Presenting the 2025 Car and Driver EV of the Year

Car and DriverOnce again, a bevy of the automotive industry’s newest electric ­vehicles descended upon an unassuming office in Ann Arbor. And once again, a single nameplate rose to the top like a layer of sweet cream in heterogeneous milk. It represents the application of the ­latest technology in interesting ways, superlative fulfillment of its mission, and, importantly, a lineup that is simply fun to drive. After many near-silent laps around our local evaluation loop, the Porsche Taycan emerged with a crown on its hood.The Porsche Taycan needs little introduction. The German automaker’s first dedicated EV went on sale for 2020. However, first-run models weren’t quite up to snuff in the efficiency department. In the Taycan’s first appearance at our EV of the Year test—with range anxiety dominating the EV ecosphere—it lost to the Ford Mustang Mach-E. But we love a good redemption arc, and the changes Porsche made for 2025 address the original Taycan’s shortcomings.view exterior photosMarc Urbano|Car and DriverSubtle styling tweaks to the bumpers, headlights, and fenders freshen up the looks of the low-slung Taycan, but the real juice hides under the low-slung silhouette. Porsche has improved the Taycan’s batteries and fast-charging capabilities. The base battery now packs 82 kWh of usable capacity, while the Perform­ance Battery Plus version boosts capacity to 97 kWh. EPA range estimates stretch from a minimum of 261 miles (in the Turbo S Cross Turismo) to as much as 318 miles in the rear-drive sedan with the larger battery. Last year, the EPA estimate for the longest-range Taycan configuration was a mere 246 miles.view exterior photosAndi Hedrick|Car and Driverview exterior photosAndi Hedrick|Car and DriverNo matter the trim, there’s no shortage of power. The base rear-drive version produces 402 horsepower with the standard battery, and the elevator door opens several times on the model line’s journey to the 1019-hp penthouse that is the Turbo GT. The flagship Taycan is a certified freak of nature, ripping an insane 1.9-second sprint to 60 mph, regardless of whether it’s equipped with the no-cost Weissach weight-reduction package. But Porsche didn’t lock all its best technology behind the $231,995 paywall of the Turbo GT. Almost every all-wheel-drive model in the ­Taycan lineup is available with Porsche’s trick Active Ride suspension, a system so clever and physics-­bending that it deserves an award of its own. Each two-valve damper connects to its own hydraulic pump, which forces fluid to either side of the damper’s piston to rapidly raise or lower it to actively control each wheel’s vertical motion. It counteracts pitch and roll to such a degree that it feels like witchcraft. In fact, Active Ride eliminates the need for anti-roll bars.view exterior photosMarc Urbano|Car and DriverOf course, gobs of power and flashy suspension tech are only as good as the dynamic capabilities of the chassis itself. Fortunately, the Taycan’s underpinnings prove a proficient partner. Editors lauded the Taycan as the most fun on the test loop. Even better, Active Ride’s prowess at eliminating humps and bumps produced smooth driving at any speed. Opining on the ride and handling balance, some logbook comments included the word “perfect.”Also in the logbook: a recommendation to have your head planted firmly against the headrest before engaging the Turbo GT’s launch control. If you ate a hearty meal beforehand, beware: Launch control may lead to issues with lunch control. Still, you have to try it at least once. Your inner ear will have absolutely no idea what the hell is happening, and your brain won’t catch up to reality until you’re well into triple digits. It’s great. view interior PhotosAndi Hedrick|Car and Driverview interior PhotosAndi Hedrick|Car and Driver Despite our effusive praise, the Taycan is not, in fact, perfect. Lifting off the accelerator in most EVs leads to a heavy braking effect from the motors as they regenerate electricity. Since coasting is more efficient than any one-pedal drive mode, the same action in the Taycan leads to slight regen that mimics the deceleration you feel when you lift off the throttle in a gas car. To get more regen requires pushing the nonlinear-feeling brake pedal. The interior didn’t win everyone over either. Some thought the materials fell short of equally expensive competitors. Value was indeed the biggest existential issue for the Porsche.Yet, the Taycan overcame that hurdle by producing some impressive bang for that lofty buck. (Prices start at $101,395.) Porsche’s job is to build sports cars, and the Taycan lives up to the performance expectations—and then some. Of the new or recently refreshed EVs to hit the market within the past year, the Porsche Taycan is the one we cherish most.view exterior photosMarc Urbano|Car and DriverSee the Contenders for 2025 EV of the Year
Source: caranddriver.com