Morgan’s Supersport 400 is not simply a slightly faster version of the standard Supersport. It is the new flagship, the most powerful production Morgan to date, and the first to exceed 400bhp. Built on the same CXV-generation bonded-aluminium platform as the regular car, it uses the latest BMW B58 inline-six with 402bhp, paired to an eight-speed automatic gearbox, and Morgan quotes 0-100 km/h in 3.6 seconds. The standard Supersport, by comparison, makes 335bhp. Morgan’s official European price list puts the Supersport 400 at €138,958.36 ex tax, making it roughly €35,000 more expensive than the standard Supersport. That makes the 400 an expensive proposition, but also a genuinely unique one.
The core of the appeal is the powertrain. The BMW unit is excellent anyway, but in the Supersport 400 it feels genuinely mischievous. It warbles like a GT-R, then pops, crackles and bangs in a way that recalls an old Jaguar F-Type. Morgan has fitted a model-specific high-flow Active Performance Exhaust System, and it gives the car a soundtrack that is far more boisterous than the elegant bodywork suggests.
That mismatch is part of the charm. There is a real cheekiness to the Supersport 400 because the drivetrain’s extrovert nature does not quite match the old-world visual elegance of the Morgan shape. Elderly bystanders hear it coming, turn to look, and then seem momentarily puzzled by what appears. It is not really a brute in a suit. It is more like an athlete in full spandex, but wearing a monocle and a top hat.
Morgan has not achieved that extra pace through power alone. Supersport 400 comes as standard with Morgan’s Dynamic Handling Pack, which adds adjustable Nitron dampers, revised suspension geometry and model-specific calibration. There are also forged 19-inch Sportlite alloy wheels (the standard aerodisk style are also available and actually lighter), Michelin Pilot Sport 5 tyres and an optional limited-slip differential. Morgan says the aim was greater composure, precision and control, and you can feel that. The front end is alert, the car turns in cleanly and there is a playful sense that the chassis is working with you rather than merely trying to contain the engine.
The ride is firmer than the standard car, and you do feel plenty of the tarmac beneath you, but the wonderfully sofa-like seats isolate more of that than you might expect. There is also a charming amount of flex still present in the chassis, which somehow feels right in a Morgan rather than disappointing. If you want to take the edge off, the Nitrons offer 24 clicks of adjustment. Wind noise, unsurprisingly, remains part of the experience. The ZF eight-speed automatic is adequately fast and suits the car’s character well, even if the real star of the show is the engine itself. Morgan’s own emphasis on keeping the car intuitive and approachable feels justified.
Inside, the Supersport 400 is better described as refreshingly sparse than merely fine. It still feels special because it refuses to drown the driver in distractions, and the added Alcantara trim gives the cabin a welcome injection of sporting intent. Morgan also gives the 400 bespoke stitching and unique dial artwork, while the optional Alcantara steering wheel and aluminium automatic gear selector further separate it from the standard car without spoiling the handmade feel.
Having spent time in the regular Supersport as well, it is clear the standard car remains a joy in its own right. It feels special, turns heads and has a character few modern sports cars can match. But the Supersport 400 leaves the stronger impression. It is rowdier, more raucous and more obviously shaped by its drivetrain. Existing owners need not rush to swap, but Morgan has done enough to justify the flagship. More importantly, it remains a genuinely unique proposition: a coachbuilt British sports car with old-school charm, modern BMW muscle and an unexpectedly naughty streak.
