It's good for the MMC to advise not to fit a free flow filter as the mid-range high-load fuel map area is likely to be already very weak and this would only exagerrate the problem. But it is simple to assume being able to either control fueling through either injection system chipping or more precise fuel pressure delivery control. Both are  paramount to any upgrade and the combined upgrades will produce all that should be expected from each.

Considering exhaust systems though the standard non-free flow (cat) ones inhibit the engine's ability to breath to such an extent that proportionally, masses of mid-range engine torque is lost. This issue is apparent across the board, fuel-injected 4s, 6s, and 8s.

Getting much more from modern Morgans is not difficult when you begin to understand the underlying issues.

Plus 8 Air Filters

WATCHPOINT 2 FOR HOTWIRE PLUS 8s: The K&N commonly sold to fit the Hotwire trumpet air filter holder is a disaster. It works well for the earlier American-football helmet used for the Flappers (to the right) but is insane for the Hotwires (to the left). It actually blocks airflow. I discovered this when a swapped out MY football helmet for a pretty chromed trumpet from the Factory. The Flapper air filter holder brings air in from the side and, aside from cleaning or merely turning the filter so that the air hots a clean part of the filter. But using the same filter in the Hotwire trumpet is insane. Pictures tell the story. The internal holding plate of the trumpet blocks the airflow, forcing it to try to find a path in the tiny space between the circumference of the filter and the filter holder. In the main, the air comes rushing down the horn of the trumpet and slams into the holding plate...the E-2350 K&N makes this worse, though the paper filter will not be much help once it is dirty.  It also comes from the Factory improperly angled, as can be seen from the picture. The loss on a dynometer, is sad indeed! As well, the conduit all Plus 8/Rover/LandRover filters systems use, shapes the wonderful torque curve we all love and influences the idle's steadiness aside from thinning the mixture. Even on my Flapper system, I noticed a significant difference and it was it one I wanted! On the other hand, the football helmet is super ugly! Lastly, Hotwire air/fuel mixtures cannot be adjusted to compensate easily as can Flappers (with an adjustable fuel pressure gauge and/or the flapper tension spring inside its AFM. SOLUTION: I found one that the dynometer saluted at. :)  It is a K&N filter that provided more filter surface, with all the free flowing characteristics that K&N is famous for, while allowing both indirect AND direct airflow that, if anything, steadied the torque curve and idle. It also did NOT cause the probelms attaching a huge filter directly on the conduit (without a filter box) or the AFM or MAS. When I tried a few of those on my 4.8 version of the 4.6, the induction noise was embarrassing. That system requires a fairly low output Plus 8 to sound good.

Plus 8 Fuel Pumps

Morgan EFI Plus 8s have used three fuel pumps all taken from Land Rover but not necessarily used concurrently. The first pump was used by Rover/Land Rover on their Multiport Fuel Injection (MFI). This was an external Bosch pump was found on many vehicles and is found on models using the Lucas 13 CU, 14 CU,
and 14 CUX engine management systems.
Applications:
• 13CU 1987-1988 Range Rover Classic
• 14CU 1989 Range Rover Classic
• 14CUX  1990-1995 Range Rover Classic
1994-1995 Discovery
1993 Defender 110
1994-1995 Defender 90

Plus 8 SEQUENTIAL (GEMS) EFI FUEL INJECTION

Sequential Multiport Injection (SFI) is used on vehicles equipped with the Sagem/Lucas Generic Engine Management System (GEMS), and the Bosch Motronic M5.2.1 engine management
system.

Standard Applications:

1995-early 1999 Range Rover
1996-early 1999 Discovery
1997 Defender 90

For Morgan Only

For the USA and Australia 1998 to 2000 (with a bespoke Morgan fuel map) and 2000-2004 stock
For Europe and the UK 2000=2004