Are we entering a “performance arms race” between internal combustion engines and electric sports cars?
Some engineers and auto industry leaders are beginning to question the superiority of electric sports cars, which are a topic of debate among enthusiasts.
Aston Martin executive chairman Lawrence Stroll told reporters at the company's UK headquarters this week that Aston would delay its transition to electrification and instead focus on plug-in hybrids.
“We intend to invest even more heavily in our PHEV program, which is the bridge between full combustion and full electric,” Stroll said, according to Road & Track.
Stroll said there is “a real lack of consumer demand” for electric sports cars. “We talk to our dealers, we talk to our customers, and when you have a small network, it's easy to communicate. And everyone says we still want the sounds and the smells,” he said. said.
McLaren, the British brand known for its mesmerizing and fear-inducing supercars, recently launched the 750S Coupe and Spider, the successors to the widely successful 720S. The brand sells one hybrid vehicle called Artura, which was released in 2022. But customers still want the unmistakable acoustics of a raucous 4.0-liter twin-turbo V8 located behind the driver's seat. The 750S may be the epitome of internal combustion engine (ICE) ingenuity.
Chief engineer Sandy Holford said his team had truly raised the bar on the 750S, making it the lightest and most powerful series-produced McLaren to date. “More thrills, more power, more torque, better ergonomics and engagement,” Holford said.
The statistics of this car are also impressive, even without an electric motor. He goes from 0 to 60 mph in 2.7 seconds. 740 horsepower. Torque is 590 lb-ft.
ABC News spoke with Holford about the push for electric sports cars and their limits. The conversation below has been edited.
Q: Electric supercars and hypercars are on the rise. As more automakers build all-electric sports cars, will the 750S' popularity be short-lived?
A: There will come a point in the arms race of performance numbers when physics gets in the way. And you can have all the power in the world, but if the rubber can't stick together when you pull it apart, it won't help you. It all depends on what the customer wants. You can't do anything up to 90 mph at insane speeds, but you can only do half a lap at pace because of the battery pack. There needs to be a balance. For us, that's road and track use for the 750S. This car is a different proposition from EV cars.
If you are considering the 750S, please give it a try. We can write about it, we can talk about it, but the proof is in the pudding and behind the wheel. We're trying to become the ultimate engagement car for people.
Q: How long have you been working on the 750S?
A: The 750S took about two years to develop, with a little bit of tuning time at the end to really validate everything we tested through the development program and driving in real customer conditions.
Q: I benchmarked the 750S against its predecessor, the 720S. What is the purpose of this car?
A: The 720S was revolutionary for its time, not only from an aerodynamic development perspective, but also from a dynamic performance perspective. Our goal was to understand how far we could push this and at the same time make this a truly driver-centric car. From car responses like pedal mapping and gear shift maps to audio and exhaust sound effects, how can you focus on the feeling of engagement and connection with your car?
Everything in the cabin has been moved to focus on where the driver sits. All frequently used switches have been moved closer to the steering wheel.
The challenge was to extend the maximum performance of the 750S without sacrificing any of its comfort and everyday usability. Switches and controls were relocated to locations that were not present on the previous car. For example, installing a dedicated switch on the vehicle's nose lift is one of the pieces of feedback we got from him. The stems were even more difficult to find on the 720S. Nose lift is now twice as fast.
All of our cars are designed as driver's cars. However, we will continue to evaluate and improve it based on customer feedback and our own benchmarks.
Q: Racing is at the heart of every McLaren car. Is this the closest an owner will get to driving an F1 car?
A: From McLaren's point of view, no. It is a road car that can be driven on the circuit. The ultimate products we offer are usually close to racing vehicles such as the Senna GTR.
Q: Does the 750S mimic what professional drivers experience?
A: We take a lot of tips from our racing friends on how we develop. Our phrase is “fail fast, repeat, and try again.”
What sets the 750S apart is its breadth of functionality.car will take care of you [on a track]. As you gain confidence, you can gradually tone it up or turn it off. Variable drift control can be performed.
Q: Why was it important for drivers to feel focused at speeds below 40 mph?
A: Due to improvements in technology, some vehicles may feel very slow at high speeds. Performance cars also have very good handling, making it very easy to build up speed.
It was very important to me that our customers experienced authentic engagement and elation. [lesser] speed. You don't want a car that only feels fast at 150 mph on the track.
Many of our customers use their cars on the track, but not all of them do. But I still wanted my customers to feel like they owned an attractive supercar.
