It’s called the Aero ‘GT’, this one being number eight of a run of only eight ‘gloves off’ cars, as Morgan puts it. Each costs £144,000 but the sky is limit as goes customisation, with the handful of owners individually invited to the Malvern Link works to meet chief designer Jon Wells and create something unique.
What makes the Aero GT stand out from other Morgan cars?
Though both are actually Lamborghini hues, the green and gold livery of this example is inspired by the ash-framed Aero Super Sport cars prepared by Jacques Lafitte for FIA GT3 racing a decade ago. Dazzling? Just a bit. An Aventador would struggle to hold the limelight next to one of these; a Huracàn may not as well exist.
Look closer and you’ll clock aggressive aero, which most noticeably differentiates these models and which the GT wears in the manner of Kalashnikov-carrying librarian. Louvres cascading down the hydroformed aluminium wheelarches are redolent of that other brutish Brit, the TVR Sagaris, and there are diveplanes in the front bumper with further pressure-relieving cutouts behind the gold-painted rear wheels.
Then there are the circular vents in the trailing edge of the removable carbon roof - to these eyes a superb historical touch - but the coup de grace is a carbonfibre diffuser cut high into the tapered rear bodywork. Morgan insists the changes are functional, with their roots in the development work done during the 2015 redesign of the standard Aero 8.
What hasn’t changed is the driveline or the mechanical underpinnings. Given Morgan places a £50,000 premium on the GT over the Aero 8, that should raise a few eyebrows, but it remains a mouth-watering setup, so bear with.
That naturally aspirated 4.8-litre N62 BMW engine delivers 367bhp and 370lb ft exclusively to the rear tyres through a six-speed manual ‘box and a mechanical limited-slip differential also of Bavarian origin. All this in an aluminium bonded and riveted chassis weighing a mere 1180kg without fluids? Only Lotus does similar. Meanwhile at each corner you’ll find manually adjustable dampers with AP Racing brakes.
Does the Aero GT perform like a true sports car?
Out on the road, the GT goes about its business as Aeros do. The engine is closer to your kneecaps than it is the front axle, and that axle seems leagues away from your hands, which in this case rest on a low-slung Moto-Lita wheel with a lovely alloy boss and spokes that match the heavy-set gearknob.
This car’s Tillet carbon seats (beloved also by quicker Caterham models) are padded out with quilted leather, and feel as though you could barely slide a deck of cards between their base and the floorpan. Straightaway the GT feels unusually reassuring simply to be in - certainly compared to the aloofness of more sophisticated rivals - and while there’s little scope for flailing elbows, headroom won’t be a problem unless your place of work is a basketball court.
This last-of-the-line Aero is also beautifully finished. Those who’ve not set backside in a Morgan for some time will be surprised, even if the clock is inexplicably positioned where you’d expect to find the passenger-side air vent and not all of the grain of the wooden trim aligns flawlessly. There’s also no infotainment to speak of but third-party navigation systems and the like can be charged via a USB port in glovebox.
Morgan claims these cars will hit 62mph in a modest 4.5sec but the fact is speed seems such a trivial matter when you’re at the wheel. The gearing is short, the throw positive and the steering resistive, so there’s plenty of work to do - and satisfaction to be had - even if you’re not out to set records. Likewise, mere tendrils for A-pillars and an abundance of glass always exaggerate one’s sense of progress, so while 467bhp would be welcome, it simply isn’t necessary.