The most powerful production Morgan is no longer just a launch announcement. Production is under way, road tests are in, and the real UK on-road price is clearer. Here is what the Supersport 400 is actually like, what it costs and what has changed since its reveal.
Four hundred horsepower sounds almost ordinary in 2026. You can buy family electric cars with more. Put 402bhp into a Morgan weighing only 1,170kg, sit the driver low and well back in the chassis, and the number suddenly becomes rather more interesting.
When Morgan unveiled the Supersport 400 in April, the story was mostly a specification sheet. Since then production has started, independent road tests have arrived and Morgan’s current UK price list has made the ownership proposition much clearer.
The useful news is that the extra power has not turned the car into a caricature. The first proper drives broadly agree that it remains unmistakably a Morgan: light, physical, noisy and full of character. It is simply much faster than any production Morgan before it.
There is another important correction to make straight away. The £112,965 figure attached to the launch was before UK VAT. Morgan’s current UK list price is £135,558 including VAT, while the official on-the-road price starts at £138,883 before options.
Morgan Supersport 400 at a glance
| UK on-the-road price | From £138,883 |
| Engine | 2,998cc BMW B58 O1 turbocharged straight-six |
| Power | 402bhp |
| Torque | 500Nm / 369lb ft |
| 0-62mph | 3.6 seconds |
| Top speed | 180mph |
| Kerb weight | 1,170kg |
| Power-to-weight | About 344bhp per tonne |
| Gearbox | Eight-speed automatic |
| Drive | Rear-wheel drive |
| Suspension | Dynamic Handling Pack with 24-way adjustable Nitron dampers |
| Production status | Production began in May 2026; independent road tests are now published |
About the Morgan Supersport 400
- The Supersport 400 is more than a tuned engine
- 402bhp feels different when the car weighs 1,170kg
- What the first road tests have now told us
- Dynamic Handling Pack: standard on the 400
- That handsome metal ‘gear lever’ is still controlling an automatic
- The cabin is deliberately analogue, but no longer primitive
- Hardtop or open roadster? The Supersport can do both
- What does a Morgan Supersport 400 really cost in the UK?
- Is the Supersport 400 a limited edition?
- Does the Supersport 400 justify its price?
- Current UK options worth knowing
- Key specifications
- Frequently asked questions
The Supersport 400 is more than a tuned engine
The standard Supersport was already quick. Its BMW-sourced 3.0-litre turbocharged straight-six produces 335bhp, which is hardly a shortage in a car this light. The 400 moves to the newer BMW B58 O1 engine specification and lifts output to 402bhp.
Morgan did not simply wind up the boost and call it a day. The car gets revised cooling, including new front wing vents and changes around the grille, plus an Active Performance Exhaust developed specifically for the 400. The exhaust uses a higher-flow arrangement and gives the car a harder-edged six-cylinder voice.
The result is 67bhp more than the regular Supersport with the same basic idea intact: a front-mounted straight-six, rear-wheel drive and a compact two-seat body built around Morgan’s CXV bonded-aluminium platform.
That mix matters. The Supersport 400 may look like a distant relative of a pre-war roadster, but the structure underneath is modern. Morgan still uses ash within the body construction, yet the chassis, powertrain, suspension and electronics belong firmly to the present day.
402bhp feels different when the car weighs 1,170kg
The number worth dwelling on is not 402bhp. It is roughly 344bhp per tonne.
Morgan quotes 0-62mph in 3.6 seconds and a 180mph top speed. More tellingly, the engine develops its 500Nm of torque from very low revs, so the car does not need to be thrashed to feel urgent. Contemporary road tests describe the acceleration as genuinely serious rather than merely quick by Morgan standards.
That gives the car an unusual character. The view over the long bonnet, the low seating position and the sense that your hips are not far ahead of the rear axle all tell your brain ‘traditional roadster’. The rate at which the scenery disappears says something rather newer.
It is this contrast that makes the Supersport 400 interesting. A fast Porsche or Aston Martin surrounds similar performance with a far thicker layer of refinement. The Morgan leaves more of the experience exposed.
What the first road tests have now told us
Back at launch, nobody outside Morgan could say whether the extra power would upset the balance. We can now answer that with a reasonable degree of confidence.
Autocar, evo and Top Gear have all driven the car, and the consensus is remarkably similar. The engine makes the 400 dramatically quicker, yet the chassis still feels approachable and progressive. The steering remains relatively light, the car changes direction cleanly and the rear-driven balance is easy to read.
There is a price for the extra focus. The standard Dynamic Handling Pack gives the 400 a firmer low-speed ride than the regular Supersport, and testers have noted that broken surfaces can make it jiggle. The useful part is that the Nitron dampers are adjustable, so an owner is not locked into one factory setting.
The other point repeated in early tests is that refinement remains secondary. Roofs and improved weather protection make the modern Supersport more usable than Morgans of old, but road and wind noise still remind you that this is a hand-built lightweight sports car, not a shrunken luxury GT.
Dynamic Handling Pack: standard on the 400
The Supersport 400 includes Morgan’s Dynamic Handling Pack as standard. On the regular Supersport it is an extra, which helps explain some of the 400’s price premium.
The pack brings adjustable Nitron dampers, revised suspension geometry and 24 clicks of damping adjustment. Morgan has calibrated the 400 more firmly to sharpen body control and response, but owners can soften or stiffen the dampers to suit the road and their tolerance for potholes.
The 19-inch forged Sportlite wheels also come as standard. Their job is not merely cosmetic. Lower unsprung mass and rotational inertia help the suspension and steering respond more cleanly, while Michelin Pilot Sport 5 tyres provide the road contact.
One option still looks almost compulsory: the limited-slip differential. Morgan charges £2,425.42 including VAT. On a 402bhp rear-wheel-drive car with this much low-rev torque, I would struggle to leave that box unticked.
That handsome metal ‘gear lever’ is still controlling an automatic
The original launch coverage created a small trap for anyone scanning the photographs. The polished aluminium selector looks satisfyingly mechanical, but the Supersport 400 is not a manual.
Every 400 uses an eight-speed automatic transmission. The optional £1,741.32 aluminium selector replaces the more generic BMW-style control with a Morgan-designed unit machined from aluminium. Push it across and it can command manual shifts through the automatic gearbox, while steering-wheel paddles remain available.
It sounds like a minor detail until you sit in a Morgan cabin. The whole point of the interior is tactility: metal switchgear, wood, leather or Alcantara and analogue-looking instruments. A mass-market selector sitting in the middle of that environment always felt conspicuous. The new unit finally looks as though it belongs.
Would a six-speed manual make the 400 even more appealing? Probably, at least to some enthusiasts. For now, it does not exist, and the automatic’s speed and breadth of ratios suit the immense torque rather well.
The cabin is deliberately analogue, but no longer primitive
Morgan continues to resist the modern urge to make every interior look like a laptop shop. The Supersport 400 uses physical controls and analogue-style dials, with bespoke artwork for the flagship model.
Those dials come from Caerbont, the British company descended from the original Smiths instrument business. Behind the traditional faces sit modern CAN and LIN electronics. It is exactly the sort of old-meets-new detail Morgan does well.
There are modern comforts where they make sense. Air conditioning, power steering, remote central locking and Bluetooth audio are standard. A Connectivity Pack adds wireless phone charging and phone integration, while Sennheiser premium audio costs £3,731.40.
Alcantara trim, special stitching, custom leather, marquetry veneers and almost limitless paint choices allow owners to make the cabin as sober or eccentric as they wish.
Hardtop or open roadster? The Supersport can do both
One of the regular Supersport’s biggest advances over the old Plus Six was usability, and the 400 keeps that advantage.
A folding black mohair hood is standard. Buyers can instead choose a body-coloured or Sophisto Grey hardtop, or order both roof systems. Morgan says the carbon-composite hardtop weighs 19.7kg and uses a large curved rear screen to make the cabin feel less enclosed.
The ability to swap between a proper hardtop and an open roadster gives the 400 two quite different personalities. With the roof removed it is the full wind-in-your-face Morgan experience. Fit the hardtop and it becomes a more convincing long-distance car, even if nobody will mistake it for a silent motorway cruiser.
The hardtop and folding-hood combination costs £6,834.68 including VAT, so versatility is not a cheap option. Then again, ‘cheap option’ is not a phrase that appears often in a Morgan configurator.
What does a Morgan Supersport 400 really cost in the UK?
Morgan’s current UK price list, effective from April 2026, separates the numbers properly. The basic list price is £112,965 before VAT. VAT adds £22,593, taking the price to £135,558. The official UK on-the-road figure starts at £138,883.
That on-the-road price includes delivery to the supplying dealer, pre-delivery inspection, number plates, fuel, first registration and first-year Vehicle Excise Duty based on the rate used when Morgan prepared the list.
Options can move the total briskly. The aluminium selector costs £1,741.32, the limited-slip differential £2,425.42, the combined hardtop and folding hood £6,834.68, Sennheiser audio £3,731.40 and one of the new satin paint finishes £5,221.51.
Add just those five items to the quoted on-the-road starting price and the total is about £158,800, before exploring bespoke leather, marquetry, graphics, paint protection film or any of Morgan’s more individual commission choices.
That makes the 400 a very expensive way to go very fast. It also puts it in the financial territory of much more polished sports cars. Morgan’s answer is that polish is not really the point.
Is the Supersport 400 a limited edition?
No numbered production cap has been announced. Autocar reports that the Supersport 400 sits alongside the regular Supersport rather than replacing it, and that Morgan expects to build roughly 200 to 250 Supersports a year across the range.
Morgan builds each car to order at Pickersleigh Road in Malvern. Production of the 400 began in May 2026, so the earlier ‘delivery dates to be announced’ wording is now out of date. The car is in production and the first wave of independent road tests has already taken place.
The wider context is interesting too. Morgan has been investing in its CXV platform, new models and export growth. The regular Supersport completed US homologation in July 2026, giving Morgan access to one of its most important overseas markets. The 400 therefore arrives during a period when the company is trying to grow without losing the hand-built identity that makes it unusual.
Does the Supersport 400 justify its price?
If you judge sports cars only by objective performance, probably not. A mass-produced rival can offer more refinement, more technology, tighter weather sealing and a dealer network on another scale.
That is also a slightly pointless way to judge a Morgan.
The Supersport 400’s appeal lies in the collision between two eras. You get a hand-formed body, a long bonnet, a tiny cockpit and the sense of occasion that comes with something built in Malvern in very small numbers. Underneath sits one of BMW’s best modern straight-six engines, a sophisticated aluminium platform and properly developed adjustable suspension.
The first road tests suggest Morgan has found the right balance. The 400 is not a regular Supersport with a big number stuck on its tail. It has more cooling, more soundtrack, sharper chassis calibration and significantly more pace. Crucially, it still behaves like a Morgan rather than a miniature supercar.
That may be the strongest argument for it. At a time when even very fast cars can feel strangely interchangeable, the Supersport 400 is difficult to confuse with anything else. Expensive, imperfect and slightly eccentric? Absolutely. But those are not necessarily disadvantages when the alternative is being forgettable.
Road-test update: Independent tests published from May through August 2026 now give us real-world evidence that the 400’s additional power has not overwhelmed the chassis.
Current UK options worth knowing
Morgan’s April 2026 UK price list makes it easy to see how quickly a personal commission can climb beyond the £138,883 on-the-road starting point.
| Option | Price including VAT |
| Limited-slip differential | £2,425.42 |
| Aluminium automatic gear selector | £1,741.32 |
| Hardtop plus black mohair folding hood | £6,834.68 |
| Sennheiser premium audio | £3,731.40 |
| Satin paint finish | £5,221.51 |
| Bronze 19-inch Sportlite wheels | £995.04 |
| Coral front brake calipers | £481.88 |
| Connectivity Pack | £342.05 |
Key specifications
| Model | Morgan Supersport 400 |
|---|---|
| Status | In production; production commenced May 2026 |
| Platform | Morgan CXV-Generation bonded-aluminium platform |
| Engine | 2,998cc BMW B58 O1 turbocharged straight-six |
| Power | 402bhp |
| Torque | 500Nm / 369lb ft |
| Transmission | Eight-speed automatic |
| Drive | Rear-wheel drive |
| 0-62mph | 3.6 seconds |
| Top speed | 180mph |
| Kerb weight | 1,170kg |
| Power-to-weight | Approximately 344bhp per tonne |
| Suspension | Dynamic Handling Pack, adjustable Nitron dampers, revised geometry |
| Damper adjustment | 24 clicks |
| Wheels | 19-inch forged Sportlite alloys |
| Tyres | Michelin Pilot Sport 5 |
| Limited-slip differential | Optional, £2,425.42 including VAT |
| Active Performance Exhaust | Standard |
| Standard roof | Black mohair folding hood |
| Hardtop | Optional carbon-composite hardtop, 19.7kg |
| UK list price ex VAT | £112,965 |
| UK list price inc VAT | £135,558 |
| UK on-the-road price | From £138,883 |
| Warranty | 36 months / 36,000 miles |
| Built | Pickersleigh Road, Malvern Link, Worcestershire |
Frequently asked questions
Morgan’s current UK price list shows £112,965 before VAT, £135,558 including VAT and an official on-the-road price from £138,883. Options can take the final figure well beyond £150,000.
It produces 402bhp and 500Nm of torque from a 2,998cc BMW B58 O1 turbocharged straight-six engine.
Morgan quotes 0-62mph in 3.6 seconds and a top speed of 180mph.
Automatic only. It uses an eight-speed automatic gearbox. The optional aluminium gear selector is a bespoke control for that automatic transmission, not a manual gear lever.
It is optional rather than standard. Morgan’s current UK price list charges £2,425.42 including VAT for the limited-slip differential.
It is standard on the Supersport 400 and includes adjustable Nitron dampers, revised suspension geometry and 24 levels of damping adjustment.
Yes. A folding black mohair roof is standard, while a carbon-composite hardtop is optional. Buyers can also specify both roof systems.
Morgan has not announced a numbered production limit. It is a build-to-order flagship that sits alongside the regular Supersport.
Morgan hand-builds the Supersport 400 at Pickersleigh Road in Malvern Link, Worcestershire.
Photo credits: All supplied images are credited to Morgan Motor Company / morgan-motor.com.
Like What You’ve Read?
For more articles like this, receive our weekly e-newsletter, including partner deals and all things motoring, register your email below.
Please note: You cannot subscribe to Smart-Motoring unless you put a tick in the checkbox below to indicate have read and agreed to our privacy policy.
