Only nine examples of the Morgan Midsummer Coupe will be built, compared to 50 units of the open-top Midsummer roadster that preceded it by roughly two years
Power comes from BMW's B58 turbocharged 3.0-liter inline-six, rated at 402 horsepower and 369 pound-feet of torque in Morgan's current Supersport 400, transmitted through an eight-speed ZF automatic
A glass canopy bisected by a central strip, taller doors with beltline-integrated handles, unique multi-spoke 19-inch forged wheels, and a large U-shaped rear window distinguish the coupe visually from every other Morgan currently in existence

There is one small problem with the Morgan Midsummer Coupe.

Just one.

It doesn't have a manual gearbox.

Everything else about this vehicle approaches automotive perfection so closely that this single omission genuinely stings, which is really the highest possible compliment one could pay to what Morgan and Pininfarina have created together.

This collaboration began roughly two years ago with the Midsummer roadster, a genuinely beautiful open-top car that surprised almost everyone who saw it. Fifty examples were built. Now the same partnership has produced something even rarer. Nine coupes. Not ninety. Nine. Whatever those nine people are paying, they're getting something the remaining population of Earth will never own.

Morgan didn't simply weld a roof onto the existing roadster and present it as a new model, which would have been the lazy approach and would have produced something considerably less interesting. The glass canopy that forms the coupe's defining visual element is bisected by a central strip running from nose to tail, creating a greenhouse unlike anything else currently produced.

A large U-shaped rear window pays direct homage to coupe design language from the 1940s, giving the car an unmistakable period character without ever looking like a costume replica of something old.

The doors grew considerably taller than those on the roadster, which was a structural necessity given the fixed roof. New handles integrate directly into the beltline rather than sitting proud of the panel surface, preserving the smooth, uninterrupted side profile that makes this design so visually satisfying. The 19-inch forged wheels are exclusive to the coupe, featuring an intricate multi-spoke design deliberately chosen to separate it from the disc-style alloys on the open-top version.

Morgan Midsummer Coupe: When Pininfarina proves it still has it

Despite a fixed roof requiring significant structural reinforcement throughout the chassis, the coupe weighs only 2.5 percent more than a Supersport with its optional hardtop fitted. Morgan describes the structural changes required to achieve adequate stiffness and rigidity as significant, which in engineering language means considerable work went into ensuring the body doesn't flex through corners in ways that would undermine the driving experience. The proportions were subtly revised too, accommodating the new roofline without simply stretching an existing silhouette awkwardly.

Inside, the mostly glass roof floods the cabin with light, preventing the fixed roof from creating the cave-like atmosphere that plagues some coupes with smaller glass areas. Leather, wood trim, and aluminum accents combine throughout in a way that justifies the inevitable price premium over anything Morgan typically produces. The anodized-aluminum gear selector, borrowed from the Supersport 400 rather than lifted directly from BMW's parts bin, demonstrates the kind of considered detail work that distinguishes genuinely bespoke vehicles from merely expensive ones.

The shift paddles and column stalks are slightly more visually prominent than the overall interior deserves, and a lighter leather tone on the steering wheel rim would have balanced the cabin better. These are genuinely minor observations rather than actual flaws, the kind of details you only notice because everything else is so accomplished that your eye searches for imperfections out of habit.

Power arrives from BMW's B58, the turbocharged 3.0-liter inline-six that appears across a remarkable range of vehicles including numerous BMW models, the Ineos Grenadier, and its Quartermaster pickup variant.

In Morgan's current Supersport 400, this engine produces 402 horsepower and 369 pound-feet of torque, representing the most powerful output Morgan has ever fitted to a production car.

The eight-speed ZF automatic handles gear selection, which works competently and smoothly but represents the one area where this otherwise extraordinary vehicle falls short of what it could be.

A proper manual gearbox in a car this beautiful, this rare, this unashamedly driver-focused in every other respect would have created something close to the definitive grand touring experience available from a small manufacturer. The ZF unit is excellent by any objective measure. In this specific context, with this specific car, it feels like the wrong choice.

Morgan hasn't confirmed pricing for the coupe. The Midsummer roadster started above £200,000, and nine units of an even more exclusive fixed-roof variant will command a premium above that figure. The nine people who've secured examples presumably aren't experiencing significant anxiety about this.

Pininfarina's involvement here deserves proper recognition. The Italian design house produced some of the most beautiful cars in automotive history during its Ferrari partnership, work that ended years ago and left a creative gap that neither party has fully replaced since. The Midsummer Coupe demonstrates their design capabilities remain completely intact. The proportions, the glass treatment, the way the body surfaces flow into each other, all of it reflects design intelligence that few studios currently active can match.

Nine cars. One omission. Otherwise, perfect.