Morgan Roadster: Models and Specs

The artist formerly known as the Plus 8 was re-engineered after Rover V8 production ended, with Ford’s 3.0-litre Duratec V6 serving as a replacement and a new name introduced to distinguish this car from its Rover-powered predecessor. The five-link rear suspension made the Roadster more compliant and better-handling than the Plus 8, while in 2012, a 3.7-litre Ford Cyclone engine was fitted to the ladder-frame steel chassis.

Two Roadsters can look almost identical yet still feel meaningfully different, so anchor your search around engine choice.

Buyer note: If you thought axle tramp was a relic of the 20th century, the Roadster is the exception that disproves the rule. Indeed, if a seller demonstrates repeated hard launches as proof of a particular car’s performance, scrutinise its driveline condition and rear-end behaviour closely.​

Weight (or the lack thereof) is a key part of the Roadster’s success, with the 3.0 Duratec car weighing just 940kg. This helps the V6 to feel punchy, but it also means the car reacts sharply to setup, tyres and road surface quality. Judge the example in front of you, not its on-paper specifications.​​

Like the visually similar Plus 8, the Roadster’s visuals are a conscious time warp, with a long bonnet, waterfall grille and swooping wings backed by aluminium panels mounted on an ash body frame.​ Morgan created its own bellhousing to mount the Duratec V6 longitudinally and mate it to the manual gearbox.​

When dealing with an ash body frame, focus on straightness and integrity rather than cosmetic perfection.​ Don’t be perturbed by a back story involving restoration or repair, but do seek written evidence that any works were done in a way that respects the structure and alignment of a traditionally built Morgan.​​

The Roadster’s cabin is a symphony of round dials and buttons, leather-trimmed seats and a stubby central gearlever, all wrapping around the occupants in a style that’s somehow cosy and claustrophobic at the same time.

Make sure you’re comfortable with the driving position, the visibility down the long bonnet and the day-to-day limitations of a traditional open car.​​ Yes, there’s a roof, but its fitment won’t give Lexus engineers many sleepless nights.

Morgan explicitly framed the Roadster experience as being free from modern driving aids. The lack of ABS can be compounded by a tendency for the brakes to grab and lock the front wheels, so test the braking progressively and repeatedly on a test drive, and walk away if it doesn’t feel well-planted.

You’ll look in vain for ADAS or automatic emergency braking on any Roadster, though twin airbags were fitted from 2006 models onwards.

Prioritise consistent maintenance and evidence of sympathetic use, because the Roadster is a high-involvement car that doesn’t hide neglect. On a test drive, pay attention to driveline shunt, harshness over ridges and any sense that the rear axle is protesting more than it should.​​

Expect weight and feedback from the steering, but if it feels erratic or exhausting at normal speeds, a red flag is being waved. Equally, the suspension never felt settled even on factory-fresh models, but there’s a difference between that and being unduly crashy or nervous.​

It’s not unusable, but even Morgan admitted it demands attention and skill, with a level of physicality that makes this a car you need to guide rather than operate passively.​

That proven Ford V6 is a worthy successor, and because it sits further back in the car, it feels better balanced than the Plus 8 used to.​​

This car’s analogue setup, unassisted controls and traditional structure will betray any neglect immediately, so condition and a decent service history are paramount.​