2025 Morgan Plus Four: Classic Craftsmanship Meets Modern Engineering

The 2025 Morgan Plus Four is more than a retro-styled roadster—it’s a study in how a boutique British marque stretches analog coachbuilding into the 21st century. With classic coachlines over an aluminum chassis, ash-wood framing, and a modern BMW powertrain, Morgan has painstakingly homologated this model as a replica to satisfy NHTSA requirements in the U.S. for the first time since 2005.

Homologation as a Replica: FMVSS Exemptions Explained

To return to the American market, Morgan spent five years navigating the National Highway Traffic Safety Administration’s (NHTSA) replica-car provisions. Under 49 CFR § 571, the Plus Four enjoys a suite of FMVSS exemptions that permit its lightweight, minimalist ethos:

• Side impact protection (49 CFR 571.214): No door beams or side airbags.
• Ejection mitigation (49 CFR 571.226): No head-curtain airbags or knee bolsters.
• Hood latch system (49 CFR 571.118): Simplified latching mechanism to save mass.
• Tire pressure monitoring (49 CFR 571.138): Omitted in favor of manual checks.

“Exemptions allow us to retain that sub-2,300-lb curb weight,” says a Morgan homologation engineer. “It’s the only way to preserve the raw driving experience.”

Chassis and Materials Engineering

Underneath the luan-veneer seats lies a bonded aluminum platform that Morgan calls the CX-Generation chassis. Multi-plate 6000-series aluminum extrusions are epoxy-bonded and rivet-fastened in an autoclave process, yielding a torsional stiffness of 14,000 Nm/degree—on par with many modern sports cars yet at a 25% weight reduction. Above, the bodywork still attaches to a handcrafted ash-wood frame, chosen for its vibration-dampening properties and traditional coach-builder appeal.

Powertrain Integration and Performance

The BMW B48 2.0-liter turbocharged inline-4 under the rear decklid delivers 255 hp at 5,000–6,000 rpm and 295 lb-ft of torque from 1,550–4,400 rpm. The engine meets Euro 6d and U.S. Tier 2 Bin 5 emissions standards without any Morgan-specific modifications, relying on BMW’s latest direct-injection and variable-geometry turbo hardware. Power is routed through ZF’s 8HP45 eight-speed automatic transmission, featuring dual clutch packs and shift times of approximately 220 ms. Unfortunately, manual purists in the U.S. remain disappointed, as Morgan chose not to import the six-speed stick offered in other markets.

• 0–60 mph: 4.8 seconds
• Top speed: 140 mph (electronically limited)
• Weight distribution: 52:48 (front:rear)
• Curb weight: 1,040 kg (2,293 lb)

Driving Dynamics and Handling

The optional Dynamic Handling Pack ($2,410.63) equips adjustable Nitron dampers with separate high- and low-speed compression valving—40 clicks of adjustment—plus a thicker rear sway bar and 3% stiffer rear springs. In Sport+ mode with stability control off, the Plus Four’s 205 mm rear tires break traction predictably, inviting playful drifts. Steering feedback is robust, with a 14.5:1 ratio rack and a 3.0-bar assist at center. Despite its minimal sound deadening, the optional active sport exhaust ($2,827.50) adds drama via turbo whine and pop-bangs on lift-off.

Comparative Market Analysis

Few modern sports cars remain below 1,200 kg. The Mazda MX-5 weighs 1,058 kg but offers only 181 hp and modern safety gear. The Alpine A110 (1,098 kg) and Lotus Emira (1,395 kg) bring more power but sacrifice Morgan’s wood-frame heritage. Porsche Boxster models now exceed 1,400 kg. The Plus Four’s unique value lies in its coachbuilt identity and sub-2,300-lb curb weight.

Modernization vs. Heritage: Interior and Infotainment

Inside, the usability trade-offs of classic design are evident. Comfort Plus seats are cushioned but lack lateral bolstering; lumbar controls are hand-stitched leather buttons that require guesswork to operate. The steering wheel adjusts rake but not reach. Analog dials—two main gauges and a small digital trip computer—sit ahead of a central pod housing push-button start, air-con vents, and Bluetooth audio controls. Padded blocking around the plexiglass windows is minimal, causing drafts and rattles. Higher-resolution touchscreens remain absent, though Morgan teases an optional 7-inch retrofit unit for late-2025 buyers.

Expert Opinions and Future Outlook

According to Sarah Hemmings, senior automotive engineer at Williams Advanced Engineering (Morgan’s new strategic partner on EV development), “The CX chassis is a great base for a lightweight EV—ash-wood reinforcements even help isolate battery pack noise.” Morgan has already filed patents for an EV conversion kit, hinting at a fully electric Plus Four by 2027. Meanwhile, CEO Steve Morris confirmed that a manual transmission option is under evaluation for U.S. homologation in late 2026.

Conclusion

At $103,970 as tested, the 2025 Morgan Plus Four delivers an intoxicating blend of retro craftsmanship and modern performance—but it remains unforgiving in areas of comfort and convenience. Without a U.S. manual transmission, true driving purists may hesitate. Still, no current model better encapsulates the allure of coachbuilt sports cars while packing a BMW‐sourced punch. Morgan’s path forward, likely toward electrification with its heritage intact, will determine whether this handcrafted roadster remains a timeless icon or becomes a niche curiosity.