Morgan Supersport review

It’s a whole new Morgan. Well, kinda. The styling alone should tell you that Malvern continues to evolve its cars rather than revolutionise them. But the Supersport moves the general aesthetic on much more than the Plus Six it effectively overhauls while also representing a shift in philosophy for a Morgan flagship. One that aims to actively seek people driving Porsches and AMGs rather than cater purely to an alternative crowd.

Its styling might rub traditionalists up the wrong way with its overt signals that this is a modern, sophisticated Morgan. The outgoing Plus Six was precisely that – it just never quite looked it, its design still rooted in the traditional. This Supersport is an altogether more sculptured, purposeful thing, even if some of its angles might take some acclimatisation.

If you’re a Mog aficionado who’s spotted hints of the Midsummer special here, then it might prove little surprise that the Supersport was penned first and the roadster spun from it. Either way, a walk around this car is reminiscent of the early noughties Aero 8 and Aeromax – it’s a Morgan, just not quite as we know it.

Is it the same beneath the skin?

The BMW 3.0-litre 6cyl turbo engine and eights-eed automatic gearbox continues service from the Plus Six, still peaking at 335bhp and 369lb ft for 0-62mph in 3.9 seconds and a 166mph top speed. Chief chassis man Joe Whaler is proud to say the company continues to develop its cars by “seat of the pants” rather than stopwatches and crucially the carryover powertrain is accompanied by a rethink in most other key areas.

An evolution of Morgan’s modern aluminium CX platform (now called CXV) brings a ten per cent stiffer structure, the Supersport’s optional carbon hard-top increasing rigidity by a further ten per cent. The steering is quicker and the suspension much smarter, its 30mm of additional travel responding to a real bugbear of the old car, which wasn’t the most balletic over the ruts and bumps of British back roads.

Trick 24-way adjustable Nitron dampers sit on the options list – as does a limited-slip differential for the driven rear axle – while its wheels are 3kg lighter apiece than before and come wrapped in Michelin Pilot Sport 5 tyres. Altogether it’s a deep line in the sand that this is a Morgan for driving rather than pootling.

Will it still do that, though?

Yep, and it aims to do it with more panache, the Morgan engineers boosting refinement and – the real headline – fitting a neatly integrated, electronically popped boot. One trimmed with exposed lacquered ash wood to prove that, yes, Morgans still have timber at their core. While it won’t accommodate oodles of luggage, you can squish in a couple of bags or it’ll easily swallow both removable upper door panels for impromptu exposure (or rapid shelter) when the weather turns; other Morgans making you leave those at home. The action for removing the panels is now significantly simpler too, though remains purely manual.

There’s an optional Sennheiser stereo that links easily to your phone via a simple Bluetooth connection rather than Apple CarPlay or Android Auto. Neither of those is fitted because there’s vehemently no touchscreen, rather a thoughtfully positioned plinth (which will soon offer wireless charging) in which to place your phone – the sole trustee of nav, music and comms duties. There may be airbags, ESP and other sops to modern motoring, but this remains a broadly analogue experience.

Indeed, Morgan’s status as a small volume manufacturer has not only bought it time regarding the UK’s transition to EVs, it also means its cars can continue to omit the harassing beeps, bongs and steering wheel tugs of active safety systems now mandatory in its more mainstream rivals.

Is the Supersport a proper driver’s car?

Initial miles will feel familiar to anyone who’s experienced a recent, CX-platform Morgan – or a whole leap into the future if you’ve only driven its more venerable ancestors. It exhibits lighter steering and less fuss than Mogs gone by, but still the same beguiling view down a long, sculptured bonnet and a minimalist but gorgeously trimmed interior.

Detour to more interesting roads and its limits are clearly higher than before; the Supersport flicks more eagerly into turns while its rear Michelins cling on for longer as you exit. The stability control bulb flashes cautiously if you’ve left the system on, though its mid-way Sport mode provides welcome leeway without leaving you in the lurch.

The brakes are a Plus Six carryover which don’t inspire quite the same confidence. Nevertheless, it’s a capable car when pushed and a tangible step on from its predecessor, even if the dynamics haven’t leapt forward quite as much as the styling. Discover more in the next tab…

The Supersport’s bold new body panels were developed around its chassis capability (not vice versa), making this a Morgan with an increased priority on pleasing its driver. And yet it still feels unmistakably a Pickersleigh Road car, however great its grip and high its limits compared to the models before it.

The engineers have smoothed some of the rough edges of the old Plus Six without eroding its character which – in the car market we currently find around us – strikes us as a very good thing. Yes, that’s a polite way of saying this isn’t a total gamechanger and that its predecessor was already quite good in the first place. Whether Morgan can truly nick sales from other brands remains to be seen. You’ll still be making commitments not demanded by a Porsche, Aston or AMG if you go adventuring in a Supersport – but what an adventure it’ll be…