The Future of Performance is Electric
By Edward A. Sanchez – Jan. 25, 2021
The shift to electrification has indisputably accelerated within the last few years and shows no signs of slowing down. This has effectively bifurcated the enthusiast community into two camps: Those eagerly anticipating the performance potential of electric motors and their instantaneous torque, as well as the packaging options unlocked by dispensing with traditional engines, driveshafts, differentials, and other hardware associated with internal combustion engines; and those who see electrification as an existential threat to their beloved hobby. Who is right? Probably both, but maybe in different ways than the two camps think.
In terms of internal combustion facing its final decades as a mainstream powertrain technology for new vehicles, that’s gone from the realm of hypothetical to reality. At least in developed markets, the sell-by date for ICE seems to be in the 2035-’40 timeframe. Will there still be a few niche stragglers here and there? Sure. But by 2040, it’s a near certainty that the majority of new light vehicles (and probably a lot of heavy ones) will have a charge port.
Any major technological change brings with it disruption and inevitable winners and losers, just like diesel locomotives did to steam engines, e-commerce did to brick and mortar retail, and video streaming did to movie theaters.
Just this past week came rumors that the next-generation Ford Mustang (the sports coupe, not the Mach-E) could very well go fully electric for its next generation. As part of this transition, the current S550 platform could stretch to 2027, giving it an unusually long 12-year run. A decade-plus model run is not unheard of, with some examples being the R107 Mercedes-Benz SL, which went 18 years from 1971 to ’89, and more recently, the Nissan Frontier, which is going 16-plus years, from 2005 to ’21.
Ford and Webasto have teamed up to create the Mustang Lithium concept.
For context, the predecessor S197 Mustang, which was introduced in late 2004 as a 2005 model, went to 2014, giving it a near decade-long run.
It’s possible we could see a hybrid or plug-in variant of the S550 before the all-new model. However, Ford, like many other legacy OEMs, is coming to the inevitable conclusion that a purpose-built EV platform generally makes for a much better-packaged, more efficient, and more optimized vehicle than one adapted from a platform designed around an internal-combustion powertrain. What does this mean for the hypothetical future Mustang?
Probably no more manual gearbox, although the Mustang Lithium Concept shows the company has toyed with the idea of how to combine the two seemingly disparate technologies. It probably also means higher overall weight and the possibility for all-wheel drive. This opens up the possibility of a 1,000 hp AWD Mustang. Sounding a little better?
The Ford/Webasto Lithium Mustang EV concept appears to utilize a manual shifter.
Although for many, the Mustang is the embodiment of traditional, V8-powered American muscle, the bigger thematic shock for many would likely be the prospect of the Dodge Challenger going all-electric. The Challenger is undoubtedly the reigning king of retro-themed big-inch, loud-and-proud domestic muscle. Would the “Dodge Boys” enjoy a silent Charger who’s only noise would be the decimating of tire rubber on demand?
Porsche, BMW, Mercedes-AMG, and General Motors have already gone on record that they’re all-in on an electrified future. Although they may try to continue to cater to their customer base that craves the visceral experience of internal-combustion performance for the near future, I think they’ve privately acknowledged the reality of the technology’s inevitable long-term demise.
I’ve repeatedly said that I’m all-in on the electrified automotive future, but I do have a nostalgic fondness for internal combustion, and the unique character it gave to many vehicles over the years, whether big-block domestic V8 muscle, European V-12s and I-6s, or Mazda’s Wankel rotaries, not to mention Honda’s high-rev VTEC screamers. The unique aural signature of these individual engines will be replaced by a generic, nondescript high-pitched whine of reduction gears and power inverters.
Try as they might, carmakers have not been able to come up with a compelling sound signature with EVs, with all of them coming across as artificial, contrived, and cheesy. I say quit trying. EVs are what they are. They’re silent, efficient, and powerful. If drivers want a burbling V8 or screaming F1 soundtrack, there will likely be plenty of OEM and aftermarket options for that. Personally, I’m fine with “strong and silent.”
(Images courtesy Ford)
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