Hi, I'm John Davis and this is MotorWeek !

We're checking out the all-new and tough-as-ever Ram 1500... Then, we'll stitch together the facts on custom upholstery... We're visiting a famous track for an equally-famous Porsche reunion... And then, circle back for a fresh look at the reworked Polestar 2.

So, come drive with us, next!

Closed Captioning provided by Maryland Public Television.

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TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

JOHN: For many years, the Dodge Ram was the also-ran in the full-size pickup truck race.

And because of that, what is now known as just Ram has never been afraid to try new things, whether it's big-rig style, unique suspension designs, innovative Ram Box storage, or delivering luxury car-like interiors, so what's next?

Well, let's find out.

♪ ♪ Well, as you've no doubt heard by now, the big news for this updated 2025 Ram 1500 is that there's no more Hemi V8 engine under the hood.

What?

A Ram with no Hemi?

What's the world coming to?

Are the Dodge boys rolling over in their collective grave?

And am I stuck with a V6 now?

Not so fast!

Where you use to see Hemi, get ready to say Hurricane!

That's right, Ram's got a Hurricane.

First seen in Jeep's Wagoneer, the Stellantis Corporation's all-new twin-turbo inline-6 will now be the top option for Ram truck buyers.

Based on our early drive time in the Texas Hill Country, we're not upset at all, and you shouldn't be either.

Why an inline-6?

Well, in general terms, I6s are better balanced, run smoother, and can deliver more torque at lower RPM.

Just ask any of the truckers you see going down the road hauling more than 20 tons of cargo with their inline-6s.

Ford has already proven that truck buyers will embrace turbo-6s with their EcoBoost V6, and now Ram has one-upped them with a big-rig style inline-6.

There are actually two versions of this 3.0 liter available.

Standard output is the same as in the Wagoneer at 420 horsepower, but the high-output version sees an increase from 510 to 540 horsepower here in the Ram, with 521 pound-feet of torque.

That's more than 100 pound-feet over the previous Hemi V8, which is significant enough for Ram to also put a beefier rear axle in place.

Max tow rating is now 11,580 pounds.

Both versions work with an 8-speed automatic transmission, as does the standard 3.6 liter mild-hybrid V6 which carries over unchanged at 305 horsepower.

It's all wrapped in updated styling, of course.

New sheet metal is smoother and more aerodynamic and, believe it or not, they've gone even bigger and bolder with the grille, and its more prominent RAM letters; every trim level now gets its own specific grillwork.

We spent most of our time in the new top-level Tungsten, which throws off some serious city-slicker vibes with bright trim, unique LED lighting, 22 inch wheels, and power tailgate.

It's available exclusively with Crew Cab and a 5-foot 7.0 inch bed; Quad cabs and long beds are available in most other trims.

But the Tungsten really sets itself apart inside, going more upscale and more comfortable than any Ram before it, which is definitely saying something.

There's quilted leather seating, suede upholstery, diamond-knurled metal trim, a central 14.5 inch Uconnect 5 touchscreen, and an available 10 inch one for the passenger, plus a 12.3 inch digital gauge cluster.

There's even a bangin' 23-speaker 1,228 watt sound system, and it sounds really good.

Thankfully, bed-side RamBox storage is still here too, and Rams can now get an onboard power inverter with 2.0 kilowatts of juice for tailgating or tools.

A power-sliding rear window is standard on Laramie and above.

The Tungsten's four-corner air suspension setup delivers an exceptionally smooth ride, even with the 22s; leaving us feeling more like a soccer mom on the run than a contractor headed to the jobsite.

The inline-6 is definitely a willing companion; the twin-turbo setup means each turbo is feeding boost to three cylinders, helping to deliver plenty of turbo lag-free acceleration off the line, and immediate passing power when called upon.

Four-wheel-drive is standard with Tungsten along with Rebel, and Limited, it's a $3,850 option in Tradesman, Big Horn, and Laramie models.

While, truck prices have continued to be on the rise, you can still get in a base Ram Tradesman for as little as $42,270.

Most new Ram 1500s will probably transact in the $60,000 range, with the budget busting Tungsten reserved for high-rollers at $89,070.

Equal parts rugged and refined, with a new force to be reckoned with under the hood, the 2025 Ram 1500 is sure to be a bigger player than ever in the full-size truck game.

And, this is just their leadoff hitter, as later in the year, we'll see two plug-ins in the lineup; including the full battery-electric REV and the switch-hitting Ramcharger with a range-extending onboard generator.

This may just be the year of the Ram.

♪ ♪ JOHN: When it comes to car shows-- you have your weekly cars and coffee events, monthly club meets, annual gatherings and everything in between.

But one show has gotten so big, it's really more of a pilgrimage, and it happens only once every five years.

And this week, our "Over the Edge" guy, Greg Carloss...takes us there.

♪ ♪ GREG CARLOSS: Reunions just aren't what they used to be.

School reunions are pointless because we already know what everyone's been up to.

And family reunions, well, they turned contentious ever since that one aunt learned how to share political memes.

But there is one reunion still worth going to.

♪ ♪ Rennsport Reunion is a world-renowned, must-attend celebration of all things Porsche.

For those unfamiliar with Porsche vernacular and don't speak German, Rennsport translates to race sport, which is something Porsche has been very successful at.

Better recognized in its abbreviated form, the RS designation has been used on Porsche's high-performance street cars from the 1956 550 RS Spyder, to the 1972 Carrera RS 2.7 and continuing today with models like the 911 GT3RS.

2023's Rennsport Reunion VII took place at WeatherTech Raceway Laguna Seca, but it all began at Lime Rock in 2001.

AYESHA COKER: This was conceived by a gentleman named Bob Carlson and another famous racecar driver named Brian Redman.

It all started because of the love that they had for Porsche and Porsche racing, and they just wanted to create a small environment where their friends who had that same interest and love could come together and be able to actually showcase these wonderful vehicles on the track.

GREG: But that small environment they envisioned quickly grew.

AYESHA: In 2011...we probably had about 50,000 and then in 2018 it jumped to 81,000; and we are looking to break records this year as well.

GREG: Rennsport Reunion VII kicks off in the most German way possible with a ceremonial tapping of a beer keg.

Before the suds can even settle the place is packed.

As tens of thousands of fans freely roam the paddock it's important to keep your head on a swivel.

Not only could you have to dodge a 917 making its way to the track, but you may bump into a legendary racing driver.

My name is Hurley Haywood, I've been racing for Porsche for 50 years.

I've won five Daytona's, three Le Mans, two Sebrings.

So many of these cars I've had experience with and raced, so when you look over a 50-year time span, you're dealing with, you know, early 911s all the way to the earliest prototypes.

And it's really cool to be able to see all those cars together at the same time.

Not only the cars, but also the drivers that drove them.

GREG: But Hurley and the other drivers aren't just here to sign autographs and reminisce.

HURLEY: They got me driving the cars.

I've got my 917-10 here.

We just went around with Wolfgang leading and me right on his bumper.

That was pretty cool.

That's what makes Rennsport so special, is that the fans can really interact and get very close to the drivers and cars.

They can get there, they can touch you, they can talk to you...and it makes it very special.

GREG: In typical Porsche fashion, Rennsport Reunion celebrates the past without getting stuck in it.

So, while fans flock to watch the brand's earliest, ahem, performance vehicles, they stay to see the latest electrified prototypes.

HURLEY: Electrification is something that's really unique.

I pers-- personally drive a Taycan on the st-on the road and when you can adapt those, that technology, to a racecar, like in Penske's car...I mean that's really cool.

AYESHA: We try to have something for everyone.

If you don't have an intimate knowledge of motorsports in general, we try to have a lot of different environments here.

Even if you are someone who knows Porsche intimately, you will still always find small Easter eggs throughout Rennsport that'll keep you on your toes and keep you surprised.

GREG: So, if you like cars and happen to be free in September of 2028, think about making the trip to Rennsport Reunion VIII.

JOHN: Whether, you've worn out your car's seats or just looking for a custom fit, Dan Maffett is going to stitch together all you need to know about custom upholstery on MotorWeek's "Your Drive."

♪ ♪ DAN MAFFETT: Hey guys.

If you've been following our Maxton project, you can tell it's coming along pretty well.

One thing we haven't done yet is the seats.

The interior is the last piece of this puzzle.

This is what's left of our driver's seat, and you can see we've got some problems.

But, we got a guy that can fix it.

Josh from Classic Canvas.

Thanks for having us, man.

Have you seen this kind of seat before?

JOSH LITTLETON: Yep, common all the time with the race car guys.

Seats always last, so take this, get rid of this, make a new one out of black vinyl, make it look a lot better.

DAN: Oh, that's awesome man.

Well, let's get into it and see how it works.

JOSH: Let's get going.

♪ ♪ DAN: So, you do this, uh, this outer skin first and then you lay the seat cushion in and... JOSH: Yep!

DAN: ...just make sure everything fits?

JOSH: So, then that's this piece, just drops in to finish the, uh, finish everything else.

DAN: Right... JOSH: And you want it, kind of snug because it just drops in there.

DAN: Right... JOSH: And then, it'll attach in the back and then it'll attach in the front.

DAN: So, you just clip out the hog rings, so you can stretch it a little further, and then reinstall them.

JOSH: Yep.

You have to remove those first ones are almost temporary to kind of locate the cover, and then as you get things finalized, you can go back and make those little micro adjustments.

JOSH: So basically, just the match marks here, making your alignment marks so you know where your pieces fit together, basically.

So, we're going to draw out where the, where we want it, because the old stuff wasn't useable.

And then by laying this out, we tack glue this in like it would be and we'll go around and transfer all those marks to your top piece, and then the same thing on the sides.

Everything gets transferred over.

DAN: So that is literally a map, so when you're stitching it back together... JOSH: Yep!

DAN: ...even though they're two convex and concave surfaces.

JOSH: Yep!

DAN: ...the registration stays true.

JOSH: Give you those marks and that way you know where you need to be.

DAN: Now, you're laminating these two materials together.

That's just gluing them with adhesive and mating the two surfaces.

JOSH: Yep, so that way, they'll stay...they'll stay together, they won't shift and create a wrinkle between the material and the foam, which is almost impossible to get out, and then we're actually, um...we just do...we use a-- like a really low temp, cheap glue, so that it doesn't, we actually don't want it to hold once the cover is installed, so the steam will break this bond and then they'll actually, if there is a wrinkle, you can work it out later, where if you use the same glue that we would use normally, you wouldn't be able to get it back apart.

JOSH: So, we typically do the-- do across the inserts first, and then...and work...kind of work center out basically, as best as you can.

(sewing machine noise) DAN: Is there a name for the style of stitch that you're running across that?

JOSH: Just a standard-- it would be like a standard pleat just sewn through, where instead of having the, um, versus maybe like the tuck and roll which would have a blind stitch.

You'd just see the fold in the material, but you wouldn't see the stitch on top.

JOSH: Then basically, we're just going to glue, glue these folds down and cut up into about here.

We're going to split it- split it right about there, and then this will be the lip that goes over the front of the... front of the seat.

DAN: So, I don't know about you, I kind of like the old one better!

JOSH: Right?

DAN: I like to see my seat foam, make sure it's still good.

JOSH: Make sure it's still good, you can inspect your seat there, absolutely!

DAN: I mean, I'm not going to fit in these, but man, they look incredible.

JOSH: No, but they'll be ready to go for whoever can, so... absolutely.

DAN: Well, Josh, I appreciate it very much man.

JOSH: Yup, thank you, thank you, I appreciate it.

DAN: Let you wrap up this other one.

Guys if you have any questions or comments, hit us up, right here, at MotorWeek .

♪ ♪ JESSICA RAY: Did you know...that they make tires specifically for electric vehicles?

The all-season tires on this Subaru Solterra EV have been engineered for low-rolling resistance, meaning there is less friction as they spin, so they can get the most range possible.

EV tires are also designed to accommodate the extra weight and torque of a battery electric vehicle, so they're typically made with more robust rubber compounds.

Sure, you can still put regular tires on an EV, but EV tires will allow you to get the most miles and smiles out of your battery electric vehicle.

JOHN: To drive or not to drive?

Who are we kidding?

It's time for another QuickSpin!

♪ ♪ JESSICA: The all-electric Porsche Taycan is getting some significant updates for the 2025 model year.

We were lucky enough to get some QuickSpin early drive time in Southern Spain, both through some epic countryside scenery and on Circuito Monteblanco near the town of La Palma del Condado.

Porsche has addressed virtually every area of all Taycan models from new front and rear designs and revised lighting for the exterior, to the updated tech and new materials of the interior, to increased standard content all around.

But increased range is usually the most anticipated update when it comes to EVs, and that should be the case for all Taycans, as both the standard and Performance Battery Plus get a boost in capacity.

Official numbers are not out just yet, but expect 20 to 30 percent more available miles.

All that plus more power too, coming not from just software upgrades, but actual hardware changes.

All Taycan's get a new rear motor with varying levels of output based on trim level.

Base rear-drive Taycans getting a 60 kilowatt increase, which is enough to shave more than half a second off the 0-60 time.

More notable is the all-wheel-drive Turbo S, which gets an additional 140 kilowatts of output for a new total of 700 kilowatt; increasing horsepower from 750 to 938 and helping it now to get to 60 in just 2.3 seconds.

But most impressive is a new Taycan Turbo GT, available with and without a lightweight Weissach Package.

At 1,019 horsepower, it's the most powerful production Porsche ever.

BRIAN ROBINSON: So, how do you make the Porsche of EVs even better?

Well, more range is a good way, and more power is also a good way.

They've done both here with the new Taycan; but above all of that, it's really just this car's superb driving experience that sets it apart from other high-performance, high-end EVs.

JESSICA: Porsche is taking orders now for the 2025 Taycan.

Plan on shelling out at least $100,000, with the Turbo GT around $230,000.

And we'll have more QuickSpins...soon!

JOHN: Volvo is well on their way to making the transition to an all-electric brand, but their sister-brand Polestar is already there.

Now, we've spent lots of time in their all-wheel-drive, 5-door Polestar 2, having tested it in 2021, and a year later when a 2-wheel-drive version arrived.

But, EV updates are coming quickly.

So, let us be your guide for all that's new with the Polestar 2.

♪ ♪ While, we are driving more EVs than ever, we've also been spending a lot of time recently circling back to ones we've previously tested.

As in this new era of electrified vehicles, significant updates are arriving quickly, with R+D investments increasing and retrofitting them easier than ever.

This is often done through software updates that can even be accomplished over the air.

For 2024, the Polestar 2 has indeed gotten some software updates, but some physical ones as well.

Clearly aimed directly at Tesla's Model 3 when it arrived; the Polestar 2's build quality was vastly better, but range definitely came up short.

So, addressing that was priority number one; and for '24 the Polestar can travel up to 20 percent farther than before while consuming 9.0 percent less energy, and when it comes time to charge it back up, it can do that 34 percent faster too.

Range in the Single Motor version increases from a max of 270 to 320 miles thanks to a larger 82 kilowatt-hour battery pack, and that solitary motor now powers the rear wheels, not the front wheels.

It's also bigger, coming in at 220 kilowatt compared to the previous 170 kilowatt front-wheel-drive version, going from 231 to 299 horsepower.

Dual Motors keep the same 78 kilowatt hour battery, but still sees a boost from 260 to 276 miles and takes advantage of the larger rear motor for a new combined 310 kilowatt output with 421 horsepower.

Our test car has the added Performance Pack, which uses an additional 35 kilowatt to deliver 455 horsepower and 546 pound-feet of torque, though max range drops to just 247 miles.

The new battery in rear-drive 2s will also charge faster, now accepting up to 205 kilowatts for an 80 percent charge in 20 minutes; max for dual-motors stays at 155 kilowatts, which puts an 80 percent charge at 34 minutes.

Using 32 kilowatt-hour of electricity per 100 miles, the Dual Motor earns a good efficiency rating.

Unfortunately, extremely cold temperatures kept us from seeing that increased range, as we were only on pace for about 194 miles in our test.

The 2 has always been one of the most enjoyable EVs to drive, even more so now with that additional power coming from the rear motor.

And especially when equipped with the Performance Pack as it not only includes more power, but adds 20 inch forged wheels, upgraded brakes, and adjustable Ohlins Dual Flow Valve performance dampers.

It greatly improves handling prowess without affecting ride quality, and is easily worth the $5,500 charge, if you at all enjoy driving.

Even on a 20 degree track day there was plenty of grip through our handling course.

No understeer or oversteer, and lots of feedback through the wheel.

There was a nice, strong launch off the line that properly planted us firmly in the seat, and rocketed us to 60 in 4.5 seconds.

Power delivery stayed pretty intense up until about 80 miles per hour when there was a definite tapering off.

Still, it was a 13.4 second quarter-mile at 102 miles per hour; smooth, quiet, and stable the whole way.

When this car debuted, its Google-based infotainment setup was a novelty, but since then, more and more manufacturers are just "Googling it," so it doesn't seem out of place at all.

The wireless phone charger is easy to access, and there's a great Harmon/Kardon sound system and panoramic sunroof to enhance the in-cabin experience.

Exteriors have also been enhanced with a smooth grille insert and new wheel choices.

Hatchback practicality means 14.3 cubic-feet of easy to access cargo space with split-folding seatbacks for longer items and expanding the space to 38.7 cubic-feet.

Plus, there's even a sizeable storage bin up front under the hood.

Single Motor Polestar 2 pricing now starts at $51,300, with Dual Motors starting at $56,700; topping out at $64,400.

For a car manufacturer that hasn't even been around for a decade yet, Polestar has kept itself busy, totally transforming their latest model in just a few years, making the 2024 Polestar 2 even more appealing.

They are certainly off to a good start, and with a host of Polestars just over the horizon, including some all-important utility vehicles, this star will be shining even brighter.

Well, that's our show, I hope you enjoyed it.

Now, for more MotorWeek , including daily news updates, podcasts, and even complete episodes, cruise on over to PBS.ORG/MOTORWEEK.

And I hope you'll join us next time, when we dive into the lap of luxury in the all-new Lincoln Nautilus, then simplify the drive with the budget-friendly Hyundai Elantra.

Until then, I'm John Davis.

We'll see you right here on MotorWeek !

ANNOUNCER: To learn more about MotorWeek , Television's Original Automotive Magazine, visit... To order a DVD of this program... MotorWeek is proudly sponsored by Auto Value and Bumper to Bumper, a nationwide network of stores and shops providing major brand auto and truck parts, and service from coast to coast, and in your local community.

Learn more at AutoValue.Com and BumperToBumper.Com.

TireRack.Com is proud to support MotorWeek !

First, there was the wheel.

Then, the tire.

"We'll call it TireRack."

Forty years later, we're not slowing down.

♪ ♪ This program was produced by Maryland Public Television, which is solely responsible for its content.

(engine revving) ♪ ♪ You're watching PBS.