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ALPINA B8 Gran Coupe vs Mercedes-AMG GT 63 S 4-Door Coupe — Autocar Test

The ALPINA B8 Gran Coupe is an incredibly special car, one that turned heads even during Monterey Car Week, among priceless Bugattis and Ferraris. Yet, it isn’t the only uber-luxurious, uber-fast four-door luxury car from Germany. Another is the Mercedes-AMG GT 63 S 4-Door Coupe (seriously, AMG, you need to come up with a better name than that) and Autocar recently put both cars together to see which was best.

On paper, they’re quite similar cars. Both use twin-turbo V8s — 4.4 liter for the ALPINA, 4.0 liter for the AMG — both have automatic gearboxes, both use all-wheel drive, and they’re both big, four-door luxury cars. The ALPINA  B8 Gran Coupe’s big V8 makes 612 horsepower and 590 lb-ft of torque, while the AMG’s hand-built unit makes even more, with 630 horsepower and 664 lb-ft. Though, despite the AMG’s extra power, both cars are quoted from 0-60 mph in around the same time; 3.2 seconds for the ALPINA and 3.1 seconds for the AMG.

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Get both cars on the road, though, and you’ll soon realize that they’re actually very different machines. The ALPINA B8 is the epitome of smooth. Its engine is loud-ish but never intrusive, its cabin is whisper quiet, its suspension is perfectly damped, and its power deliver — while ferocious — happens with a silk smoothness that belies its rapid acceleration. While the AMG is far more off a wild animal. Its engine barks to life and makes a far angrier noise, its chassis is more playful and more dynamic, and its steering is more communicative.

According to Autocar, both cars have their charms and their reasons to buy them over the other. The ALPINA B8 Gran Coupe is the better car everyday, as it’s every bit as fast as the AMG, just with added comfort and refinement. While the AMG GT 4-Door is the more engaging driver’s car with a more exciting engine. They both have compelling arguments and it’s genuinely difficult to choose which is best. Check it out.

[Source: Autocar]

Mercedes-Benz Design Boss says Three-Box EV Sedans are Gone

It’s no secret that the traditional three-box sedan as we know it is going the way of the dodo. Not only are customers more inclined to buy crossovers and SUVs but even when they do buy four-door sedans, coupe-like sedans; 4 Series Gran Coupe; are becoming more and more popular. However, when it comes to electric sedans, three-box sedans are gonna be toast quite soon as, according to Mercedes-Benz design boss Gorden Wagner, they “look shit.”

During a conversation with Top Gear at the 2021 IAA, Wagner expressed his distaste for electric sedans with traditional three-box designs.

“Aero is one [issue with three-box sedans]. Secondly, with a six-inch battery pack a three-box sedan simply doesn’t look good, it looks shit. You have to do something that visually digests the height.” he said. I’m guessing he isn’t a fan of the Polestar 2.

Wagner then points to the new Mercedes-Benz EQ models, such as the EQS (seen above), as examples of how to move away from that typical three-box look. However, as much as I respect Wagner — most of his designs are brilliant — the EQS isn’t a great design. It’s a sensational car but its design just a bit too jelly bean-like. Still, his point about three-box designs is valid, even if the EQS isn’t a great example.

He also has some interesting points about the rest of EV car design. He notes that most new EV start ups lack grilles on their cars (a clear dig at Tesla), which he doesn’t like.

“What you see with electrification is that the grille is moving away. All these new startups, they don’t have a grille – they’re faceless front ends, a bit anonymous. They’re all very much alike. Do they look aggressive? No. They want to look more like a supercomputer on wheels.” said Wagner.

He then adds the fact that cars being anthropomorphic is important. They need to remind us of humans, of ourselves.

“However, you do need a certain amount of wedge in the headlights, and so on. It’s a lot of physiognomics, you know – facial expressions, or body sculpture in the car that makes it similar to humans. And that’s something that doesn’t change.”

Car companies are in a very interesting spot, design-wise. This is probably the most challenging time for auto design since the invention of the automobile. So much about the automobile — how it’s powered, how we interact with it, and how it factors into our lives — is changing, so automakers are in uncharted territory, which is going to lead to some very interesting designs, with some hits and some misses.

[Source: Top Gear]

BMW 1602 Electric Car at IAA 2021

While the BMW i3 is largely credited as the brand’s first electric car, it actually isn’t. In fact, the first-ever electric BMW debuted all the way back in 1969, with the BMW 1602 Electric.

Back in ’69, BMW constructed two experimental vehicles off of the BMW 02 Series with the aim of investigating the suitability of an electric drive unit for real-world driving. A DC shunt-wound motor, with a peak output of 32 kW, that had been developed by Bosch and whose power was directed to the rear wheels via the intermediate gearing and prop shaft provided the propulsion. A thermostat-controlled 140W radial fan took care of cooling. The 85-kilogram electric motor drew its power from 12 standard 12V lead-acid batteries from Varta, which were positioned on a pallet in the engine bay.

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Because of the massive lead-acid battery pack up front, the BW 1602 was quite heavy. In fact, just the battery pack up front checked in at 350 kg (771 lbs), though it did fit in as one unit, so it could be removed and swapped with a fully-charged pack.

BMW officially displayed the 1602 Electric at the 1972 Olympic Games in Munich and let’s just say the track and field runners were probably faster. The little BMW 1602 Electric got from 0-50 km/h (31 mph) in eight seconds and had a top speed of 100 km/h (62 mph). If driven at a constant speed of 50 km/h, it could achieve a range of 30 km (19 miles). Interestingly, though, back in the ’70s, the BMW 1602 Electric even had regenerative braking.

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The BMW 1602 Electric is currently on display at the 2021 IAA, next to all of BMW’s radical futuristic concept cars. When looking at where BMW started, it’s interesting to see where BMW is going, in the world of electrification. The 1602 Electric is such a charming little vintage electric car, with technology that seems archaic today. However, it was the beginning of the brand’s interest in electric technology, which is going to be our future.

Is the E30 BMW 325i the Classic E30 You Really Want?

At the moment, used sports car prices are simply bonkers. You can’t buy a nice-condition ’90s Honda Civic Si without spending as much as a decent one-bedroom condo. It’s objectively ridiculous how expensive the used car market is at the moment. However, this isn’t a novel idea for BMW M collectors. Cars like the E30 BMW M3 have been shooting up in value like crazy over the past few years, making it nigh-impossible for the average enthusiast to buy one. Thankfully, there are other classic Bimmers that might not only be easier on your wallet but better for your soul. One such car is the E30 BMW 325i.

Back in the ’80s, prior to even the E30 M3’s existence, there was the E30-generation BMW 325i Coupe and it was the best version of the E30 3 Series. Even after the M3’s debut, there many enthusiasts that preferred the non-M 325i instead. Sure, the E30 M3 had an incredible motorsport-derived engine that revved gloriously and it had suspension and handling that made it superior to almost anything else on the road. However, the lesser BMW 325i, in many ways, was actually more enjoyable to drive.

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The E30 M3 used a 2.3 liter naturally-aspirated four-cylinder engine that made 192 horsepower and 170 lb-ft of torque, which wasn’t even a lot at the time but it revved beautifully. However, on the flip-side, the BMW 325i at the time used a 2.5 liter naturally-aspirated inline-six-cylinder engine that made 168 horsepower and 164 lb-ft of torque. Sure, the 325i had less power from a larger engine but it was easy to tune more power out of it, and still is. Plus, you didn’t have to rev the nuts off of it to make power, so it was much easier to drive quickly in the 325i.

Additionally, the 325i’s straight-six was far smoother and even made a better noise. During an August 1987 Car and Driver review, author Arthur St. Antoine wrote, “If I could sing like the engine in the new BMW 325is, I’d pack Carnegie Hall for weeks.” So not only was it easier to use, the experience of using it was actually better than that of the E30 M3’s engine.

Plus, the BMW 325i was more comfortable inside, quieter on the road, and much cheaper to maintain and repair. The E30’s S14 engine, while incredible, was a high-strung, racing-bred maniac, which meant that expensive maintenance was necessary to keep it running. The BMW 325i straight-six was a decade-old, battle-tested iron block design that was as durable as it was enjoyable. That meant far less maintenance and whatever maintenance was need was far cheaper.

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Today, not only can you pick up an E30 BMW 325i for a fifth of the price of an E30 M3 but it will be far cheaper to maintain and repair. Financially, it’s obviously the smarter move. However, because its engine is smoother, makes more torque low down, makes a better noise, and is more easily tunable, it’s actually better to drive. Another point for the 325i is that you can actually drive the damn thing, without worrying about precious M3 parts. E30 325i parts are relatively easy to come by. E30 M3 parts? Not so much.

Want another reason to buy the E30 325i instead of the M3? Body styles. The BMW 325i came in Coupe, Sedan, and even Touring (wagon) body styles. The E30 M3 was only available as a coupe. Which means if you want a classic sports car that can actually be used with your family, the 325i is far better.

So if you want a proper classic E30, forget about the absurdly expensive M3, however iconic it may be, and stick with the humble 325i. Both your wallet and your soul will be happier for it.

VIDEO: What Does the G80 BMW M3 Competition Sound Like without OPF?

Along with Joe Achilles, another YouTube channel that owns a G80 BMW M3 Competition and is actually using it is AutoTopNL. In a previous video, they tuned their stunning Zanzibar Metallic M3 Comp to make quite a bit more power. In this new video, they modify it to sound better, something that’s arguably just as important.

From the factory, Euro-market M3s are known for sounding less than stellar. Reason being isn’t to do with the engine, which we know can sound great, but with European emissions regulations, which require OPF particulate filters on all factory exhausts. Those OPF filters drastically rob a car’s exhaust note. Which forces many enthusiasts to look to the aftermarket to find a solution.

AutoTopNL took their BMW M3 Competition to CT Automotive, who cut out both the OPF filter and the mid-pipe silencer and put in their own mid-pipe. The rest of the exhaust remains the same but it still sounds significantly different. Even with a mostly stock exhaust, the deletion of the OPF and silencer make the G80 BMW M3 Competition sound much louder. It also now has far more automotive flatulence than before, which each rev ending in what sounds like distant gunfire.

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Does it actually sound better? Yes, it does. It’s not a drastically different noise, as most of the exhaust is still the same, but it’s quite a bit louder and it allows the M3’s S58 engine to really sing.

Engine sound is a huge part of the experience of a sports car. If you’re not interested in engine/exhaust noise, get an EV. So when a great engine’s noise is hamstrung by particulate filters, it can sound pretty shabby. Thankfully, a quick trip to a local tuner can fix it all for you. Though, it doesn’t help the baby polar bears much, does it?

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VIDEO: BMW M5 CS Takes on Tuned Rivals from Audi and AMG

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As we’ve seen in previous videos (and as I’ve recently felt), the BMW M5 CS is an absolute rocket ship, capable of taking down even the most powerful of its rivals. However, is it strong enough to take down its two main rivals, the Mercedes-AMG E63 S and the Audi RS6 Avant, if they’ve both been heavily tuned. You can find out in this new video from Throttle House.

In this video, a bone stock BMW M5 CS drag raced a tuned Audi RS6 Avant and a tuned Mercedes-AMG E63 S. The M5 CS uses a 4.4 liter twin-turbo V8 to make 626 horsepower and 553 lb-ft of torque. While the Audi RS6 Avant in this video gets its 4.0 liter twin-turbo V8 tuned to 740 horsepower and 783 lb-ft of torque. The AMG is even stronger, with its own 4.0 liter twin-turbo V8 making 840 horsepower and 806 lb-ft. So both cars are a lot more powerful than the M5 CS. However, in a previous TH video, we saw the M5 CS flat-out demolish a 797 horsepower Hellcat Charger. So the M5 should’ve actually still had a chance.

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The results were shocking, to be honest. I think it’s fair to say that the BMW M5 CS lost the drag race without it being a spoiler. It beat the Hellcat but that car was rear-wheel drive only and, honestly, not as fast as it should be. The AMG and Audi are bonkers quick even when stock and are both all-wheel drive. In this video, the Audi had over 100 more horsepower and the AMG over 200 more horsepower. There was just no scenario in which the M5 CS would win. However, it was closer than I thought it would be.

I recently timed the M5 CS through the quarter mile (review and results coming soon!) and it honestly took my breath away. I couldn’t believe how fast a stock sedan could be. However, the other two cars in this video are so fast, I’m not sure my little brain can comprehend it.

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BMW M3 Competition Takes on the Alfa Romeo Giulia Quadrifoglio Again

When reviews for the G80 BMW M3 Competition first began to trickle out, and showed very impressive results, my first thought was whether it could take down the Alfa Romeo Giulia Quadrifoglio. Prior to driving the G80 M3 Comp, the Giulia Quadrifoglio was the best sedan I’d ever driven. In fact, even after driving the M3 Comp, that still might be the case. However, I can say with confidence that they’re both absolutely brilliant. Yet, due to scheduling issues, I’ve yet to be able to test them back-to-back, to truly determine a winner. Thankfully, Car and Driver was.

Admittedly, C&D wasn’t the first publication to put this comparison test together. We’ve already seen a few other pubs do it, with each car winning more than once. Which proves there’s yet to be a stand-out winner. Still, let’s see what C&D thinks of these two cars.

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One the spec sheet, the two cars are incredibly similar. They both have twin-turbo six-cylinder engines (3.0 I6 for the BMW and 2.9 V6 for the Alfa), both use the same eight-speed ZF automatic, both are rear-wheel drive only (an all-wheel drive M3 is on the way), and both have clever rear diffs. Even their power figures are similar; the M3 makes 503 horsepower and 479 lb-ft, while the Alfa makes 505 horsepower and 443 lb-ft. They also both get to 60 mph in around three and a half seconds.

The real question, though, is which car is actually better to drive? Both are seriously fun cars but in very different ways. The BMW M3 Competition is the sharper car, with scalpel-like steering combined with an impossibly grippy front end. While the Alfa Romeo Giulia Quadrifoglio’s steering is lighter and a bit less extreme, it’s far more communicative, with better feed back.

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It’s been about a year since I last drove a Giulia Quadrifoglio but each and I’ve driven one every couple of years or so since it was released and each time it reminds me of how much I love it. The BMW M3 Competition is also a sensational machine, one that I love to drive and one I’d buy tomorrow if I could. But since I can’t get them back-to-back, I’ll have to take the word of C&D. What is that word? Read the comparison to find out.

[Source: Car and Driver]

VIDEO: AutoTopNL Tunes Their G80 BMW M3 with Race Chip

The biggest difference between the G80 BMW M3 and the M3 Competition is power. The standard car makes 473 horsepower, while the Competition makes 503 horsepower. However, that power disparity can be fixed, with a bit of a tune, as evidenced by this new video from AutoTopNL.

AutoTopNL’s G80 BMW M3 is a standard model, with a six-speed manual gearbox and a fantastic Zanzibar Metallic paint color, In this video, they took the M3 to Race Chip to get a tune. What’s interesting is that Race Chip doesn’t have a tune for the standard G80 M3 just yet, which is why they decided to use AutoTopNL’s M3 as a test bed for a tune.

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The tune comes with seven different maps to choose from, which is done with the push of a button. That button can also completely turn the tune off, bringing it back to stock. The most powerful map it comes with is the seventh map, which brings the engine up to a whopping 650 horsepower. That’s more than the BMW M5 CS, in a much smaller car, with only rear-wheel drive, and a manual transmission. Bumping power to 650 horsepower was able to shorten its 100-200 km/h (62-124 mph) time by about two seconds, which isn’t an insignificant number.

As impressive as that is, though, there are concerns about its durability. The clutch in the G80 BMW M3 was not designed to handle that much power. In fact, the standard M3’s torque was tuned down by BMW, versus the Competition, because the manual transmission and clutch couldn’t handle it. Jumping from 473 horses to 650 horses is a massive jump and one that might not make the clutch very happy. Though, I’m not so sure it matters, considering that it looks like it’s a lot more fun and it seems to make its owner very happy.

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Is Overpaying for your Perfect E46 BMW M3 a Good Idea?

How much are you willing to spend on a car that you think is perfect? If a car is a rare spec, one that you’ve personally always wanted but isn’t necessarily more valuable, are you willing to overspend to get it? Apparently, one Car Throttle staffer had the dilemma of having to decided if this very specific E46 BMW M3 — his perfect, dream E46 M3 — was worth overspending for. Admittedly, it’s a pretty cool E46.

Car Throttle’s Edwin Klinkenburg had been searching for a very specific E46 BMW M3 years. He wanted an Oxford Green II E46 M3 Coupe with either the Cinnamon or M Texture interior. That might not sound that specific but a deeper dive shows that only 42 such E46 M3 Coupes were delivered in right hand drive in the UK. Who knows how many still exist, as some may have been crashed, some may have been worn beyond repair, and some might have been sold out of country. So Klinkenburg’s search lasted a long time, without any luck.

Until late one night when he found one. It was quite literally his perfect spec, in great condition, with good enough miles. There was only one issue: the seller was asking quite a bit above the E46 M3’s value for it. That’s a tough position to be in because it’s difficult to put a number on how much you specifically value a car, especially one you’ve been chasing for years. Is paying that extra money worth owning what you think is the perfect car? That satisfaction might absolutely be worth the price premium, depending on how you feel about it.

I won’t spoil what happens next because it’s a great read, one that’s worth your time, and one that reminds us of why we love cars. So go check it out and let us know if you’d be willing to overspend for a car as perfect for you as the one Klinkenburg found was for him.

[Source: Car Throttle]

Can the Bosch EV CVT Transmission Help Increase Efficiency?

There are only a handful of production electric vehicles ever made that use multi-speed transmissions. Ironically, BMW used to be one, as the BMW i8 had a two-speed transmission for its front electric motor. However, the only two EVs to currently use such tech are the Porsche Taycan and Audi e-tron GT, which use a two-speed ‘box at the rear motor.

For the most part, all EVs use a single-speed gear reduction system for their electric motors, with no additional gears to change. That’s due to an electric motor’s immense power and high-rpm capability, thus reducing the need for gears. However, at higher speeds, EVs run at extremely high rpms, which reduces efficiency and range. While a traditional gearbox would only add drivetrain loss, thus reducing efficiency anyway, the Bosche’s new EV CVT transmission might actually be an interesting solution.

The new Bosch CVT4EV transmission is a pushbelt-style CVT that changes the gear ratio by increasing the diameter of the belt’s pulley. It can change to a nearly infinite number of gear ratios, for any given speed or rpm, to help increase efficiency. The idea is that it can help create more torque with less rpm, therefor allowing the EV to use less energy at high speeds. It can also increase torque for towing, as well.

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If it can effectively increase torque, without adding much drivetrain loss, Bosche’s new EV CVT can drastically improve range, especially at high speed. If it can do that, battery packs can be smaller, while still maintaining similar ranges. The CVT4EV transmission is also modular, meaning it can fit a wide range of applications; from SUVs, to sports cars, to heavy-duty trucks.

Typically, car enthusiasts frown on CVTs, for their unnatural feel. However, that unnatural feel would be eliminated in an electric vehicle, which doesn’t have gear changes anyway. In fact, it likely wouldn’t feel any different at all. So you’d be getting all of the benefits of the CVT transmission; better performance, increased efficiency, better towing; without any of the annoying downsides of a traditional CVT. It will be interesting to see if this Bosch unit makes its way into some EVs in the near future.

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