When Mercedes-AMG first unveiled its new C63, which can pack a four-cylinder hybrid powertrain making 670 horsepower, I attempted to stay optimistic. In any case, a bite-sized sedan with virtually 700 horsepower sounds good no matter its powertrain. I even stayed the bright-eyed course when naysayers introduced up its 4,600 lb curb weight, feeling that AMGs have at all times been heavier, softer, straight-line cruisers. Nonetheless, after studying Angus MacKenzie ride-along story within the new C63 for Motor Development, I’m actually hoping that BMW doesn’t comply with AMG’s lead.
At the moment second, there’s no official affirmation from BMW about what kind of powertrain the next-gen M3 shall be getting. Regardless of no official information, we’re almost sure will probably be electrified in some method, be it a hybrid setup like AMG’s or a full-electric setup. Nonetheless, there have been rumors that it could be the previous, as an alternative of the latter. That stated, there’s one line specifically in MacKenzie’s story made me notice that hybrid efficiency vehicles aren’t the reply.
Regarding the complaints of AMG ditching the V8, in favor of a four-cylinder hybrid setup, MacKenzie stated this of the brand new C63: “Does it sound just like the V8? No. Does it matter? No. Actual efficiency has nothing to do with noise. And this automobile has loads of actual efficiency.”
On one hand, he’s proper. Noise and efficiency aren’t associated. It’s why a Lucid Air Sapphire will lunch each efficiency automobile on the planet, all whereas remaining silent, comfy, and splendid. Nonetheless, noise remains to be vital to efficiency vehicles with inside combustion engines, because it provides drama, theater, pleasure, and emotion to the expertise of efficiency. So if the noise isn’t going to be very current—or any good even whether it is current—then why trouble having it in any respect?
One other challenge is weight. Whereas 4,600 lbs isn’t actually that unhealthy in comparison with a few of BMW’s choices—BMW now sells, with a straight face, a 6,000 lb hybrid SUV that it has the balls to name a efficiency SUV—it’s nonetheless heavy for a small sedan. And the rationale for that weight is having all the mechanical complexity of each powertrains. It has an inside combustion engine, with a full transmission, driveshafts, half-shafts, a gasoline tank, radiators, coolant fluid, an oil pan with a number of quarts of oil, and transmission fluid. Along with a 196 lb battery pack, an electrical motor, a two-speed transmission for the electrical motor, battery cooling, and all the wiring crucial. Why undergo all of that hassle to make one thing so unbelievably advanced when you may get the identical energy, if no more, out of a simpler all-electric setup that’s across the identical weight, if not lighter?
The following BMW M3 ought to keep away from this challenge altogether and leap straight to pure electrification. Neglect stopgap hybrid setups, overlook turbocharged four-cylinder engines with blowdryer exhaust notes, and overlook all the complexity of getting to make it work seamlessly. Pull a Maserati GranTurismo Folgore and provides it a standard M3 design with three electrical motors, sufficient energy to fireside an F22 off of an plane service, and make it essentially the most track-focused electrical efficiency automobile available on the market. The tip.
