The BMW 3-Series has indeed been defeated by multiple competitors in the segment in each and every aspect of Performance. Yet, until 2016, the 3-Series handily defeated all the rest in actual Sales in the United States. And even after losing 25.5% of its sales compared to 2015, the 3-Series still came in at #2 behind the Mercedes-Benz C-Class in the U.S.
(which similarly showed a 10.4% decrease in sales). There is a
'new' 3-Series for 2017, and so far it also is getting its butt whipped something sore in comparison tests head-to-head. It is no longer the benchmark for Performance in the segment, and may not be in Sales going forward
(it is still 19.8% behind YTD figures from 2015 this year).
The 3-Series is lauded for a lot that it does not deserve. In particular, it has not been especially
'lightweight' for a very long time. I looked it up once, found the curb weights for their cars going back over 35 years. Lemme see if I can find that list...
OK, the lightest version of the 3-Series for U.S. Distribution I found was the 1981 BMW 320i curb weight 1,130 kg / 2,491 lbs -- that may have been a Two-Door Sedan initially. The 2012 BMW 328i Sedan was 3,410 lbs -- nearly 1,000 lbs heavier. Today's 2017 BMW 320i is shown with a 3,295 lbs curb weight, while the 340i is at 3,555 lbs, instead.
If we presume that Tesla is somehow able to introduce a Model ☰ with at/about a 60 kWh battery pack that weighs 80% as much as the original Model S 60, which was 1,961 kg
(4,323 lbs)... Then one might hope for a Model ☰ in base trim to arrive at around 1,569 kg / 3,458 lbs. And, since a Model S 75D is shown at 2,090 kg
(4,608 lbs) ... A Model ☰ 75D might be as little as 1,672 kg / 3,686 lbs. Considering the heft of modern cars
(thanks to all the very necessary safety equipment), that would not be especially porky.
Let's face facts here... We will never again see a street legal mass produced analog to the original Honda CR-X at around 1,700 lbs. And the BMW 3-Series will never again weigh under even 2,800 lbs, let alone under 2,500 lbs, no matter how much carbon fiber you throw at the problem. In the real world, even
'small' cars are much larger than they used to be, both for comfort & convenience, as well as life & safety reasons. That increased weight has an effect on fuel economy and performance. That plays into the hands of electric vehicles, by reducing the obvious effects of battery pack weight.
Since the Tesla Model ☰ will have a larger cabin, bigger cargo volume, and longer wheelbase than BMW 3-Series, I have no problem with the notion it may weigh a bit more than the estimates above. I figure a range of 3,700 lbs to 4,100 lbs will be fine. And you know what? That happens to be the exact same range as the 3-Series from a couple of generations ago, once you include the wagon and convertible configurations.
Yet, somehow... The enhanced porkocity of German vehicles is never, ever a problem for automotive journalists. They sing their praises by rote, speaking of their predictability, and road holding at the limit, and communication through the steering wheel, and blah, blah, blah, blah, blah... [FIDDLESTIX]. I'm sick of the excuses. Really.
I strongly suspect for a lot of them, they are unwilling to simply admit they like driving affordable, approachable, accessible cars with German badges more than anything else. They can never quite put their finger on what exactly it is they prefer, it is and remains undefined. That's why for over 25 years I have been frustrated by their final
'Verdict' having nothing whatsoever to do with
'The NUMBERS' generated on the test track -- the very place where they claim the 3-Series shines best. Because the 3-Series has been getting its butt handed to it by The NUMBERS for a very long time. It has only been recently that they have begun to lose on the
'undefined' nature of driving as well. And it has nothing whatsoever to do with their move to an electric steering setup instead of pure mechanical -- because the cars that beat them have electric steering too.
When it comes to weight, the copious amounts of torque generated instantly by electric motors makes such concerns pretty much moot in the grand majority of driving situations. Stop and go 25 MPH to 45 MPH city traffic, or 65 MPH to 85 MPH highway traffic. Almost no one takes their daily driver to the track. A few more may break out a map and trace a route through the mountainous twisties, where guard rails are trees and boulders. And if anyone actually enjoys driving at all, I'm sure the experience of being behind the wheel of a Tesla Model ☰ will make them smile, grin, and laugh aloud far more often than they will scowl, frown, and curse to the heavens -- no matter the course before them.
COMPETITORS WEIGHTS
3,295 ___ BMW 320i
3,320 ___ Jaguar XE
3,360 ___ Alfa Romeo Giulia*
3,373 ___ Cadillac ATS
3,483 ___ AUDI A4
3,583 ___ Lexus IS
3,594 ___ Mercedes-Benz C300
3,748 ___ Acura TLX
3,748 ___ Infiniti Q50*
* Midsize
I am certain that Tesla has done their due diligence, to determine the best handling characteristics of all these vehicles, to balance and evaluate them against each other, and especially against the BMW 3-Series, in order to determine the best possible 'feel' behind the wheel. I expect there will be selectable modes for handling to suit the preference of the driver. Hopefully this will be enough to satisfy gearheads everywhere. If not ? Well, screw 'em. ;-)
