Just because Morgan's time-warping style continues year after year, decade after decade, people tend to think that nothing ever changes. Think again. This quintet of Plus 8s reveals just how much Morgan's rocketship has altered in specification and driving character through its 30-year lifespan even if the basic building blocks - separate chassis, ash body frame, V8 front suspension and sliding pillar front suspension - have remained. If you've ever fancied buying a Plus 8, here's the low-down on how the character of this quintessentially British evergreen has evolved over the years.

1969

The original Plus 8, launched in 1968, is the fastest carburettor-fueled version, owing to the particular combination of lightness, gearing and power. The 0-60mph time of 6.7 secs, achieved by Autocar, is quicker than and production E-type, although the superior aerodynamics allow the Jaguar to pull away above 90mph.

Driving the example, the 36th built, shows how Morgan tailored the car for acceleration. Although the engine is brilliantly flexible, close-ratio gearing and the V8's seductive exhaust note encourage you to use the four-speed Moss gearbox to the full, even if it doesn't have the snappiest change. The lever's crisp action and short throw suit a sports car, but sluggish synchromesh means that shifts can't be hurried  - and the way the knob is tucked under the dashboard makes it awkward to reach. Nowadays the vintage character of the Moss box adds to the desirability of early Plus 8s, but at the time Morgan was forced to use it because Rover initially mated the V8 to automatic transmission only.

Compared with later versions of the V8, this one sported a 10.5:1 compression ratio - a high figure made possible by the availability of five-star petrol. These days there can be some hesitancy at low engine speeds, but everything clears from 2000rpm to give wonderful thrust up to the 5200rpm red line, equating to over 115mph in top gear, Autocar  must have over-revved to clock a 124mph top speed. Maximum power is 151bph at 5200rpm. One amusing under-bonnet feature is the cyndrical air-filter box. Morgan had to whack a big dent in the top to make it fit below the bonnet hinge.

Webmaster note: No documents from third party, or Rover, or Morgan sources that I have perused have listed the horsepower for a 1969 Morgan at the level indicated by this article's author. It seems agreed fact that 160.5bhp was the power output of the 1969 Morgan V8 at 5200rpm. This would also explain the discrepancy between the 1969 Autocar speed figures and those of this author.

Handling is just what you'd expect from an archaic suspension, by leaf springs and lever-arm dampers at the back and trademark sliding pillars at the front. When the road is smooth and dry the Plus 8 behaves predictably, with controllable power oversteer on demand - but it's perilously easy to unstick the back in the wet. Hit a bump in mid-corner, though, and you quickly know about it: the car becomes skittish and easily knocked off line. Cam and peg steering adds to the vintage feel, having little self-centering and some free play. But the car's narrow build makes it easy to point.

Climbing aboard can be a struggle because there's so little knee room, below the standard Astrali steering wheel, but the shapely seat is cozy. Only the rev counter is seen through the wheel, as other instruments and switches are gathered in a central panel, with the speedometer furthest away so that it can't be seen with a half-tonneau in place. Unlike all later Plus 8s the heater is a "fug stirrer" ahead of the passenger's feet, a location that frees the engine side of the bulkhead for a full width toolbox.

1976

The significant change on this Plus 8 becomes apparent the moment you pull away. The Rover four-speed gearbox ( introduced in 1972) feels more modern, with a lighter lever action and a lift-up collar for selecting reverse; although gearchanges aren't as precise or short in movement as the Moss 'box. A distinct contrast in driving character also comes from the altered gearing, created on two fronts by wider ratios within the 'box and a longer-legged final drive of 3.31:1 instead of 3.58:1. This Plus 8 makes lighter work of motorways, although through-the-gears acceleration isn't quite as vivid. There's also a slight loss of pace because of the engine's lower compression ratio, down to 9.35:1 to suit four-star petrol. Power output at 5000rpm dropped to 143bhp, while torque fell to 202lb.ft at 2700rpm (from 210lb/ft in 1969 Webmaster). Compared with 1969 model's single-pipe exhaust, though, a dual system (introduced in 1971) gives a fruitier burble, making this Morgan sound more exciting. Externally the car is 2 inches broader because the chassis rails were moved apart to suit the Rover 'box.

This is the first of four increases in the width (all represented in this group) resulting in the latest PLus 8 being fully 8in. wider than the first. On this 1976 example, the wings are wider, but the difference is mainly seen in the increased distance between the headlamp pods and radiator cowl. The front bumper looks too small for the body because it wasn't altered, while this car lacks the optional rear bumper. Morgan, then as now, is notorious for the length of its option list: other mundane extra-cost features on this car are exterior door handles and a second rubbing strip on each running board. The cabin is broadly unchanged, except that the dashboard top is padded for safety and the pedals are more cramped because the Rover gearbox has a wider bell housing. Thanks to a Gemmer recirculating-ball steering box, a post- 1983 feature (the author must be confused as the Gemmer box was post-1978 and Rack and pinion was optional post-1983; Webmaster) that has been retro-fitted to this car, feel through the wheel is lighter and more accurate, with stronger self-centering.

1986

While steering and gearbox are the main mechanical changes for this model, the instantly visible difference is the dashboard, which was redesigned for 1977. Now the main instruments -  a different design from VDO - are ahead of the driver, with a column of warning lamps (cheap-looking units of BL/Rover origin) between them. A central rectangular panel contains four smaller dials and a row of rocker switches, while wipers and washers are now activated by a second column stalk.

The standard steering wheel, which is rather crude and plasticky, connects to a new rack and pinion system specially supplied for Morgan by Jack Knights, this was optional since 1984 but became standard from 1986. Compared with the earlier cars, this unassisted steering is so effortless when is it is moving that it feels powered but isn't short on accuracy or feedback at speed. Handling on twisty roads is more responsive even though the suspension basics are the same.

Overdrive hadn't been available on four-speed Plus 8s, so this model's fifth gear (introduced in 1977) transform the car's cruising ability. The Rover 'box has essentially the same ratios as before but for having a direct fourth supplemented by an 0.79:1 fifth giving 27.6mph per 1000rpm, alllowing a loping motorway gait and better fuel consumption. The gear lever is easier to reach because it's nearer the driver, a consequence of chassis revisions allowing the powertrain - by now supplied by Rover- as a complete assembly - to be moved backwards, giving better weight distribution and underbonnet clearance.

Sitting at a crossroads in Plus 8 evolution, this particular car still has carburetors, which changed from twin SUs to Strombergs in 1981. With the adoption of the five-speed 'box, Plus 8 specification fell in line with the Rover SD1 family, to which the fuel-injected Vitesse was added in 1983. So Morgan was able to offer a fuel-injected Plus 8 as an option from 1984 and as a standard from 1987.

(Webmaster note: The choice here of a 1986 carburetted Plus 8 model must be commented upon. Considering that this model was 50bhp less powerful than the first Plus 8 EFIs offered two years before in 1984, its choice as a "crossroads" car in an article "charting an evolution " was perhaps unfair to the car and Plus 8 history.

This Plus 8 lacks a brake servo, the Girling Powerstop unit fitted to earlier cars having been deleted in 1981. Noticeably more pedal pressure is needed, but otherwise the Girling braking system remains unchanged from the earliest models, and more than adequate for the car's performance. Discs are fitted only at the front, drums sufficing at the rear  - as they still do on current Plus 8s.

One detail about this car epitomizes the quirkiness of Morgan history. Although built after April 1986, it lacks the scuttle-mounted side indicators that became mandatory at that time. Apparently, a good nine months went by before the company realized that it was building cars that weren't strictly legal.

1994

The big difference here is in performance, for this car has the 3.9-litre Range Rover engine introduced in 1990, complete with fully mappable "hot wire" fuel injection. By 1994, all Plus 8s were fitted with a three-way catalytic converter, which brought fuel system changes that caused torque - this engine's defining feature - to increase from 220 to 235lb.ft., the peak occuring at 2600rpm in both cases. Such pulling power at low revs is a distinct difference from the earliest Plus 8. That car thrives on good use of the gearbox, but flexibility is so enhanced with the the 3.9 that gearchanging, if you wanted to drive lazily, can be all but abandoned once on the move. Flooring the throttle at 30mph in top gear makes this Plus 8 leap forward with almost as much force as in the lower gears, and at higher speeds the surge is electrifying. While 0-60mph is the best Plus figure yet at 6.1 secs, the most telling statistics are the incremental direct gear comparisons with the Moss box version (the 1969: Webmaster), 20-40mph in 4.2 secs against 5.0, while for 80-100mph the margin widens to 5.1 secs versus 7.4.

One minor change introduced with the catalyst is a sealed fuel tank with only a single filler, on the right-hand side of the tail panel. Previously there was always a second filler, which had the twin advantages of giving speedier refueling (thanks to the venting permitted by opening the second cap) and enabling the car to be filled from either side.

Handling is more assured on this Plus 8, thanks to the long overdue introduction of telescopic rear shock absorbers in 1990. These anchor the back end much more securely, especially on bumpy roads, but do nothing for ride quality, which remains sportingly firm - but not harsh - on all but the smoothest surfaces. So popular are telescopics that many owners retro-fit them to earlier cars.

Braking is another area where modern Plus 8s have been improved in feel and efficiency following a major 1993 revamp that saw the old Girling system replaced by Lockheed components. Front discs now carry four-pot calipers, a servo reappears (this time a new design combined with the master cylinder), the fly-off handbrake is operated by cable rather than rods, and the rear drums are self-adjusting. Interior appointments could be quite lavish by this stage, thanks to an ever-lengthening options list. This Plus 8 has the walnut veneer dashboard - complete with lockable glove box - that had been available from 1989. By now there were three choices of seats, this car having the so-called recliners (they don't actually recline much) whose deep padding definitely adds long-distance comfort. A map-reading lamp is also useful, as there's no other interior lighting.
 
 

Coming up to date, the 4.6 litre Plus 8 is an even wider machine, offering so much torque that the rear wheels can be made to spin in third gear in the dry. Even more than previous Plus 8s, this current version can be driven as the mood suits, with performance lighting up the anywhere in the rev range thanks to a lavish spread of torque. The peak is a fantastic 260lbft as 3600rpm, although maximum power of 220bph isn't significantly better - but then you never need to rev that high. This is the quickest of the Plus 8s yet, capable of 0-60mph in 6.0 secs and a top speed of 128mph.

Even though the overall look is similar, this car shows the most significant changes to the Plus 8 occurred recently, in August 1997. Many of the modifications were driven by legislation, none more so than the cockpit changes to allow airbag installation. The need to meet legal dimensions for airbag inflation forced Morgan to increase the distance between dashboard and seating, giving a roomier cabin. The dashboards are further forward, doors are lengthened by 1.5 in., seat travel is usefully increased, and there's much more room for knees and legs. Out of sight, there are differences in every percent of the ash frame.

Structural improvements extend to the way the car is made, in keeping with quality gains first seen when Morgan began treating the ash frame with preservative in 1986. The engine bay has stainless steel panels on either side while the chassis is now galvanized as standard. Broad wings, wider than ever before on cars fitted with optional chromed 7Jx16 wire wheels are created by a new single-piece manufacturing process called Superform, whereby molten aluminum is sprayed into a mold at high temperature. Durability promises to be far better than the previous wings, which, whether in steel or optional aluminum, were prone to corrosion because of their three-piece construction and the use of  moisture -trapping wired edges around the wheels arches. Another new dashboard layout accompanies the provision for airbags. The four small dials are now arranged in a square in the center, surrounding a winking red lamp for the standard immobiliser. Morgan badges in the speedo and rev' counter reveal that these are specially made by VDO, and the odometer is an electronic display that lights up with the ignition. Twin column stalks  -  taken from the Land Rover Freelander -  provide a more elaborate range of functions.

Many other details reflect the onslaught of type-approved requirements. A high level brake lamp is fitted above the external spare wheel, and side-repeater lamps now sit in the front wings. PLiable covers, in rubber or plastic, protect numerous sharp edges, such as hood-frame fittings or the ends of wiper blades. CArs are now delivered with wing-mounted side-lights disconnected (their lighting intensity falls below legal requirements) while the factory supplies sidescreens as a gift, thanks to their frowned upon Perspex panes.

This current Plus 8 may be bigger and heavier than ever before, but it's also faster, better handling (thanks to the width of the track and tyres), more comfortable, greener and safer. It remains Morgan's state of the art flagship until the next evolutionary step.

A critique from the Webmaster

To compare different models of the Plus 8 from its long history was a great idea and the article is generally well written and generally well researched. Its weakness lies with its premise, obviously adopted before the writer put pen to paper. With five fine examples of Plus 8's before him, the author was determined to squeeze them into a pre-conceived presentation of smooth uninterrupted development. It didn't and doesn't happen that way and the front page come-on of "We drive all the Plus 8s; which comes top?" is inappropriately misleading.

In  actual fact, though some mechanical, structural and design developments indeed occurred fairly steadily , engine performance goes up and down and even sideways on the "real" evolutionary line. The main battles here have been defensive ones and revolve around complying with ever more stringent emission and safety regs. That has been the first industry priority in any developments in engine technology... not performance improvements . The law has become more and more prejudicial to power and will soon cause the final shelving of the fabulous Rover V8/Buick 215. Generally speaking, if you can keep your cars legal and as mighty pound for pound as they were 30 years ago you have done a great job, especially when you are forced to use engines developed for other cars and exigencies not necessarily your own. Morgan deserves a bow here. This article ignores this acheivement in an effort to fit misbehaving  facts into an attractive theory.