New Morgan Plus Six 2021 review
With a turbocharged BMW engine under the bonnet, is the Morgan Plus Six a real alternative to the sports car norm?
On the surface Morgan’s 2022 model year Plus Six doesn’t look much different, but a range of subtle upgrades have collectively made a big difference to it overall. So although it remains expensive at £85k, it still feels every inch like a true Morgan but one with a better hood, a more comfortable cabin, sharper than ever dynamics and a rousing soundtrack to match. We love it, and so do its increasing band of customers.
Usability, refinement and enhanced driving enjoyment. These are the elements that define the new £84,995, 166mph, 335bhp Plus Six according to its creators, and after 112 years in business they should know their customers better than most.
In this case that means a comprehensively redesigned roof - one that doesn’t just look neater and fit better, but which is also far simpler to use than before, which will be a welcome discovery to anyone who’s wrestled to get the old hood up in a hurry when it started to rain.
It also brings a much needed pair of new seats in place of the previous bench-style seats; and these, perhaps more than any other aspect, define the new Plus Six as a more serious driving machine.
Car group tests
- Abarth Punto vs Corsa SRi
- Jaguar XE 300 Sport vs Alfa Romeo Giulia Veloce
- Alfa Romeo Stelvio vs Jaguar F-Pace
- Alpina XD3 Biturbo vs Porsche Macan S Diesel
- BMW M2 CS vs Porsche 718 Cayman GTS vs Alpine A110 S
- Audi TTS vs Alpine A110 vs Porsche 718 Cayman
- Ariel Nomad
- Audi Q5 vs Volvo XC60 vs Hyundai Santa Fe: 2021 group test review
- BMW 5 Series vs Audi A6 vs Volvo S90
- Aston Martin DBX vs Bentley Bentayga
- BMW 5 Series vs Audi A6 vs Volvo S90
- Abarth 124 Spider review
- Abarth Punto (2008-2015)
- Alfa Romeo Giulia review
- Alfa Romeo Stelvio review
- Alfa Romeo 4C (2014-2019) review
- Citroen Ami: long-term test review
- Cupra Leon TSI 300: long-term test review
- Cupra Formentor V1: long-term test review
- Ford Puma ST-Line: long-term test review
- Honda e: long-term test review
- Land Rover Discovery Sport D180: long-term test review
- Porsche 718 Cayman GTS 4.0: long-term test review
- Renault Clio Iconic: long-term test review
- SEAT Leon e-Hybrid: long-term test review
- SEAT Mii electric: long-term test review
- New AC Cobra 378 Superblower 2021 review
- New AC Cobra 378 review
- New Alfa Romeo Giulia GTAm 2021 review
- New Alpine A110 Legende GT 2021 review
- New Callum Vanquish review
- Aston Martin Rapide S review
- New Audi Q5 Sportback 2021 review
- New Audi e-tron S 2021 review
- New Bentley Bentayga Hybrid 2021 review
- New Bentley Continental GT Speed 2021 review
Used car tests
- Used Alfa Romeo Giulia (Mk1, 2016-date) review
- Used Bentley Bentayga review
- Used Bentley Continental GT review
- Used DS 5 review
- Ferrari 348: Buying guide and review (1989-1994)
- Ferrari F40: Buying guide and review (1987-1992)
- Ferrari Mondial: Buying guide and review (1980-1993)
- Used Fiat 500 review
- Used Fiat 124 Spider review
- Used Honda CR-V (Mk4, 2012-2017) review
There is still antiquation on offer aplenty, even with a potent and distinctly modern 3.0-litre BMW straight six turbo engine and eight-speed automatic gearbox nestling beneath that inimitably long bonnet. But together with an optional new sports exhaust system and subtler additions such as a lockable new luggage compartment in the rear and, heaven forbid, new USB ports and Bluetooth connectivity for your phone, Morgan has guided the Plus Six – and its smaller four-cylinder brother, the Plus Four, which we’ll write about in weeks to come – towards the 2022 model year, without going over the top.
As a result, the “new, improved” Plus Six feels subtly modern and practical in its approach but still charmingly old-school in its fundamental personality. That’s not an easy balance to strike given the amount of technology that Morgan could so readily have unleashed upon the car. But this will come later, they say, because Morgan has every intention of being around for another 112 years and is already working hard on EV models for 2030 and beyond.
In the here and now, however, the Plus Six appears to be just what the doctor ordered. The test car wore eye-catching Viper Green paintwork, 19in wheels and tyres and had the optional new adaptive sports exhaust system fitted, taking the price from £85k to £100,064 and allowing it to produce a rousing series of crackles on overrun in the process.
For some customers this might seem a little bit over the top, in which case there’s a range of more traditional colours to choose from and a less vocal exhaust that can be specified as standard. But no matter which range of options you choose, you get a smooth and powerful BMW straight six turbo engine and an eight-speed ZF automatic gearbox with paddles, like it or not. Some customers initially say they want a manual but when they try the auto, they tend to like what they find, says Morgan, hence the reason there is no manual alternative.
Either way, the broad-shouldered Plus Six goes every bit as good as it looks and is, on the right road, a beguilingly lovely car to drive. This car is categorically not about zero to 62mph times or top speed, but if you must know it’ll do it in 4.2sec and won’t run out of steam until a bona fide 166mph registers on the speedometer, which is still analogue in design and continues to sit charismatically in front of the passenger, not the driver.
On the move the Plus Six feels more than just a little bit urgent. The initial step-off in first gear is borderline savage, and when you get going the acceleration on tap is always more than enough. In a straight line this is a seriously rapid car, with vast reserves of torque in the mid-range and a genuinely hair raising edge to its delivery – and raw performance – over the final 1500rpm. Much as you’d expect from what is essentially a BMW M140i engine inserted into a car that weighs not a lot more than a tonne.
The gearbox also works a treat in conjunction with the engine, with a sport mode that enables manual shifting via the paddles and a sport plus mode that makes the throttle response even sharper still. There is no traction control and in the dry, it doesn’t need it, even with this much energy going through the rear tyres.
You would never call the Plus Six incisive or definitive in its handling. But again, it doesn’t seek to offer that kind of driving experience in the first place. Thanks to decent body control, light but accurate power steering, fine brakes and surprisingly excellent traction, it is however a car you can have a whole heap of fun in, yet one that’s also calm and refined when you want it to be.
The new hood, as advertised, is also much easier to raise and lower than before while the wind management is also better than you might expect, hood up or down. On a sunny day it really is a delightful car to drive, even if its ride quality isn’t that great under the microscope and the steering doesn’t have quite the depth of feel you might like under bigger cornering loads.
Point is, Morgan’s engineers haven’t dragged the Plus Six kicking and screaming into the 2022 model year. Instead they’ve caressed it towards the future in just the right way, with a range of subtle but well-judged improvements that keep it relevant but still charming in every way. Which is why the waiting list for one is still six months long, and why Morgan’s future looks brighter than ever right now.
|Engine:||3.0-litre straight six, turbocharged, petrol|
|Transmission:||8-speed auto, RWD|