Mitsubishi is reportedly in talks to join a new alliance with two of its fellow Japanese carmakers. (Images: Mitsubishi, unless otherwise noted)
A new 3-company automotive alliance could be in the works between Honda, Nissan and Mitsubishi.
“Collaboration” and “partnership” are words we’ve seen tossed around a lot over the past few years, especially as automakers grapple with the immensely expensive task of developing electrified cars. To that end, Honda and Nissan announced they were considering a tie-up earlier this year, aimed squarely at “vehicle electrification and intelligence” — in other words, sharing EV components, platforms and software. Now, according to a report from Nikkei Asia, Mitsubishi is looking to get into the prospective Honda-Nissan alliance.
Nissan currently holds a 34% stake in Mitsubishi, though no decision came back in March as to what to do within the framework of this new strategic partnership. Now, as Nikkei cites “the rise of emerging powers” within the EV space, namely Tesla in the US and BYD (among others) in China, Japanese automakers are trying to bolster their efforts to compete in the EV space in terms of accelerating R&D and locking down supply chains to ramp up actual production as they plan to bring dozens of new vehicles to market in the coming years.
Just on its own, Nissan announced a plan in March to bring out 30 new vehicles in the next two years alone. A larger partnership with Honda and Mitsubishi could see even more new vehicles come to market, with several potentially sharing a platform and other components across the alliance. The report notes that Mitsubishi signed a nondisclosure agreement within the past several months, with the ambition of working within the strategic partnership to “enhance their competitiveness in order to survive in the highly competitive market.”
It’s not just American and Chinese carmakers the three need to worry about, either. As collaboration and consolidation become the name of the game, the three automakers in this potential Honda-Nissan-Mitsubishi alliance have to worry about Japan’s largest automaker: Toyota. In fact, Toyota itself signed onto several tie-ups with other Japanese companies over the past several years, including Subaru, Mazda and Suzuki, while it has controlling interests in Daihatsu and truck maker Hino Motors. Combined, that conglomerate manages a combined sales volume of 16 million vehicles annually, compared to the potential Honda-Nissan-Mitsubishi group’s 8.35 million combined sales (as of the fiscal year ending in March 2024).
This prospective strategic partnership would effectively split the Japanese car industry into two major chunks: a Toyota-led group on one side, and this three-company alliance on the other.
On the EV front, Nissan and Honda sold a combined 160,000 units worldwide. Compare that with Tesla and BYD’s 1.8 million and 1.6 million, respectively, and the picture of this tie-up gets much clearer. In addition to fully electric cars, though, the companies will play on each other’s strengths, such as Mitsubishi’s plug-in hybrid vehicles. The three will also work to standardize jointly-developed software among vehicles in the group, which will naturally extend to new Mitsubishi models sometime in the next several years, if this partnership comes to fruition.
Per Reuters, Mitsubishi shares rose more than 6% in early afternoon trading on news of the potential three-company partnership. Nissan and Honda, for their part, each rose by more than 2%.
The 2025 Jeep Compass should wrap up the current generation — but should you buy in?
With the small Renegade’s departure (at least for now), the Compass represents Jeep’s entry-level offering for the North American market. It’s not changing much for 2025, as the brand’s small SUV is still fairly fresh from its mid-cycle facelift and powertrain swap to a 2.0-liter turbocharged engine. Entry-level pricing remains the same, while the rest of the range gets a modest price bump between $100 and $270, depending on the trim.
This time around, the 2025 Jeep Compass range is about as simple as you can get, as there are only four. The Sport kicks things off, and keeps its $27,495 starting MSRP (including $1,595 destination). For that, you get standard all-wheel drive, as well as that turbo four-pot with 200 horsepower and 221 lb-ft of torque, mated to an 8-speed automatic transmission. Keep in mind, though, that if you want any color other than white, you’ll need to plan on spending at least $595 more, though the base trim’s package options are pretty much limited to accessory pieces like pedal covers, all-weather floor mats and decals.
Latitude is the next trim in the lineup, starting at $31,865 ($100 more than before). The Latitude Lux trim is gone, but you can pick up its features through the available packages on offer. The $1,995 Altitude Special Edition comes in as a package, rather than its own trim, adds in 18-inch wheels, a 10.1-inch Uconnect display, darker trim and badging and sliding sun visors with illuminated vanity mirrors. The $2,675 Convenience Group adds a host of quality-of-life features including the heated steering wheel you previously got on the Latitude Lux, while the $2,475 Driver Assistance Group upgrades the headlights, adds in adaptive cruise control and a 360-degree camera system, and brings in the ParkSense park assist system, as well as rain-sensing wipers and wireless smartphone charging.
Above the mid-range 2025 Jeep Compass Latitude are the $35,540 Limited and the $35,760 Trailhawk. Those trims are $200 and $270 higher than 2024, respectively. A range of packages are available for the Limited that can push the price above $40,000, including the $2,995 High Altitude Package. As for the Trailhawk, packages range from the $2,575 Convenience Group adding power adjustable front seats (yes, you do not get that as standard equipment, even on the top-end model), to the $3,275 Sun and Sound Group that’s also available on the other trims. At the top end, the $3,995 Elite Group adds in a host of tech features including a 10.25-inch digital instrument cluster.
What’s next for the Compass?
Past this year, the 2026 Jeep Compass should emerge from the Brampton, Ontario plant sometime late next year. It will add an electrified option to the lineup, potentially including a fully electric model, but we’ll definitely see a hybrid powertrain. Word has it Jeep is switching the new Compass over to the STLA Medium platform, sharing its dimension with the overseas Peugeot 3008 crossover. That model is available as a plug-in hybrid as well as a full EV in the e-3008, though it’s unclear at the moment whether we’ll essentially see that car with a different body and different interior.
Why can’t anyone build the cheapest possible pickup truck here?
Do we still love the Mini?
Will the Tesla Model 2 (or, whatever the name may be) save the struggling giant?
The first question comes from fan who wants the “cheapest possible pickup truck” sold in the United States. That’s easier said than done.
Q (AskNathan@TFL.com) RE: Cheapest possible pickup truck.
Thanks for answering my question a bit back about that Ford Maverick contender Nissan might build. And as you can tell I’m a Nissan fanboy even though my family also owns a Buick and Toyota. By the way Nathan, I thought you should know that my mom bought her Buick Envista based on you review and she loves it!
Anyway I hope to buy a new pickup truck in the next year and it will be my first new one. I was thinking about the Maverick but the cheapest one is over $26,000. I need more “BEEF” as you would say it. But no one builds anything affordable in this country.
I don’t need anything fancy, just a work truck. There is no such thing as a work truck at a dealership that costs anything near $25,000. Why can’t people have a cheap truck that’s well built like the rest of the world? It’s not fair!
I refuse to buy a $50,000 pickup truck for a job that makes $60,000 a year. That is just impossible but it’s what these truck companies want us to swallow! I love my 2009 Nissan Frontier but it is getting real used with over 200 thousand miles. But there’s nothing new that’s affordable that can replace it!
– Juan TT
A: Great question!
We get a lot of questions about affordable, new pickup trucks – and (depending on your definition for affordability) the choices are few.
First of all, let’s find the least expensive vehicle with a bed… which is the Ford Maverick, like you said. Ford advertises the base model, which is no longer the hybrid, at just under $24,000. Keep in mind: you must include the $1,595 destination charge, and the absurd $695 acquisition fee. Bringing the base model to a bit over $26,000.
The base Hyundai Santa Cruz starts at $26,900, but you’re at $28,295 with “freight,” before any options. After owning the Hyundai, and driving all variants of both little pickups, I think the Ford would make a better work vehicle, and the Hyundai a better commuter. Regardless – these are the least expensive pickups you can buy… barring big offers by dealerships.
There are rare times when dealerships want to dump vehicles on their lots, and deals are possible. That’s the only way you’ll find a, base-model midsize pickup for a comparable price. Maybe. From there, you have to go up to the low $30,000-zone for the base model Chevys, Nissans, Toyotas and Fords.
Full-size pickups start in the high $30,000-zone, but realistically, you will be hard-pressed to find a model for under $40,000.
An under $20,000, new pickup truck doesn’t exist here.
The Toyota IMV 0, pictured above, is for sale overseas for as little as (the equivalent of) $10,000-U.S., but there’s a caveat: a truck like this could never be built here. The simple reason are production costs, safety, EPA and DOT regulations. Many of these restrictions do not exist overseas, and the overall cost of building a truck like this is much less expensive.
Sure, it has a anemic 4-banger, manual transmission and no real options – but that’s what some hard working Joes want. Sadly, as a new vehicle, you’ll never get one of these here. That is, unless you’re prepared to wait 25-years, when they can be legally imported used. Bummer – right?
I was hoping that the advent of cheaper tech, including some imported components would make building basic EV pickups a possibility here. Unfortunately, that won’t be happening anytime soon. It all boils down to profits for the automakers, government and difficult-to-appease policies.
I’m sure you’ve looked at used trucks, which is the only remedy I can think of. Even that is painfully expensive, in today’s economic climate.
I wish I had better news.
— N
. The next question comes from a viewer who wants to know if the TFL staff still loves Minis.
Q: (Via: NathanAdlen@Twitter/X) Saw your MTTS videos.
Lots of fun. Do you TFL guys still own a bunch of Minis? There were like six or seven. I have a 2007 Cooper and it’s my baby!
Max and Daisy 80
A: I think the overall count is close to a dozen Minis.
After I sold my MINI Countryman (it was my wife’s car, but I drove it a lot), I believe that brings the current TFL Studios’ count to two or three. As of my last count, Tommy has two and Alex may have one. We love Minis for sure, and I suspect one of us will buy another one before too long.
Actually, after my visit to the 2024 MTTS (Mini Takes the States) event – I am seriously thinking about another MINI as a commuter in Los Angeles.
We’ll see!
N
The last question revolves around the upcoming, entry-level Tesla Model 2, if that is what it’s called. They want to know if it will change Tesla’s negative trajectory.
(Via: NathanAdlen@Twitter/X) Q: Nathan, do you think the Model 2 will save Tesla?
I own a Model 3 Standard Range Plus that I bought for $39,000 back in 2020 and it has exceeded my expectations. You are a little harsh on Teslas especially including the Cyber Truck and I don’t blame you on that one. LOL! It’s terrible for a Tesla, and I get some of the hate. I like that you say that the Tesla’s engineering and technology amaze you. That’s something a real hater wouldn’t say. I also know that you’re not an EV hater like so many other “journalists.”
So we’re clear. I’m only an EV owner, and a Tesla owner out of necessity. My job kind of demands it, and I get a lot of money back for driving a Tesla. My partner has a Camry hybrid so we can go anywhere we want when needed.
Anywho, I was thinking about the terrible year Tesla has had and I was wondering if you thought if the next Tesla would save the company? I’m not talking about the stupid Tesla taxi or roadster. I am talking about the Model 2! Or will it take the departure of Elon Musk to secure investor confidence?
I’m an investor, and I’m not that confident!
Let me know what you think. And thank you for the colorful and insightful reviews!
A. Hashimoto
A: Tesla is a tough nut to crack, in so many ways.
I will be honest with you: Elon isn’t that much of a problem. Sure, I think greater stability can be accomplished by having a even-keeled leader at the helm, but his antics attract some buyers as well. It’s a bit of a mix, one that becomes more apparent in the Tesla capitol (in terms of sales) of California.
They (Teslas) are everywhere.
I agree that they need more product, and I honestly believe that the Cybertruck is a novelty.
As I stated in the earlier comment about les expensive pickup trucks, it would be amazing if Tesla could crack the $20,000 nut and produce a useable, reliable, affordable EV. I suspect we’ll see something that might start at just under $30,000 – but under $25/$20,000… that’s going to be hard.
Still, this is a tech company that happens to build cars. I suspect they are already working on a vehicle that will (hopefully) have a 200-ish mile range that’s considered “affordable.” Time will tell if that constitutes a price that regular folks can afford.
If you’re not really to jump toward a Porsche EV, you’ll still have gas options for years to come.
There’s been a deluge of electric car news over the past several years, to the point where we’re pretty much covering it daily here and over on the TFLEV YouTube channel. Lately, though, the winds have been shifting, as automakers respond to consumer demand for gas-powered cars (and particularly hybrids) in lieu of fully electric models. That course correction doesn’t mean we’re going to see a full about-face from zero-emission options. Porsche, for its part, still plans to aggressively expand its electric lineup over the next couple years with a Macan EV, a BEV replacement for the 718 Boxster and Cayman, and yes, even an electric Cayenne. If you aren’t ready to take that plunge yet, however, Porsche announced this week that the current-generation Cayenne will continue to offer internal-combustion variants into the 2030s.
It’s a move that tracks with the company’s decision on the smaller Macan: In addition to the new EV, the current gas model will continue to be available. Porsche is going a step further by commitment to updates over the years, particularly in terms of improving the gas V8’s efficiency to meet tightening fuel economy and emissions regulation.
Even with the move to retain internal combustion models, the automaker also says it is still aiming for most of its sales — more than 80% — to be electric by the end of the decade. Like many others in recent weeks and months, however, Porsche also notes that it depends on market conditions. Specifically, the company cites “the demand of our customers and the development of electromobility in the regions of the world.” In other words, certain markets with robust EV infrastructure may hit that 80% sales mix target, while other markets will likely lean more heavily toward the status quo of internal combustion vehicles.
As far as the electric Porsche Cayenne is concerned, we should see a debut sometime in the next several months. Camouflaged examples have already been hitting the street, and Porsche notes that it will have completed “several million miles” of testing before the Cayenne EV actually goes on sale. When it does hit the market in the next couple years, it will ride on the same 800-volt Premium Platform Electric (PPE) that underpins the smaller Macan as well as Audi’s newer electric cars.
The gas-powered Cayenne just saw a major update for the 2024 model year, so that also signaled the brand’s intent to keep it running for at least a few more years. While it’s still technically the third-generation model, the latest gas Cayennes get new stying, a revised interior layout with more tech and more power across the lineup. The 4.0-liter twin-turbocharged V8 still features prominently across the range, as well, from the Cayenne S all the way up to the Turbo E-Hybrid and GT models.
Meet the appropriately berserk 2025 Chevrolet Corvette ZR1. (Images: General Motors | Chevrolet)
As you hoped, the 2025 Chevrolet Corvette ZR1 is an absolute unit of a sports car.
The eighth-generation Corvette has brought a lot of new to Chevy’s flagship sports car. It’s the first mid-engined Corvette, even the “base model” Stingray boasts a sub-3-second 0-60 time, and with even the Z06 costing less than half your typical supercar, the C8 has been charging from strength to strength over the past four years. Now, though, the daddy of all Corvettes has arrived: the all-new, turbocharged ZR1.
Yep, check another box in the “new” column. Rocking Chevy’s LT7 engine — a twin-turbocharged and heavily upgraded version of the Z06’s 5.5-liter V8 — the 2025 Chevy Corvette ZR1 puts out…*checks notes*…oh, only 1,064 horsepower and 868 lb-ft of torque. And that’s just the start.
If you think the new Corvette ZR1 can charge through the quarter-mile in under 10 seconds, you’d be absolutely right. If you think it can post a 200-mph-plus top speed, you’d be right: This new ZR1 tops out at 215 mph. And around the Nürburgring, all four test drivers closed a peak speed over 200 mph on their very first laps. So, needless to say we’re looking at something incredibly special here.
To create the LT7 as part of its “Gemini V8” architecture that spawned the Z06’s powertrain, GM’s engineers “changed and optimized” the initial offering for forced induction. That includes unique head castings with unique ports and a larger CNC machined combustion chamber, tweaked valvetrain timing and lift profile with exhaust valves meant to handle higher temperatures, and a completely new intake system to accommodate the two turbochargers.
Speaking of the turbochargers, the dual, ported shroud, ball bearing, mono-scroll turbos integrate with the exhaust manifold and also utilize electronic wastegates, with a shorter distance from the exhaust valves to the turbine wheel to spool up that 1,000-plus horsepower posthaste. Since we’re talking about nearly 400 horsepower more than the Z06, the LT7 also gets added block and head machining to improve cooling, changes to counterweights to accommodate different pistons and connecting rods, and a secondary port fuel injection system to support the fuel demands for such massively increased output.
Chevy changed up the 8-speed dual-clutch transmission, too
When you’re talking about a production, street-legal sports car with more than 1,000 horsepower on tap, engineers also give the rest of the drivetrain a thorough going over. That includes the 8-speed dual clutch, which Chevrolet says its improved with inner and outer input shaft upgrades, stronger gears via shot peening, final drive changes, improved oil management to support harder acceleration and cornering capability, and increased control valves to accommodate higher clutch clamp load to get all that power to the rear wheels.
Each LT7 engine is hand-assembled by master engine builders within GM’s Performance Build Center, which is part of the Bowling Green plant in Kentucky.
Unlike other models, the 2025 Chevrolet Corvette ZR1 also changes up the game in terms of aerodynamics, suspension and braking performance. On the styling front, this top-dog Corvette is a step above the others with that massive rear wing and dive planes at the front, but there’s obviously more to talk about. The ZR1 actually loses its frunk for the sake of a flow-through hood that not only improves cooling by pulling air through a heat exchanger, but also improves downforce. The rear wing naturally helps in that pursuit as well, as does front underwing strakes and gurney flaps. All of the aerodynamic bits, as part of an available Carbon Aero package, offer up to 1,200 pounds of extra downforce at over 200 mph. You can also get Michelin Pilot Sport Cup 2 tires and stiffer springs as part of the “ZTK” package.
With that much sheer speed, of course the 2025 Corvette ZR1 packs some monstrous brakes. With specially designed carbon ceramic units, you get 15.7 inches of rotor up front and 15.4 inches out back. To help bring the overall weight down, you also get a carbon fiber roof. The staggered wheel/tire setup includes 20-inch wheels at the front and 21-inch wheels out back, wrapped in Michelin Pilot Sport 4S tires (in a 275/30-ZR20 & 345/25-ZR21 configuration front to rear).
Inside the new Corvette ZR1
Interestingly, the 2025 Chevrolet Corvette ZR1 gets surprisingly normal once you hop inside. You can even get it as a convertible, if you want.
You still get the same driver-focused setup, with buttons for the dual-clutch transmission close to hand as well as a long, narrow bank of center switches. That said, you do get a carbon fiber and leather-wrapped steering wheel with carbon fiber shift paddles. Behind the wheel, there’s a 12.0-inch digital gauge cluster and an 8.0-inch infotainment touch screen. At the back, you get the same cargo volume as any other Corvette, at 9.1 cubic feet.
The new ZR1 gets a host of unique touches, of course, including special badges and plagues inside and out. The 3LZ trim brings in special stitching on the doors, and you can get it in Habanero orange, and you can get a blue stitching option. In other words, if there are any Broncos fans out there with enough cheddar to pick up a ZR1, you have to get that color combination.
Chevy says the new Corvette ZR1 will go into production at Bowling Green (where else?) in 2025. The company did not share pricing details, which is a little frustrating. That said, if you have to ask, you know good and well it will cost way more than the E-Ray’s $106,000 asking price. As a matter of fact, I wouldn’t be too surprised if this model commanded a cool $200,000. And that’s assuming you can get one at MSRP, which given the C8’s pricing history over the past several years…yeah, good luck with that.
Since its formation in 2021, Stellantis has held control over 14 brands, including American brands Chrysler, Dodge, Jeep and Ram. (Images: Stellantis)
Amid lower profit margins and high inventories, Stellantis CEO Carlos Tavares may soon cut underperforming brands from the group.
When the company first came onto the scene as the result of a merger between Fiat Chrysler Automobiles and PSA Group (containing brands like Peugeot and Citroën), Stellantis N.V. boasted ownership of fourteen separate brands. Now, three years later, CEO Carlos Tavares has a stern warning for brands that are lagging behind in the North American market: Your days could be numbered.
Tavares’ comment comes at a time of weaker-than-expected first-half profit margins and flagging outlooks for the rest of 2024. Even as Stellantis aims to bring no fewer than 20 new models to market, it faces issues with high inventories as well as high prices in the North American market — a market that “needs the most work” to address “operational challenges”. Automakers across the industry are also grappling with the expensive prospects of electrifying their full model lineups in the coming years.
“If they don’t make money, we’ll shut them down,” Tavares told reporters. “We cannot afford to have brands that do not make money.”
Stellantis, as a whole, does not break out its financial results for individual brands, except Maserati. However, the Italian brand posted an adjusted 82 million Euro loss (about $89 million) in the first half of 2024. The automaker’s stock prices fell 10% in Thursday morning trading after Tavares’ comment, before slightly rebounding in afternoon trading.
What brands could meet their demise?
While some startup companies have met their unfortunate end over the past few years, no major American brands have lost a brand since Ford closed its Mercury division in 2011. Before that, GM shed the Saturn, Pontiac, Hummer and Saab brands following its bankruptcy during the 2008 financial crisis. Its overseas Opel and Vauxhall brands also went to PSA Group in 2017, before the French automaker merged into Stellantis.
In the North American market, Jeep and Ram drive a large portion of Stellantis’ profit-generating capability. Tavares did not specifically note which brands in the North American market could hit the chopping block, though others don’t have lineups as extensive or occupy as many lucrative segments as Jeep does. Chrysler, for example, sells only the Pacifica at the moment. Dodge plans to make a splash with its gas and electric Chargers later this year, but it also recently contended with an aging lineup, propped up by the now-defunct Challenger and the last-generation Charger.
Then there’s Fiat, a company that sold a grand total of 470 vehicles in the first half of 2024. While the new 500 hatchback appears to have stopped the bleeding (at least temporarily), the Italian brand has languished in the North American market for years, even before Stellantis became its parent entity. Other brands also compete in the same ether, like Maserati and Alfa Romeo, which both sell sports sedans and SUVs with Italian styling and flair.
Obviously, it’s unclear at this point what will happen, as Stellantis could spin off certain brands, or indeed ax them entirely from our market. Publicly traded companies are also accountable to the shareholders to boost profits, and that is a driving factor for the decision to potentially drop some brands, as the prospect of the larger business is to make money. The company’s margins fell to below 10% for the full year so far, missing its double-digit target, and that could lead to some major developments in the coming months.
The Ultium-based Buick Electra E5 is on sale in China, but it will be awhile before we see a Buick EV here in the States.
Even if you’ve only been loosely following snippets of what’s happening in the car industry over the past several months, one particular trend is emerging. While automakers eagerly announced an aggressive transition toward electric vehicles in the coming years, and particularly by the end of the decade, the winds are shifting. EV demand is softer than manufacturers expect. Adoption is still growing, but the relative pace at which it’s growing has many reconsidering available options. Companies like Toyota banked on hybrids, and present market conditions have much of the industry following suit. Others, like General Motors, are still investing toward new electric models, but Automotive News reports its dialing back some of its near-term efforts.
While every other GM brand has an EV at this point, Buick is specifically still waiting for its first model to actually hit the scene. According to the AutoNews piece, CEO Mary Barra recently revealed the company would delay electric model production at its Orion Assembly plant in Michigan until the middle of 2026. Originally, it was supposed to build electric pickup trucks and Buick’s first plug-in model next year, with the latter revealing its first EV to the public later this year.
At the moment, Buick does sell three electric cars for the Chinese market: the Velite 6 wagon, as well as the Electra E5 crossover and the smaller Electra E4. These vehicles share their platform with models we can already buy over here, including the Chevrolet Equinox EV and Blazer EV, as well as the Cadillac Lyriq and the forthcoming Optiq.
Barra, in GM’s quarterly earnings call, mentioned to analysts that the U.S. electric car market is “growing steadily, but more slowly than it did over the last few years.” Like several others including Ford, which announced it would expand its hybrid offerings later this year; and Stellantis, which has concentrated on a range of plug-in hybrids over making a headlong rush toward EVs (in America, its only fully electric model at time of writing is the Fiat 500e).
The U.S. government’s recent decision to place a 100% tariff on Chinese-made EVs may have also, to some extent, influenced Buick’s decision to delay its first EV. Rather than introducing the Electra E5 over here, GM appears to be sorting out an alternative arrangement to launch another model by 2026. Right now, we don’t know exactly when Buick’s electric offering will emerge, but at this point it’s looking like we’ll have a clearer answer sometime next year.
The Porsche Taycan Turbo GT with the Weissach package is one of the few that won’t see a range improvement, but it’s the coolest-looking Taycan of the bunch. (Images: Porsche)
Certain 2025 Porsche Taycan models can now achieve around 300 miles of range.
Head over to Porsche’s retail website, and you’ll notice several “New” markers from the $101,395 base car all the way up to the top-end Turbo S Cross Turismo and Turbo GT. Fundamentally, the 2025 Porsche Taycan models see a host of tweaks across the lineup, but one of the most significant changes addresses one of the car’s weaknesses since it first launched in 2021: range.
Porsche released updated figures for these models this week, claiming driving range anywhere from 32 to a whopping 76 miles farther than previous versions. The reason why range is better this time around comes down to larger battery packs — including the standard pack and the Performance pack — as well as better thermal management to eke every possible mile out of the bigger units. Instead of a 70-kWh pack, the base cars now get an 89-kWh unit (and, as such, see the most substantial range uplift). The former 93-kWh Performance pack is now out, in favor of a 105-kWh (gross capacity) version.
Both the base, rear-wheel drive Taycans and the dual-motor 4S sedan models can be optioned with the larger battery pack. Higher-end models including the Turbo, Turbo S and each Cross Turismo variant get the larger pack by default. Porsche also says the 2025 Taycan takes advantage of new software, a more efficient rear motor, better aerodynamics and low rolling resistance tires for better range, while the new packs with better thermal management should unlock faster DC fast-charging speeds.
Most models see range improvements, except the Turbo GT models.
Base 2025 Porsche Taycan models should now manage 274 miles on a charge with the standard pack, or 318 miles with the Performance pack — an increase of 66 and 76 miles, respectively.
Taycan 4S models achieve 252 miles with the 89-kWh pack, or 295 miles with the upgraded 105-kWh pack (up by 46 and 60 miles, assuming you stick with 19-inch wheels).
As for the Taycan Turbo, the non-S model with 20 inches wheels improves by 54 miles, to a total range of 292 miles. The S model gets more grunt and slightly larger 21-inch wheels, bringing the range down slightly to 266 miles. Mind you, that is still a 44-mile bump from the past model. The only versions that don’t see a difference are the Turbo GT with 21-inch wheels, which gets 276 miles on a charge, and the Weissach package, which brings the range down a bit further to 269 miles.
Cross Turismo models get better range on the lower end of the spectrum, with the Taycan 4 and 4S Cross Turismo managing 277 miles and 272 miles respectively (both up 42 miles). The Taycan Turbo Cross Turismo is 32 miles better, at 265 miles, while the Turbo S gets 39 miles more range, for 261 miles on a charge.
Beyond the new packs, the other tweaks mean the 2025 Porsche Taycan should see as much as 30% better high-speed brake regeneration, as well as faster 320-kW DC fast-charging speeds, up from a max charging rate of 270 kW.
Some exciting potential news for hot hatch fans: VW could be working on a more powerful Golf R with the Audi RS3's five-cylinder engine to launch in 2027.
