That is a good comparison point Peter.

If you put each of these cars (Aero8, P6 and EQC) on a rolling road and looked at the power and torque shapes it would show what I suspect is the root issue.

The P6 is lightweight, RWD, the autobox programming (is it reprogrammed from the BMW install?)

The V8 will have a traditional climbing curve left to right.
The P6 will have an almost vertical climb from 1200-1800 rpm followed by a software controlled flat torque plateau until 4000-5000.
The EQC will have a ramp starting at zero and going down from there with a single speed box.

In all cases you have to adapt. As a more mature audience our baseline is what we have had before. I figure the people growing up now will have learnt on hybrids and BEV's and so be used to the torque characteristics. I learnt on normal petrol/carb cars with flat spots then had to adapt the Renault 5 GT Turbo with a 2 second lag! That was a laugh on roundabouts.

Torque is what breaks traction with a bump. That's why I fitted the Cup2 tyres to the back of the Coupe. I wanted to give the backend a better grip level than the front to balance out the tendency to slide before the front starts to get a little nervous. It has improved it but it has also highlighted the lack of communication between the front and back if you push on hard. Road speed is not an issue and that's where I love the Aero's. The big lazy smooth torque curve makes it feel like a luxury. Track side it is just to soft.

As I have said before - with a Turbo powered car - keep the rev's above 3,000rpm - the torque curve is then flat.

This can be achieved even with an Auto box....

These two images show just how different the +8 and Plus 6 are....

Let's start with the new Straight 6. Peak torque at 1380 rpm, then flat to 5000.
The power rises steadily, but is already significant at 2000 rpm.


Now the lazy N62 V8: nothing much below 2500 rpm, it isn't until 3000 or so that it "gets on the cam" and peaks at over 4000 rpm. Power rises steadily, but it isn't until around 5000 rpm that the engine is truly bonkers.



It is hard to imagine how anyone could get themselves into trouble, without trying, but the Plus Six will bite, hard, from 2000 rpm, which is all too easily found.
The Plus Four, when it arrives, will have a similar performance characteristic, just less of it.

Both seem good fun to me

I don’t know where the limit might be for the plus 6, but I found out the hard way where they were on my Lotus, lesson well and truly learned.

Nasty bump, hope all involved were OK?

Learnt with the Aero it must be straight and steady after a turn before applying too much power or it will fishtail.

Ouch!

Curiously, I sold my Lotus Evora to move into Morgan ownership!

I always thought the Evora was a stunning handling 'big Lotus Elise'. Very predicable even with 400 BHP! Yet on the same damp roads, that had me 'clenching' when I took the P6 out for a test drive!

I thought the P^ was a very light rear ended tail happy machine! GREAT fun in the right hands/dry roads I am sure... mine are no longer up to the task however!

I learnt all about fishtailing in 1987 in Florida.
When we collected the rental car at Orlando airport the agent looked at my licence and said "you are from England, can you manage a stick shift?" Yes, I replied, why?
She said "I've got a car for you that I think you will enjoy".

Walked out to the carpark to find an almost new white Ford Mustang GT.
5.0L, 225 bhp, 300 ft lbs and a 4 speed box.
It was a hoot, just the right amount of power to get it to fishtail anywhere, especially if the road was a bit damp.