2024 Morgan Plus Six | PH Review
Morgan's CX platform flagship has been around five years - it's now better than ever
In the not-too-distant past, Pickersleigh Road - the home of Morgan - could feel like the land that time forgot. And that was exactly why the purists loved it. Nothing much changed in the design or the driving (the Rover V8 was used until 2004), and the glorious ash-framed anachronisms delighted the dedicated few.
Things could hardly seem much different now. Since the introduction of the CX architecture in 2019 there’s been no V8 and no manual gearbox for the flagship sports car, yet the brand goes from strength. It’s hard to imagine cars like the CX-T reaching production even a decade ago; the Super 3 has sympathetically modernised the three-wheeled model; and a limited-run Pininfarina collaboration is imminent. Morgan is showing all the signs of a confident, progressive British carmaker - and that’s obviously great to see.
With a trip to Malvern planned to see the Pininfarina car (get ready to be stunned), it seemed silly not to try out a car. Since we last tried a Plus Six in 2019, it’s benefitted from a very significant facelift last year - new bushes, dampers and brakes, the introduction of traction control, an interior update - as well as the constant fettling that inevitably goes on with small series cars like this. A test drive was long overdue, especially with the Six having made such a favourable first impression all those years ago.
But maybe don’t pull the trigger just yet. There’s always going to be a wait for a new Morgan, so holding on a few more months isn’t the end of the world. We only say that as there’s surely a Plus Four-style styling update coming for the Six soon, and to these eyes the revised look is well worth having. The Four is still recognisably a Morgan sports car, but cleaner, crisper and more modern for the design tweaks. A Six should benefit similarly - the additional light pods seem unnecessary once you’ve seen how a Morgan looks without them.
The interior requires no such refresh, handily. Not only is this car now more stylish than the early Sixes with the large aluminium dash panel and new dials, it also feels better assembled. Much is being made now of a push to both perceived and actual quality at Morgan these days, and certainly this Plus gave the impression of being more solidly built than previous efforts. This is good news; hand-built ‘quirks’ are much easier to overlook at entry-level sports car prices than the £90k something like this costs. It doesn’t require any such excuses now. Even if the steering wheel, gearlever and shift paddles still seem comparatively low rent.
Once upon a time, the Plus Six was seen as a little acoustically timid compared to the rollicking old V8s. That’s certainly not the case any more; even against previous cars with the sports exhaust, this Morgan is boisterously loud. The straight six roars under load, fizzes on the overrun, booms like artillery and never seems happier than when making the most noise possible. In a scallywag-spec 1 Series with the same engine, people aren’t best pleased, yet the Morgan just about carries off its OTT soundtrack. All part of the caddish charm, right? And when not in Sport mode it’s far more subtle. Funny how the little old Morgan sounds more like a Supra should than the current Supra ever did.
There is still sufficient performance to do the soundtrack justice as well; the turbocharged 3.0-litre unit makes two-tonne SUVs pleasingly swift, so in 1,110kg sports cars it ensures more than plentiful speed. As time passes, a manual gearbox inevitably seems even more desirable, if only to befit the old-school Morgan vibe - especially with Supra and Z4 manuals having happened - but there remain precious few complaints about the eight-speed auto's shift speed or strategy. Sport Plus makes the throttle too sharp and the sound too silly, so Sport remains the go-to for manual shifts and a bit of gusto.
So what of the traction and stability control? It’s notable in fact how seldom the assists are required, because this era of Plus Six has always demonstrated strong traction and very good composure. Get greedy or unreasonable and the amber light will flash on the dash, justifiably enough; perhaps it’s most useful when the car is thrown off by a bump in the road, or carrying a bit too much speed because of that rampant performance. Certainly it feels more like a useful safety net for unforeseen circumstances than a restraint.
It’s a shame then that the Sport setting couldn’t be more permissive. So often now this is a go-to setting in rear-drive sports cars, clever enough to both encourage some fun and save you from yourself. It isn’t quite the case here. Of course, if that frustrates it’s possible (easily so, in fact, by just holding the button longer) to disengage traction and stability entirely. The Six still does a laudable job of containing itself, though with the ability to leave 11s everywhere if desired. It remains perfectly driveable shorn of any assistance, although it’s never really been a scruff of the neck sports car; oversteer is tolerated more than encouraged, and you’ll know when the car is out of its comfort zone.
Therefore you end up driving the Plus Six like the Malvern muscle car it very much is, and having a ruddy brilliant time. Nothing quite compares to the experience because nothing is quite like it. The suspension revisions keep it calmer and more assured, which is welcome (even if 19s can make the ride a touch brittle), with brakes even stronger than ever. It always feels light, and it always feels mighty powerful, and that’s great. Steering that requires a good turn to get the wheels in means you inevitably adopt a more arms-out, old-school style, pouring the Morgan into a bend; once the louvred bonnet and headlights are straight, it’s time to romp forward again on all that turbo punch. With the sun beaming and the roof down, it isn't far short of joyous.
In fact, with a lusty straight six in the nose and rear-wheel drive, there's more than a hint of a Big Healey about the Plus Six. Maybe even a trace of TVR with all its go-faster enthusiasm - although it remains so quintessentially Morgan that you never lose sight of what makes it special. (And Litchfield isn’t far from Malvern, for anyone that really wanted to make the most of the engine.) Ultimately, all that the revised interior and new assists have done is made the Plus Six more usable and more enjoyable for more people, more of the time. So don’t expect that waiting list to get much shorter any time soon.
SPECIFICATION | 2024 MORGAN PLUS SIX
Engine: 2,998cc straight-six, turbocharged
Transmission: 8-speed automatic, rear-wheel drive
Power (hp): 340@5,000rpm
Torque (lb ft): 369@1,3003rpm
0-62mph: 4.2sec (claimed)
Top speed: 166mph
Weight: 1,160kg (dry)
MPG: c. 35
CO2: 180g/km (WLTP)
Price: £90,390
I agree with the above post regarding roll over protection. Using it as a sports car, I’d prefer a roll bar for sure.
To me it comes across as more of a touring car and for this a V8 would be nicer.
The BMW shifter looks like an aftermarket product in this car, totally out of place. A discrete rotary knob would be much better. Even better than that would be a manual gearbox!
Still, I’m sure it’s lovely in the summer, but not lovely enough to create that want.
I agree with the above post regarding roll over protection. Using it as a sports car, I’d prefer a roll bar for sure.
To me it comes across as more of a touring car and for this a V8 would be nicer.
The BMW shifter looks like an aftermarket product in this car, totally out of place. A discrete rotary knob would be much better. Even better than that would be a manual gearbox!
Still, I’m sure it’s lovely in the summer, but not lovely enough to create that want.
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