Morgan

CX-Generation bonded aluminum platform. BMW B48 2.0L turbo 255hp. 400Nm torque substantial. 6-speed manual standard. 8-speed ZF automatic optional. RWD rear-wheel drive. 4024mm length. 2517mm wheelbase. 1075kg curb weight incredibly light. Two-seat roadster. Traditional Morgan design. Ash wood frame body. Hand-formed aluminum panels. Leather interior hand-stitched. Open-top motoring. 0-100 km/h 4.8 seconds. Top speed 240 km/h. Modern chassis dynamics. Independent rear suspension new. Traditional appearance maintained. Craftsman-built construction. British heritage strong. Malvern Link factory. Traditional sports car experience. Modern performance capability.

New three-wheeler platform. Ford 1.5L Dragon three-cylinder 118hp. 150Nm torque. 5-speed Mazda manual transmission. RWD single rear wheel. 3560mm length. 1720mm width. 630kg curb weight extremely light. Two-seat configuration side-by-side. Open cockpit design. Exposed engine visible. Adventure vehicle positioning. 0-100 km/h 7.0 seconds. Top speed 209 km/h. Driving experience unique. Motorcycle-like handling. Aviation-inspired design. Bullet-shape bodywork. Aluminum monocoque structure. British eccentric engineering. Morgan heritage continuation. Three-wheeler tradition honored.

The rugged four-cylinder that powered Morgan's first production cars and established the marque's sporting character. This 1,098cc OHV inline-four featured a cast-iron block and head with side-draft carburetion, derived from Coventry Climax's fire pump engines. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in three main bearings. The intake system used a single SU carburetor feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 6.5:1 compression and a 4,500 RPM redline, it produced 34 hp at 4,200 RPM and 52 lb-ft at 2,400 RPM. The cooling system used a belt-driven water pump with thermosiphon circulation, while the oiling system employed a gear-type pump with full-pressure lubrication. This engine's agricultural origins, simple mechanical design, and distinctive exhaust note established the template for Morgan's focus on mechanical purity over outright performance.

The larger four-cylinder that powered Morgan's post-war models and provided increased performance. This 2,088cc OHV inline-four featured a cast-iron block and head with overhead valves operated by pushrods. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in three main bearings. The intake system used twin SU carburetors feeding a cast-iron manifold, while the exhaust featured a cast-iron manifold with single pipe. With 7.0:1 compression and a 4,500 RPM redline, it produced 68 hp at 4,200 RPM and 110 lb-ft at 2,100 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's increased displacement and twin carburetion gave Morgan's post-war models the performance needed to maintain their sporting character.

The smooth inline-six that powered the Morgan +8 and represented Morgan's first significant power upgrade. This 2,498cc OHV inline-six featured a cast-iron block with aluminum head and overhead valves operated by pushrods. The valve train used pushrods and rockers with mechanical adjustment, while the crankshaft was a forged unit running in four main bearings. The intake system used twin SU HS6 carburetors feeding a cast aluminum manifold, while the exhaust featured a cast-iron manifold with dual pipes. With 8.0:1 compression and a 5,000 RPM redline, it produced 106 hp at 4,700 RPM and 143 lb-ft at 3,000 RPM. The cooling system used a belt-driven water pump with thermostatic control, while the oiling system employed a gear-type pump with full-flow filtration. This engine's six-cylinder smoothness and increased power transformed the Morgan driving experience while maintaining traditional character.

The lightweight aluminum V8 that created the legendary Morgan +8 and defined Morgan performance for decades. This 3,528cc 90° V8 featured aluminum block and heads with wet liners, originally designed by Buick but extensively developed by Rover. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a cast unit running in five main bearings. The intake system used twin SU HS6 carburetors feeding a cast aluminum manifold, while the exhaust featured tubular headers. With 8.8:1 compression and a 5,500 RPM redline, it produced 158 hp at 5,000 RPM and 205 lb-ft at 2,900 RPM. The cooling system used a heavy-duty radiator with electric fan, while the oiling system employed a gear-type pump with full-flow filtration. This engine's light weight, compact dimensions, and massive torque transformed the Morgan into a genuine performance car while maintaining the traditional driving experience.

The fuel-injected evolution of the Rover V8 that brought modern reliability to the Morgan +8. This 3,947cc 90° V8 featured the same basic aluminum architecture as the 3.5L but with increased bore and electronic fuel injection. The valve train used pushrods and rockers with hydraulic lifters, while the crankshaft was a cast unit running in five main bearings. The intake system used Lucas electronic fuel injection with hot-wire air flow meter, while the exhaust featured tubular headers. With 9.35:1 compression and a 5,500 RPM redline, it produced 190 hp at 4,750 RPM and 235 lb-ft at 3,000 RPM. The cooling system used an improved radiator with electric fan, while the oiling system employed a high-volume gear pump. This engine's combination of traditional V8 character and modern fuel injection provided improved driveability and reliability while maintaining the Morgan +8's essential character.

The sophisticated twin-cam six that replaced the Rover V8 in the Morgan +8 and represented a significant technological leap. This 2,793cc DOHC inline-six featured an aluminum block with iron liners and dual overhead camshafts with four valves per cylinder. The valve train used chain-driven dual overhead camshafts with hydraulic lifters, while the crankshaft was a forged unit running in seven main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.2:1 compression and a 6,500 RPM redline, it produced 193 hp at 5,300 RPM and 206 lb-ft at 3,950 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's combination of BMW refinement, six-cylinder smoothness, and modern efficiency brought the Morgan +8 into the 21st century while maintaining its sporting character.

The economical four-cylinder that powered the Morgan 4/4 and maintained the model's traditional character. This 1,596cc SOHC inline-four featured a cast-iron block with aluminum head and compound valve angle hemispherical combustion chamber. The valve train used belt-driven single overhead camshaft with followers, while the crankshaft was a forged unit running in five main bearings. The intake system used a Weber twin-choke carburetor feeding a cast aluminum manifold, while the exhaust featured a cast-iron manifold. With 9.5:1 compression and a 6,000 RPM redline, it produced 110 hp at 6,000 RPM and 107 lb-ft at 4,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a gear-type pump. This engine's simple design and willing revving character made it well-suited to the lightweight Morgan 4/4.

The modern four-cam V8 that powers the Morgan Aero 8 and represents Morgan's embrace of contemporary performance. This 4,799cc 90° V8 featured an aluminum block and heads with dual overhead camshafts per bank and four valves per cylinder. The valve train used chain-driven camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.5:1 compression and a 6,500 RPM redline, it produced 362 hp at 6,300 RPM and 361 lb-ft at 3,400 RPM. The cooling system used a dual-pass radiator with electric fans, while the oiling system employed a variable-displacement vane pump. This engine's combination of modern V8 power and sophisticated electronics created the fastest and most refined Morgan ever built at the time.

The twin-turbocharged six that powers the Morgan Aero SuperSports and represents Morgan's most powerful production engine. This 2,979cc DOHC inline-six featured an aluminum block with iron liners and twin turbochargers. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in seven main bearings. The intake system used twin turbochargers with air-to-air intercoolers, while the exhaust featured an integrated manifold. With 10.2:1 compression and a 7,000 RPM redline, it produced 306 hp at 5,800 RPM and 295 lb-ft at 1,300-5,000 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbochargers, while the oiling system employed a variable-displacement vane pump. This engine's combination of turbocharged power and BMW refinement created a Morgan with supercar performance while maintaining traditional character.

The modern twin-cam four that powers the current Morgan 4/4 and maintains the model's essential character. This 1,596cc DOHC inline-four featured an aluminum block with aluminum head and four valves per cylinder. The valve train used timing belt-driven dual overhead camshafts with hydraulic lash adjusters, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tubular header. With 11.0:1 compression and a 6,750 RPM redline, it produced 115 hp at 6,000 RPM and 112 lb-ft at 4,000 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's modern efficiency and reliability maintain the 4/4's traditional driving experience while meeting contemporary emissions standards.

The current twin-turbo six that powers the Morgan Plus Six and represents the brand's modern performance direction. This 2,998cc DOHC inline-six featured an aluminum block with closed-deck design and twin turbochargers. The valve train used chain-driven dual overhead camshafts with variable valve timing on both intake and exhaust, while the crankshaft was a forged unit running in seven main bearings. The intake system used twin twin-scroll turbochargers with air-to-air intercoolers, while the exhaust featured an integrated manifold. With 11.0:1 compression and a 7,000 RPM redline, it produced 335 hp at 5,000-6,500 RPM and 369 lb-ft at 1,500-4,400 RPM. The cooling system used a dual-circuit design with separate cooling for cylinder head and turbochargers, while the oiling system employed a variable-displacement vane pump. This engine's combination of modern turbocharged performance and BMW engineering creates the most capable Morgan ever while maintaining the brand's essential character.

The all-electric powertrain developed for the Morgan EV3 prototype that represents the brand's future. This system features a liquid-cooled permanent magnet synchronous motor producing 120 hp, powered by a 20 kWh lithium-ion battery pack. The motor is mounted in the rear of the traditional Morgan chassis, while the power electronics employ silicon carbide technology for efficiency. The battery management system features active thermal management with liquid cooling, while the charging system supports DC fast charging. With 0-62 mph acceleration in under 9.0 seconds and range of 150 miles, this powertrain maintains Morgan's driving purity while transitioning to zero-emission propulsion. The lightweight construction and instant electric torque create a driving experience that preserves Morgan's essential character while embracing electrification.

The modern V6 that powered the limited-production Morgan Three Wheeler and provided modern performance in a traditional package. This 3,727cc 60° V6 featured an aluminum block and heads with dual overhead camshafts and four valves per cylinder. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in four main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured equal-length headers. With 10.5:1 compression and a 6,500 RPM redline, it produced 305 hp at 6,500 RPM and 280 lb-ft at 4,250 RPM. Mounted in a motorcycle-style configuration at the front of the three-wheeler, this engine's combination of modern V6 power and lightweight construction created an exhilarating driving experience that perfectly captured Morgan's spirit.

The modern twin-cam four that powers the current Morgan Plus 4 and maintains the model's sporting character. This 1,999cc DOHC inline-four featured an aluminum block with aluminum head and four valves per cylinder. The valve train used chain-driven dual overhead camshafts with variable valve timing, while the crankshaft was a forged unit running in five main bearings. The intake system used variable-length intake manifold with electronic throttle control, while the exhaust featured a tubular header. With 11.0:1 compression and a 7,000 RPM redline, it produced 154 hp at 6,000 RPM and 148 lb-ft at 4,500 RPM. The cooling system used a front-mounted radiator with electric fan, while the oiling system employed a variable-displacement vane pump. This engine's combination of modern efficiency, willing revving character, and reliable operation makes it the perfect powerplant for the traditional Morgan sports car experience.

The robust and widely-used Mazda-sourced 5-speed manual that has been the standard transmission for the traditional Morgan 4/4 and Roadster models for decades. This gearbox was chosen for its reliability, smooth shift action, and compact size, which fits well within Morgan's narrow chassis. The shift action is precise and mechanical, providing a satisfying, direct feel that complements the car's analog character. While thoroughly modern in its origins, its integration into a car with a ash wood frame and hand-beaten aluminum body creates a uniquely anachronistic driving experience. It is a dependable workhorse that perfectly suits the classic, unfiltered nature of these models.

The raw, visceral, and unapologetically mechanical 5-speed motorcycle transmission sourced from Mazda and used in the Morgan 3-Wheeler. This is a constant-mesh gearbox with a dog-ring engagement, operated by a hand-held lever on the side of the transmission tunnel. Shifting requires a firm, deliberate pull or push, accompanied by a solid 'clunk.' There is no synchronisation, requiring rev-matching on downshifts. The transmission is mated directly to the S&S V-twin engine's output via a toothed belt, and power is sent to the single rear wheel via a motorcycle-style chain. This setup is the absolute pinnacle of analog, elemental driving, offering a thrilling, noisy, and deeply immersive experience that feels more like piloting a vintage aircraft than driving a car.

The sophisticated ZF 8-speed automatic transmission sourced from BMW and used in Morgan's modern 'Plus' series, such as the Plus Four and Plus Six. This represents Morgan's embrace of modern performance technology. The transmission is controlled by a traditional, polished aluminum Morgan gear lever, but its operation is anything but traditional. It provides seamless, lightning-fast shifts and is fully integrated with the powerful BMW turbocharged engines. It features multiple drive modes and paddle shifters, transforming the Morgan from a vintage cruiser into a capable grand tourer that can devour modern highways with ease and refinement. This transmission offers a dramatic contrast to the vintage models, providing effortless, high-performance motoring within a classic silhouette.

The simple, rugged 4-speed manual gearbox used in vintage Morgan models from the 1960s and 70s, such as the Plus 4 and Plus 8. These transmissions, often sourced from Ford or Moss, were entirely mechanical, with a long, truck-like throw and a heavy clutch. They were notoriously vague, requiring a learned hand to find the gears without grinding. First gear was often non-synchromesh. This raw, unassisted interaction was part of the charm and challenge of driving a classic Morgan, demanding skill and concentration from the driver and providing a profound sense of accomplishment when executed smoothly. For purists, this is the definitive Morgan transmission experience.

A significant evolution for the three-wheeler line, the Super 3 abandons the motorcycle transmission for a more conventional, synchronised 5-speed manual sourced from the automotive world. This transmission provides a much more refined and accessible driving experience compared to its predecessor. The shift action is smoother and more precise, with a traditional H-pattern gate. This change makes the Super 3 easier to live with in daily traffic, broadening its appeal while still retaining the open-air, elemental thrill of three-wheeled motoring. It represents a thoughtful modernization of the concept, prioritizing usability without completely sanitizing the character.

Founded in 1910 by HFS Morgan at the Malvern Link, Worcestershire factory that remains in continuous family ownership, Morgan maintains handcrafted manufacturing using traditional ash wood frames, hand-formed aluminum panels, and hand-stitched leather interiors—applying traditional construction techniques to achieve modern performance standards. Beginning with three-wheeler origins in 1909 before four-wheel production started in 1936, Morgan created iconic models like the Plus 4 and V8-powered Plus 8 before the revolutionary 2019 CX-Generation platform brought BMW engine partnership and modern bonded aluminum chassis while preserving traditional appearance. Limited production volume enables bespoke customization that honors strong British heritage influenced by Chapman's lightweight philosophy, where driving purity remains paramount. Morgan represents automotive anachronism as virtue: while competitors chase economies of scale and automation, Morgan deliberately maintains labor-intensive handcrafting that would seem commercially insane except that enthusiasts willingly pay premiums and endure years-long wait lists for cars built using techniques from another century. The brand proves that authenticity and craftsmanship retain value in a mass-produced world, and that sometimes progress means preserving what works rather than changing for change's sake—offering driving purity unavailable from manufacturers optimizing for quarterly profits.