice a week he hops into his Bentley and runs the 120 miles from his home to the factory at a good clip, usually hitting a. 100 somewhere along the route. He has owned a good number of Rolls-Royce and Rolls-Royce-built Bentley automobiles. "Next to a Morgan," he likes to say, "a Rolls-Royce is as good a car as you can buy."

Why settle

j Morgan Spares Ltd.

Lakeville Ct. 06039

(518) 789-3877 or 3900 P0 Box 1761 MORGAN (518) 789-3892 Fax

Do you know that Morgan Spares Ltd. is more than the USA's #1 parts supplier?

Do you know that we restore, service, do individual component rebuilds, race prepare, and sell Morgans?

Do you know that the founder and owner of Morgan Spares Ltd. has been a full time mechanic since 1967, comes out of his family owned auto business est. in 1932 and that Morgan Spares Ltd. is about the horseless carriage?

Do you know that our English car and racing heritage goes back to 1971?

Do you know that we have worked on literally hundreds of Morgans? We can supply references'

Did you know that the first Morgan we restored won the national Morgan meet, an International concours, and was featured in the August 1980 issue of Road and Track?

Did you know the second Morgan we restored won the national Morgan meet?

Do you know that the same commitment to quality and craftsmanship has sustained Morgan Spares for 16 years?

Do you know we have satisfied restoration customers from New York to Florida to as far as Colorado? We even take care of transportation.

Do you know that we know that not everyone can afford or wants a show quality restoration, but we do believe that every customer wants and expects quality and craftsmanship put into their car no matter what the extent of work done?

Do you know that we are not cheap? We make no excuses for it. Quality work and craftsmanship take time.

Do you know that we do most all work in house?

Do you know that we built and maintain one of the fastest racing Morgans in the US?

Do you know that we raced for 5 full years before our first DNF?

Do you know that over 2000, yes, two thousand, Morgan owners in the US alone count on us for parts and fast service every year?

Now you have the facts, there is a company just 8 miles from Lime Rock Track that can do for you what's been done for others.

So for parts, service, restoration, race prep, or just tech Go with the best!

Committed to quality since 1977 Catalog and price list available Morgan owner since 1974

Mal

NW MOGAZINE

Craig Runions, Editor 17759 - 13th Ave NW Seattle, WA 98177 USA

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