FUSEBOX 1986-1990
by Lorne Goldman
This is the first of the Morgan "modern" fuseboxes. It is difficult to pinpoint its exact dates as Morgan went through a transition era at both its debut and its finale where cars would be fit with what was available that day from the local motor factor on Worcester Road. To further complicate matters, it was fit to the EFI Plus 8s first at a time they were still making carb Plus 8s. In any event, they are impossible to confuse with earlier boxes (which contained only a small handful of fuses. However, it is not a very robust affair and could have been replaced after becoming defective over the last 25 years.
| WATCHPOINT: The internal busing of these boxes breaks down over time, something tricky to diagnose. The wiring might seem perfect but a component will, strangely, not work. One can patch in power from another source in the fusebox (either ignition or battery connected) or use an inline fuse. But such boxes keep on getting worse. I have decided to bite the bullet and install a better quality, better chosen fuse box and wiring, aside from the EFI loom which is Land Rover and excellent. If you want help or a better explanation, contact me. |
| WATCHPOINT: From this fusebox on, the fuseboxes
became internally bussed. Most automobile fuse boxes since the 1980s have
internal busses. (God knows where they find these automobiles terms!) A
"bus", in auto electric lingo, is an internal conductor that make a mutual
connection between several fuse positions. For example, if you have a number
of components that should operate with the ignition key on only,
(coil, fuel pump, windscreen wipers etc) why have a separate power wire
to the fuse pox for each of them? It is a waste of wire and the more unnecessary
wires you have in a car the more mistakes that you can cause.
With a bussed fused box, you simply join the power side of similarly operating components with a internal bus. Bingo, one power feed to the power side of any of them, and they will all have a power feed. Of course, if you, by mistake, put in a feed for something else into a position attached to that bus, you now have two feeds for everything on that bus. So it is VERY important to know where these busses are in the box. Morgan does not provide a diagram that shows this and the Factory people do not know where they are either. The result is sad. Someone installs a radio, they bring in power from the battery for its clock and memory settings and they install its fuse in a fusebox position. Then they can't figure why their battery keep draining or their wipers won't turn off when they turn off the ignition key. I do not have the diagrams of the internal busses of the three primary fuseboxes from 1986 to 2012. However, they can be ascertained with the use of a multimeter and an unwired box. Check the continuity between the power sides of the fuse positions. |
FUSEBOX (1990 to 2004)
from Morgan +8 R10432
| WATCHPOINT: I am not sure of the exact dates on these. Waiting for more feedback. Can you help? |
| 1
LH SIDE/LAMPS DASH LAMPS SWITCH LAMPS 5A |
2
RH SIDE LAMPS 5A |
3
REAR FOG FRONT SPOT 10A |
4
LH HEADLAMP LO BEAM 10A |
5
RH HEADLAMP LO BEAM 10A |
6
LH HEADLAMP HI BEAM 10A |
7
RH HEADLAMP HI BEAM 10A |
8
Hazard 10A |
9
HORN 15A |
10
RAD FAN 15A |
| 11
IGNITION RADIO CLOCK 10A |
12
GAUGE POWER 5A |
13
BRAKE LIGHTS 10A |
14
REVERSE LIGHTS 10A |
15
COIL 7.5A |
16
HEATER FAN 15A |
17
WIPERS 10A |
18
TURN SIGNALS 7.5A |
19
FUEL PUMP 10A |
20
EMPTY |
FUSEBOX 4/4 1994
by Peter Moloney
Oriented looking upwards from below the dash.
