It’s a small affair
“Boutique” doesn’t quite capture exactly what Morgan Motor Company does in their Malvern, UK, manufacturing site. Here—where the brand has resided for over a century—design moves slowly, to say the least. After all, you can still buy a three-wheeled Super 3, which can trace its lineage and design all the way back to 1911. But the future is coming for the niche British institution, and their newest flagship shows it.
New Morgan Supersport flagship debuts; new styling, familiar powertrain
The Morgan Supersport doesn’t flaunt what most lay people would call a “modern” design. Objectively, the car stays mostly true to the brand’s distinctly retro heritage. But unlike the outgoing Morgan Plus Six the Supersport replaces, there are some immediate giveaways that you’re not looking at something from the early 20th century. For example, the grey-painted aluminum front and rear splitters or those LED lighting elements up front.
Morgan
If the styling is familiar, the powertrain is like family. Morgan has relied on BMW engines for the last twenty years, and the new Morgan Supersport is no different. Under the hood, you’ll find a turbocharged 3.0-liter inline-six that makes 335 horsepower, as it did in the Plus Six model before it. Just like the Plus Six, the Supersport abandons the manual transmission in favor of a ZF eight-speed automatic.
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The new Morgan Supersport is positioned as “a slightly more contemporary” model
In an interview with Autocar UK, Morgan Chief Design Officer Jonathan Wells admits that the Supersport is intentionally more modern than the car it replaces. It seeks to “create some division between the Plus Four and Plus Six, which are quite closely related at the moment.” The new Morgan Supersport is a “more contemporary driving focus…the use case is different.”
Morgan
While outwardly similar, there are no shortage of differences between the Plus models and the Supersport. A lightweight carbon composite hard top can replace the traditional mohair soft one. New, modern steering and suspension components offer a higher performance ceiling. This car has a trunk/boot—the Plus models don’t. Wireless phone charging and a traditional glovebox are other modern amenities that improve daily life with a Morgan.
But these are the trade-offs the car must make in order for it to compete against “a base level 911,” which Wells claims is the targeted segment. He’s on the money when it comes to pricing: including VAT, a new Porsche 911 starts at £99,800 in the UK, almost identical to the Morgan Supersport’s £102,000 floor. It’s an incremental step up from where its predecessor, the Plus Six, started from: around £90,000. Pricing for the US isn’t set as the car is unlikely to ever be sold here.
Morgan
Final thoughts
According to Jonathan Wells, the new Morgan Supersport was designed to be “legitimately usable 365 days a year,” and it seems to unequivocally succeed. The brand plans to make 200 or so units per year, just a slight increase from where Plus Six production sat. It will be interesting to see if the brand’s newfound creature comforts will really be enough to sway European shoppers away from a new 911.
