Less = More: Engine Downsizing…Why Nobody Cares Except the 1% (Of Enthusiasts)
By Edward A. Sanchez — Oct. 30, 2023
Australian automotive news outlet drive.com.au recently posted a story confirming that the next-generation Nissan Armada (now that the Titan has been officially discontinued) will go from a naturally aspirated V8 to a twin-turbocharged V6. Welcome to 2011, Nissan. Ford rolled the dice more than a decade ago with the F-150 EcoBoost, and the gamble paid off handsomely, with EcoBoost V6 models accounting for more than 50% of F-150 sales.
For some, the “bigger is better” mentality about displacement will always reign supreme. No generational disrespect intended, but most with that view are 70+. Once fuel injection, forced induction and other innovations entered the fray, the focus ultimately centered on the results. Namely, peak power, torque curve, 0-60 times, and (for some) fuel economy. Sure, admittedly for many, the “392” or “5.0” badge on the fender carries some level of street cred. Bringing it to the context of the present day, how much muscle flexing do owners of 470-500 hp cars have when confronted with 1,000+ hp brought to the table (or track) with the Model S Plaid and Lucid Air Sapphire?
Could the Tesla Model S Plaid convert petrol-heads who rank acceleration above all else? (Image courtesy Tesla)
Having recently visited the U.S. Southeast, I came to the stark realization that California is definitely not indicative of the rest of the country. Teslas were a relative rarity outside of urban areas, as were DC fast charging stations (much less Superchargers). In that context, the Mustang GT 500, Challenger 392 and Hellcat, and Corvette Z06 seem mind-blowing.
Yet in these same rural areas in the Southeast, EcoBoost F-150s and Expeditions abounded. Despite the droning, uninspired exhaust note, the EcoBoost has plenty of real-world advantages over its naturally aspirated 5.0L Coyote V8 counterpart, including competitive real-world fuel economy (when not towing or hauling heavy loads), greater torque, and greater potential for “bolt-on” power (chip tuning, intake, exhaust, etc.)
I have discussed many times how the public charging infrastructure and EVs are a “chicken and egg” scenario. I stand by my assertion that EVs will never hit their inflection point until public charging becomes as ubiquitous as gas stations, convenience stores, or Starbucks. In a decade, perhaps Cybertrucks, Ram 1500 REVs, and F-150 Lightnings will be as common in the rural Southeast as the Model Y and Model 3 already are on the West Coast.
The point I’m getting at is that there will always be a core constituency of enthusiasts that have a persistent nostalgia for historical technologies and traditions rooted in one-upmanship. But ultimately, all boasts and swagger are laid bare at the drag strip or stoplight (not that I advocate street racing).
Once a plentiful supply of Model S Plaids start hitting the used market, you can expect them to surprise many Mustang and Challenger owners, and Plaid motors will start finding their way into restomod EV conversions. At that point, the silent dominance of EV power will quietly – but inevitably – trump the bellicose roar of internal combustion, as that futile roar becomes ever more distant in the rearview mirror.
(Main images courtesy Nissan and Ford)
