{"id":2168622,"date":"2026-09-29T00:00:00","date_gmt":"2026-09-28T21:00:00","guid":{"rendered":"https:\/\/analyse.optim.biz\/?p=2168622"},"modified":"2026-09-29T00:00:00","modified_gmt":"2026-09-28T21:00:00","slug":"morgan-supersport-vs-porsche-911-carrera-t-which-100k-sports-car-is-best","status":"publish","type":"post","link":"https:\/\/analyse.optim.biz\/?p=2168622","title":{"rendered":"Morgan Supersport vs Porsche 911 Carrera T: which \u00a3100k+ sports car is best?"},"content":{"rendered":"
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\u201cA Morgan to finally win over Porsche buyers.\u201d That was the claim when the Supersport launched in early 2025, and it\u2019s one we weren\u2019t going to leave unchecked. Carmakers claim a lot of stuff that\u2019s easily shrugged off as cliched hyperbole, but whatever answer we find here, it\u2019s just going to be plain fun finding out, right?<\/p>\n

These are two of the most driver focused cars on sale. The Supersport strides a path once trodden (rather boisterously) by TVR. With lightweight body panels, rear wheel drive and a large and lusty six cylinder engine up front, the propensity for both thrills and spills burbles away the second you fold yourself into its cabin and prod the starter button. Current Morgans have much better manners than those old Blackpool rockets, though, with a modern aluminium chassis, airbags and stability control giving them some welcome eloquence.<\/p>\n<\/div>\n

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Photography: <\/strong>Jonny Fleetwood<\/em><\/p>\n

Its styling vividly betrays the 21st century glow up. It\u2019s a Morgan, alright, but the shapes are smoother and more sophisticated and the chrome dial has been turned down. It might rub traditionalists up the wrong way with its overt signals of \u2018forward thinking\u2019, in fact. The outgoing Plus Six had a similar stance beneath the skin \u2013 its vintage design cues had perhaps fooled you otherwise. This Supersport is an altogether more sculptured, purposeful thing, even if some of its angles might take some acclimatisation.<\/p>\n<\/div>\n

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The Porsche 911 Carrera T needs no such adjustment, looking \u2013 as the Clarksonism dictates \u2013 just like those that came before it. That\u2019s not completely true, of course, but this is a familiar silhouette with the T treatment limited to chintzy stickers and puddle lamps from a pure exterior design perspective. The big story lies between its hardcore bucket seats: an open-pore walnut knob denotes its 6spd manual \u2018box. It\u2019s your only option on the Carrera T, and the Carrera T is now the only 911 outside of GT3 universe to offer a stick shift.<\/p>\n

Wood? In a 911? It sounds like Porsche is stealing Morgan\u2019s moves too. The Supersport counters back with exposed timber when you open its boot \u2013 yes, there\u2019s finally a boot! \u2013 as a cherry atop the ash frame that still forms the skeleton of its cars. Sustainable and flexible, as well as a clear link to the firm\u2019s enviable 127 year heritage, it\u2019s to be celebrated rather than scorned. And when the Supersport weighs just 1,170kg \u2013 versus the 911\u2019s 1,490kg \u2013 it\u2019s clearly a smart way to build a sports car.<\/p>\n<\/div>\n

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And it lends the Supersport a performance advantage, its power to weight figure 10 per cent chunkier than the 911\u2019s. Their on paper stats make for a score draw in Top Trumps: the Porsche\u2019s 3.0-litre flat six turbo boasts 388bhp and 332lb ft for 0\u201362mph in 4.5secs and a 183mph top speed. The Morgan\u2019s 3.0-litre straight six turbo offers 335bhp and 369lb ft for a 3.9secs sprint and 166mph maximum, the latter hamstrung by older school aerodynamics. But progress feels much quicker in the Brit for a number of reasons, its sole gearbox option being an 8spd auto that takes much of the strain from its driver. Pining for a manual? Morgan probably wouldn\u2019t sell enough to pay the R&D bill.<\/p>\n

While these cars kick off at different price points \u2013 the 911 Carrera T from \u00a3115,400, the Supersport from a whisker over \u00a3100,000 \u2013 they both nudge \u00a3130,000 as specced. Each model is guilty of hoarding near essential items on its options list, the Mog more so than the Porsche. Many of the chassis goodies bestowed upon this self-proclaimed \u2018most dynamically capable Morgan ever\u2019 are optional, in fact, though the configuration corner in Malvern is no stranger to demanding buyers with big budgets, so I doubt many of the diehards will mind. Even if heated seats feel an especially mean option for a car that\u2019s no paragon of cabin insulation.<\/p>\n

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\n \"Morgan<\/p><\/div>\n

This may be a new age Morgan, and ours may have the optional hard-top screwed on tight, but refinement is still far from a Supersport strong suit. You\u2019ll be warmer than older, fabric hooded Mogs, and rain is significantly less likely to permeate the cabin when you\u2019re parked up. Just don\u2019t expect its Bluetooth stereo or comms system to win their fight against road roar at motorway speeds. This car will cover long distance surprisingly well, it just stops short of utmost luxury. Efficiency it can do, however; its \u2018B58\u2019 BMW engine scores mid-30s mpg even in a stocky Z4 or M340i, so you\u2019ll hurdle 40 with ease in here. Visibility (and general airiness) benefits from its vast, fishbowl rear screen, the seats are comfy, and careful packing might see you squeeze a weekend\u2019s gear into its rear luggage compartment.<\/p>\n

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\n \"Porsche<\/p><\/div>\n

Where the Supersport is full of surprises, the 911 isn\u2019t. There are minor tweaks for this latest, 992.2 generation \u2013 most notably a digital rev counter in place of the old, much loved analogue device \u2013 but if you\u2019ve owned a Porsche before, you\u2019ll operate this one largely on muscle memory. Back seats are no longer standard on Carreras, although you can option them back in without cost \u2013 so long as you\u2019ve not chosen the taut, grappling sports buckets fitted here. They don\u2019t recline forward and make squeezing even small, soft pieces of luggage into the (now cavernous) rear compartment tricky.<\/p>\n

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If you\u2019ve owned a Porsche before, you\u2019ll operate this one largely on muscle memory<\/p>\n<\/blockquote>\n<\/div>\n

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The seats look fab and will hold you tight on a trackday, but they strike me as a bind for everyday use, as do the Carrera T\u2019s (standard) lightweight rear windows and reduced sound deadening. Though perfect for the \u2018GT3-lite\u2019 ethos this trim level exudes, touches like these gnaw away at the all round, one car solution schtick 911s have previously mastered. Morgan wants to nab 911 buyers \u2013 and Porsche appears to be helping it out by further narrowing the usability gap between these two.<\/p>\n

Of course, there are plusher, four seat coupes available for similar money if practicality is your endgame. These are drivers\u2019 cars, and thus how they handle is likely to sit higher in their buyers\u2019 priorities. It\u2019s an area 911s have always aced and the Carrera T is no exception. The steering is as rich and rewarding as modern electric systems get, and the front end tucks into turns unburdened \u2013 allowing you to get back on the throttle and power satisfyingly out of them, the steered rear axle unfailingly keen. There\u2019s endless precision to the process which, on the big fat tyres of its staggered 20in front\/21in rear wheels, is hard to breach at road speeds. Which doesn\u2019t stop the 911 being a thriller, of course. Its limits just feel very lofty away from the freedom of a race circuit.<\/p>\n


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Its performance deserves rich praise in a world of EVs, however. It\u2019d be ludicrous to declare 388 horsepower \u2018not a lot\u2019, yet nowadays it could be construed as quite modest. And therefore easier to wring out on road. Porsche has built a bit of linearity into its delivery, too \u2013 impressive for a big lunged turbo engine \u2013 which the manual \u2018box only intensifies. You get to enjoy more revs, more of the time, even if second gear stretches past the UK speed limit and visits to its 7,500rpm redline will be rare. Thankfully it\u2019s boosty enough to not feel burdened by that and the joy of snicking up and down its six speeds will never wear off; it\u2019s a big improvement over the fiddlier old 7spd manual. There\u2019s an auto-blip on downshifts if you wish, or you can switch it off and heel \u2019n\u2019 toe yourself. Porsche has always embraced tech on its own terms and the latest 992.2 Carrera T is chockful of sympathetically applied systems. Even the necessary ADAS helpers are simple to turn off.<\/p>\n

Mind, the Morgan is gloriously free of ADAS, and your initial miles feel an instant throwback because of it. There are traction and stability systems but they\u2019re reasonably light in their grasp and this is a car that\u2019s raw yet approachable in equal measure. A strong achievement. The Supersport is essentially a heavy facelift of the outgoing Plus Six, already a very good car, but detail chassis improvements broaden its dynamic repertoire notably. Its extra suspension travel over the Plus Six is evident right from the off, with speed bumps no longer a concern and broken or aggressively cambered tarmac unlikely to stifle your flow.<\/p>\n

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The Morgan is gloriously free of ADAS, and your initial miles feel an instant throwback because of it<\/p>\n<\/blockquote>\n

It remains a pure driving machine with no touchscreen and little to distract you inside. Whereas previous Morgans did this with limited talent or breadth below their beautifully crafted skin, the firm\u2019s CX platform era has turned that on its head with this Supersport the current zenith. Even on damp, autumnal roads there\u2019s always more traction than you think, so while its steering lacks the finesse and fidelity of the Porsche, the reactions of its front end are quick and its rear always eager to keep up. You have more opportunities to play with its balance, in fact, your perfectly placed hips giving you the vital sensations to know when to push harder and earlier to exit corners with a bit of a flourish. Its limits are lower than the 911, and it\u2019s more immediately charming as a result.<\/p>\n

And boy, does it feel quick in comparison, that familiar BMW straight six never feeling more muscular than when it has the skimpy ash frame and ally panels of a Morgan to hustle along. Sadly, you need to keep the side screens intact to enjoy the brawny soundtrack that accompanies your progress \u2013 it\u2019s carried off in the wind with them removed. The gearbox can feel a bit conservative in its tuning, too. Left to its own devices, it shuffles up the eight ratios ludicrously quickly, encouraging you to activate Sport (or Sport+) or grab the unsatisfying parts bin paddleshifters off an old Citroen to take control yourself. Let\u2019s not admonish Morgan for those too harshly \u2013 engineering its own paddles would eat greedily into the development budget \u2013 but when the rest of the car stands for such fine craftsmanship, they\u2019re a clear misstep.<\/p>\n

This is otherwise a Morgan that needs few excuses or apologies. It\u2019s the quicker, more immediately fun car of this pair, now gifted the grown-up damping and composure the thrilling performance of its forebears always deserved. Is it mature enough to steal existing Porsche customers? I\u2019m not so sure. But the smart and scintillating Supersport ought to give them a blooming good scare. The 911 Carrera T beats it by the narrowest, most objective of margins.<\/p>\n<\/div>\n","protected":false},"excerpt":{"rendered":"

\u201cA Morgan to finally win over Porsche buyers.\u201d That was the claim when the Supersport launched in early 2025, and it\u2019s one we weren\u2019t going to leave unchecked. Carmakers claim a lot of stuff that\u2019s easily shrugged off as cliched hyperbole, but whatever answer we find here, it\u2019s just going to be plain fun finding […]<\/p>\n","protected":false},"author":1,"featured_media":0,"comment_status":"open","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[1],"tags":[226,237],"class_list":["post-2168622","post","type-post","status-publish","format-standard","hentry","category-uncategorized","tag-crawlmanager","tag-topgear-com"],"_links":{"self":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts\/2168622","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/users\/1"}],"replies":[{"embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fcomments&post=2168622"}],"version-history":[{"count":0,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=\/wp\/v2\/posts\/2168622\/revisions"}],"wp:attachment":[{"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fmedia&parent=2168622"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Fcategories&post=2168622"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/analyse.optim.biz\/index.php?rest_route=%2Fwp%2Fv2%2Ftags&post=2168622"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}