CLASSIC DRIVE: Morgan Plus 8 (LS1 engine)

It is one of craziest “classic” cars I've ever driven - a lightweight British sports car fitted with a thumping LS1 V8 engine. We head to Moto Village for a unique experience.

Words and images: Wilhelm Lutjeharms 

The British car industry is one of the most fascinating. Not only is there such a variety of niche car manufacturers, but the UK is also the hub for nearly all things when it comes to R&D for Formula 1.

One of the niche manufacturers, and one of the oldest surviving manufacturers in the world, is the Morgan Motor Company. Founded in 1909, and owned by a single family until four years ago, the continued existence of this quirky company is quite an achievement.  

Granted, an appreciation for their cars will in most cases be an acquired taste, as the vehicles Morgan produces feature mostly a blend of old technology and style mixed with selective modern equipment and power units. But it is exactly this combination that makes these cars so alluring. If you are expecting a complete, modern driving experience, this car is not for you

Dynamite comes in…

Over the decades the standard Plus 8 has always been fitted with an eight cylinder engine. Power delivery has ranged from as low as 120 kW in the Sixties to 270 kW in 2018. However, one of the previous owners of this particular Plus 8 decided that this car would do well with a 5.7-litre, V8 naturally-aspirated LS1 engine!

• Find your dream classic car here.

Fitted underneath the neatly-louvered engine cover, the engine gives your right foot access to over 310 kW and 620 Nm! Let that sink in a little, that is the same engine you will find in some muscle cars, big sedans and SUVs, but here it only needs to push along a car weighing less than 1 200 kg!

In true Morgan style, you sit close to the ground, and when I pull the tiny door shut, my feet are already perfectly onto the pedals (don’t wear big shoes!) and the top of my left leg is just touching the steering wheel. The seats are fairly comfortable, but soft and cushy they are not. The result is that you do feel rather more connected to the car than would have been the case if the seats were too plush.

It is important to quickly explain what has been done to the car during its modernising restoration. It has a 50 mm longer, reinforced chassis, is fitted with Bilstein shocks and BTR L/S axle, plus Vesconite front suspension bushes, vacuum brake booster and larger callipers with ventilated brake discs on all four corners, a heavy duty prop shaft and a stainless steel exhaust system. These are only a number of the most important upgrades.

Twist the key and there is an immediate rumble from the two exhaust pipes. Nothing serious, but you do note that it is strong rumble and not simply a small engine fitted with a load exhaust pipe. With the roof down, you certainly feel much more part of the experience.

Behind the wheel

Even during a slow first pull away, I sense that the five-speed gearbox has short throws with a clear and mechanical action.

I take it easy, but even during the first few hundred metres I realise that the slightest prod of the accelerator pedal results in a genuine immediacy from the engine – it is lovingly effective.

I head towards Ou Kaapse Weg, but at the one junction on the way there, a slightly too energetic right foot results in a moment of wheel chirping while taking the corner. I laugh from behind the wheel and remind myself again that the car is only fitted with modest 205-section rear tyres… but there is a V8 up front!

The power-assisted steering is very light, which makes turning the car at any speed such a breeze, but slightly more feedback would have rounded off the package perfectly. 

However, for the next 45 minutes I can’t help but flex my right foot every moment the front wheels are pointing straight and there is no traffic ahead of me. There is a constant push from the engine owing to the level of torque, and then the power results in a proper burst of acceleration. From where I am sitting it honestly feels completely unnatural, especially if I look at the view in front of me – how can this car be this quick?

Every time I change gears it is only around half way or two-thirds through the rev range. That is not because I don’t want to rev it out, but as early as 3 500 to 4 000 rpm your head tells you that surely this is the end of the rev range and that it is time to grab the next gear. The car picks up speed so quickly during these first few thousand revs that it feels like you should change gears earlier than you need to. 

Overcoming traction with this Morgan takes no effort. Second gear, 40 km/h, around 2 200 rpm, put your foot down and the rear wheels spin. In the right conditions, the rear wheels even struggle to cope with the performance in third gear! 

This Morgan is certainly not everyone’s cup of tea, but fun will be had when you tackle a mountain pass and you will keep some serious sports car drivers humble with your “old and classic” car. It is a real "hotrod" in some ways, a car that will surprise both the driver and every passenger you take for a drive.

• Interested in buying this car? Go here! 

It is honestly laughably quick and although there are elements where it shows its age in terms of technology and chassis design, the laugh-out-loud moments make up for that several times over. Maybe if you already have a standard Morgan, this would be the perfect addition for those days you want a car to awaken your senses. 

Specifications:

2008 Morgan Plus 8

Engine: 5.7-litre V8, petrol

Power: > 300 kW 

Torque: > 620 Nm 

Transmission: 5-speed manual, RWD 

Weight: ± 1 200 kg

0-100 km/h: ± 4.5 seconds

Top speed: > 200 km/h