Morgan +4 Forum

There are a few knobs available that show this particular gear pattern but they are all kind of clunky or modern and don't look right in a Morgan. The original Morgan style gear knob style is what I would have wanted. Morgan Spares (actually Joe Esposito) found the best that they could.

Wasn't too fussed about having one with the pattern on - I know where the gears are and never look at the gearknob while driving. Gives much more options - at one point I just went for a small aluminium trim ball, with a M10 thread, but now have an 8 ball (a bit of a theme in the old classics I've had).

There is one (search eBay) for the BMW, which is black leather and can be had for about$20
I bought one but then decided with the one supplied with the gearbox

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I am always OK............. the trouble is with the others :-)

If you are fitting to a TR engine it is relatively simpler. The transmission cover needs modifications. Those are one off things but what is of concern is than filling gear oil requires internal trim modification as well as the grease point inside the car. there is also extra pieces of wood tapered railings which needs to be installed. Since completion I have driven about 600 miles and it is very nice

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I am always OK............. the trouble is with the others :-)

Broadcaster, what is the grease point inside the car? What does it go to?
thanks.

The unit is supplied (At least from Linda and Larry) with a new prop shaft, which is totally different from the original.

The prop shaft links to the gear box and the differential with 2 universal joints (one at each end)

The one at the differential is similar to the previous prop shaft assembly.. Where the previous prop shaft grease point is accessible from underneath of the car the new one appears almost adjacent to the gear liver inside the car.so one of the mods that needs to be done for future greasing of the UJ is more accessible from the interior of the car. So a cut was made on the Morgan factory metal interior cover for the bellhousing and a cover was made, and screwed on so in future by opening that aperture access can be had for this grease point from interior of the car.

The floor boards do not allow reasonable access from the underneath of the car. It is not very hard and in my case as I was going to have interior leather work done, provision was made to be able to lift the leather for this service point.

The cost of repair and restoration of the Moss gearbox was quoted $4300.00 The new 5 speed gearbox was short of $5K and as tax is not applicable (Yet) if bought from Linda it made perfect sense to add a 5 speed rather than to put up with 4 speed and no synchromesh.

First gear all the way to the 4th, the ratios are surprisingly very similar to the Moss and as such 5th becomes an overdrive. While at it the original flywheel is very heavy for the unit and at least 5 lb can be shaved without any stress to the unit

I can now cruise at 80 miles an hour at approx 3500 to 3800 RPM in 5th.......lovely and smooth; specially the down shifts
Hope this helps

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I am always OK............. the trouble is with the others :-)



Edited 1 time(s). Last edit at 2022-05-18 09:00 AM by Broadcaster.

The 5 speed is a hoot! Upshuft, downshift, the throws are very short, the synchros are great. 80 miles an hour and no big deal. Awesome. Cost a lot and labor to install. And well worth it.

Problems I had with 5 speed conversion

1. Transmission was defective, all the bearings were bad and had to be replaced. $$$$
2. Speedo gear problem, wouldn’t stay in place. Had to swap to another type speedo output.
3. Clutch slave cylinder leaked due to being a cheap knockoff of the Saab/ Formula Ford Unit
Replaced with a much higher quality unit from Pegasus Racing $$$$
4. Wooden wedges to raise the tunnel did not provide enough clearance. Cut and reshape tunnel.
5. Gear lever rattles constantly at cruising speeds. ( a documented problem with the T9. )
So far the solution is to stuff foam in the shift lever boot cover which has to be replaced every month
6. Oil for the transmission is expensive and not readily available. Surprisingly after checking every parts supplier
In the area, none of which had ever heard of it, found it on Amazon ( from German company) for $$$$

On the Positive side:
1. It is nice to cruise at 70 Mph and not hear the engine roaring.
2. It fits with minimal modification ( minimal is Not None!j
3. While shift lever placement is the same as the Moss the feel between gears is slightly different
4. It doesn’t leak.
5. It is much lighter and easier to remove. ( which is important given the above).

On a side note, this was Fords first 5 speed and to save money they engineered a small add on case to the rear of
The 4 speed to hold the 5th gear. As a result the gears are not set up as a they would be in a scratch built 5 speed
and you can tell that in the feel of the transmission. Many people would not notice it but it is most apparent when shifting from 4 to
To 5th.

Over all I like it but then I did the swap because of a bad input shaft on my Moss box and that part is unavailable.
Would I do it for the 5th gear, no not given the price and problems.

That said, the Morgan Spares kit is nice with only a few short coming, it is however complete and instructions are excellent.

My transmission worked great. The thing I enjoy about it is how quiet it is at freeway speeds. My old Moss box made lots of whirring gear noises like an old farm tractor being driven too fast. Clutch master cylinder worked fine. I had to cut new wedges for holding up the transmission tunnel. The ones that came with it were too thin. I used a Lucas synthetic gear oil that I got at Autozone. I wrote down the oil type on the transmission tunnel for future reference. No rattles in the stick shift knob. I still think that the 5-speed conversion is the only way to go.



Edited 2 time(s). Last edit at 2022-05-29 10:27 PM by wsb1960tr3a.

I wonder what Morgan Spares has to say about that

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I am always OK............. the trouble is with the others :-)