Nissan was first out of the gate with a mass-market EV, the 2011 LEAF, but it took a dozen years for the automaker to pop out a second all-electric model. By the time the Nissan Ariya was introduced in 2023 it already trailed some of the competition in range and handling performance. That doesn’t change for 2025. The Nissan Ariya remains a fantastic improvement and step up from the Leaf, but except for its interior, it doesn’t stand out in the sea of compact electric crossovers and SUVs that EV shoppers can now choose from.
As a longtime Nissan EV driver – having leased a 2011 LEAF when they first came out and then later purchasing a 2018 LEAF – we waited anxiously for the carmaker to bring out the Ariya. We were impressed with its looks and features after viewing the new EV just prior to its on-sale date in the U.S.
It took a while after that to get into one, but we finally did and spent a week with the top-of-the-line, dual-motor, all-wheel drive Ariya Platinum. We found it to be a well-balanced EV with a quiet and comfortable ride, refined exterior design, outstanding interior, a long list of standard features, and top-notch driver assist and safety tech. But it proved to be only middle-of-the-road when it came to driving characteristics.
The Ariya doesn’t qualify for the buyer’s federal tax credit that can lop $7,500 off the price of competitive EVs from Chevrolet, Cadillac, Honda, Kia, and Tesla that do qualify. But Nissan often offers buyers cash rebates to make up some, or even all, of the difference. And those who lease can get the credit because of an IRS ruling exempting leased EVs from the credit’s “made in North America” requirement.
While the base Ariya trim has a barely adequate range of just 216 miles (205 miles with all-wheel drive), higher trims use a much larger battery and offer lots more range – up to 289 miles with front-drive and 272 with electronic all-wheel drive. However, there are other small electric crossovers, such as the Chevrolet Equinox EV and Kia EV6, that offer more power or more range – sometimes more of both – for less cost. At the top of the trim tree, Cadillac’s new all-wheel drive Optiq electric SUV outdoes the Ariya Platinum+ AWD in range and is its equal in interior quality and fittings.
Still, if winning slaloms and topping the 300-mile mark on range or the 3-second mark for 0-60 mph acceleration aren’t at the top of your list of musts, the 2025 Nissan Ariya is certainly worth a look.
Boding well for Ariya is that the nearly identical 2023 model has been named a top choice for used EV buyers by Recurrent, a company that tracks EV battery health, sales, and pricing. It earned this distinction because of its advanced driver assistance and safety technologies, retained value, and strong performance in cold climates. Because the Ariya hasn’t changed mechanically – or much in any way – from 2023 (except lower starting prices for each trim), Recurrent’s real-world report on two-year-old models is good news for shoppers considering the 2025 Ariya.
The Ariya uses an EV-exclusive platform from Nissan that enables a longer wheelbase and more interior space. By packaging the batteries under the floor, the platform gets rid of transmission tunnels and permits interiors with flat floors. Removing the internal combustion engine allows designers to shorten hoods and rethink front fascia, which no longer need open grilles to gulp air for the engine.
While we tested a 2024 Ariya, the 2025 models are identical. The only new features are that wireless phone charging is now standard in all trims and 2025 models built since the start of the year have the Tesla Supercharger-compatible NACS charging port as standard equipment. Models made before that date have the CCS port that requires a $235 accessory adapter to make use of Tesla chargers.
Nissan also dropped the Venture and Empower trims for 2025, winnowing the Ariya ‘family’ to a choice of four trims that include two battery sizes and two powertrain choices.
Nissin starts the Ariya lineup with a small battery-version, the Engage, followed by the Engage+, Evolve+, and Platinum. The first two can be had with front drive or, for a $4,000 upcharge, dual motor electric all-wheel drive that boosts power and range. The last two are dual motor AWD only that Nissan calls it e-4ORCE, because…why not?
The Ariya in base Engage trim starts at $41,160 including the $1,390 destination charge. It comes with front-wheel drive and a 66 kWh battery (63 kWh usable), 19-inch alloys with all-season rubber, and LED headlamps. Inside, there’s a head-up display, heated steering wheel and front seats, an eight-way power adjustable driver seat with memory, six-speaker stereo system, wireless Apple Car Play and wired Android Auto connectivity, wireless phone charger, and in-dash navigation. The all-wheel drive Engage variant starts at $45,160 and adds a beefier dual motor, electronic all-wheel drive system, and a sliding center console.
Evolve+ trim is priced at $45,760 for front-wheel drive. It has a 91 kWh battery (87 kWh usable) for more range and power, and adds to the base model’s standard features with items such as a panoramic moonroof, rain-sensing windshield wipers, 360-degree camera and monitor, eight-way power-adjustable front passenger seat, and a stow-away table in the sliding front console, The all-wheel drive version of the Evolve+ starts at $49,760 and adds the dual-motor e-4ORCE AWD system and a powered rear liftgate.
Engage+ e-4ORCE starts at $46,760 and adds the 91 kWh battery and larger front disc brakes to the base Engage AWD package. Stepping up to Platinum+ e-4ORCE, the top trim in the Ariya lineup, brings a near-luxury class price of $55,760. It has all the features of the Evolve+ AWD and adds a 9-speaker Bose audio system, Nappa leather upholstery, power tilt and telescoping steering column, position memory for exterior side mirrors, a hand-free power rear liftgate, and LED fog lamps. A version with 20-inch wheels is priced the same.
The base Engage with front drive gets a single 160 kW motor on the front axle and is rated at 214 horsepower and 221 lb-ft torque. EPA estimated range is 216 miles. The AWD Engage e-4ORCE gets motors on each axle with a combined output rating of 335 hp, 413 lb-ft torque, and an EPA range estimate of 205 miles.
Range and power for the big-battery variants differ depending on trim level and drive type. The front-drive Evolve+ gets a single 178 kW motor rated at 238 hp and 221 lb-ft torque. EPA estimates range for the front-drive Evolve+ at 289 miles. The all-wheel drive Engage+ e-4ORCE is rated at 335 hp and 413 lb-ft torque. Evolve+ and Platinum+ e-4ORCE versions get dual-motor systems featuring 389 horsepower and 442 lb-ft torque. EPA range estimates are 272 miles for the Engage+ and Evolve+ with AWD. The Platinum+ has more features and is heaver, so its range drops to 267 miles, or 257 miles with 20-inch wheels and tires.
Both of the base Engage variants (without the “+”) use liquid-cooled, 66 kWh battery packs that can recharge from 80 percent depleted to 80 percent full in 35 minutes on a DC fast-charger rated at 135 kW, and in 65 minutes at 50 kW. For home charging on 240-volt Level 2 equipment, the Ariya has a 7.2 kW on-board charger that needs 10.5 hours to fully replenish an empty 66 kWh battery. All other 2025 Nissan Ariya trims and variants get a liquid-cooled 91 kWh battery. Charging at DC fast charge systems is a bit slower versus the base Engage because the battery has almost 50 percent more capacity. Per Nissan, it takes 40 minutes at 135 kW and 90 minutes at 50 kW. Home charging takes 14 hours with the larger battery if starting from a fully discharged state.
We found the Ariya range estimates to be fairly accurate. On a 232 mile trip in the Platinum+ e-4ORCE with 20-inch wheels, we lost just 11 percent – 28 miles – of the EPA-estimated 257 miles of range. The trip included 183 miles of freeway driving and 49 miles of city and country roads. Overall energy consumption worked out to 36.4 kWh per 100 miles, or 2.75 miles per kWh.
The Ariya’s interior is one of the best at the non-luxury level, with a modern minimalist look, quality fittings, and, in upper trims, interesting ambient lighting that pops from laser-cut screening in the foot wells and along the upper door panels. The center console has backlit touch controls for drive and regenerative modes. There’s a metal trim bar that runs the width of the lower dash with matching trim on the console. The bar is lighted and, in models with the advanced ProPilot 2.0 driver assistance system, changes colors to communicate various driving modes. There are dual glove boxes but no center console storage on lower trims, while upper trims get a center console storage compartment and a roomy locking storage drawer that slides out of the lower dash panel.
Seat upholstery is leatherette (vinyl) on all but the Platinum trim, which gets Nappa leather. Seats are supportive and nicely padded front and back, with adequate adjustments for the driver and front passenger seats. The Ariya is near the top of its price class in headroom and front legroom. Even in back, where it trails competitors by an inch or more, the flat floor opens up room others don’t have and gives passengers room to sprawl a bit. All trims get power-adjustable driver’s seats while the two top trims also get power-adjustable front passenger seats.
A pair of 12.3-inch, horizontally-oriented screens pop up from a padded dash that is otherwise nearly barren of visible knobs and switches. A volume knob for the stereo sits at the bottom center of the infotainment screen. A row of backlit, touch-sensitive switches for the climate control system is hidden under a woodgrain trim strip along the dash bottom.
Most functions are controlled via the center-mounted infotainment touchscreen or by touch controls on the flat-bottomed steering wheel. The other 12.3-inch screen, mounted behind the wheel, serves as a digital instrument panel and delivers information the driver needs to know. The center console stops short of the dash and there’s no center stack. Nissan did a good job of sound attenuation and while some wind noise does get through, the cabin is very quiet even at high speeds.
Ariya offers 27.9 cubic-feet of storage space behind the rear seats. Flip the 60/40 split rear seats down and that grows to almost 60 cubic feet. The ‘crossover coupe’ shape (think BMW X6) helps the Ariya’s looks but eats into cargo space just a bit, although it remains very competitive in the segment with slightly more cargo space than the Kia EV6, Honda Prologue, Chevrolet Equinox EV, and Cadillac Optiq.
The two top Ariya trims are rated to tow up to 1,500 pounds. That capability fits the needs of those needing to tow items such as a small utility trailer, a jet ski, or a small sailboat.
We tested the Platinum+ e-4ORCE and found it to be comfortable, quiet, and pleasant to drive. It exhibited sprightly acceleration, though without the stomach-dropping kick many EVs offer when the accelerator is jammed to the floor. Nissan claims a 5.0-second time for a 0 to 60 mph sprint in the 389 hp Ariya variants, and that’s about what we experienced. Drop down to the entry-level Engage, though, and acceleration gets a bit sluggish for an EV at 7.5-seconds for that same 0-60 run.
The 2025 Nissan Ariya boasts a low center of gravity and in AWD versions a 50:50 weight balance, but it still isn’t a sports car (the Platinum trim weighs in at 5,057 pounds). Ariya doesn’t like to be pushed hard into corners and offers little in the way of steering feedback. Overall, it’s best suited to highway cruising and leisurely sight-seeing drives in the mountains and on winding country roads. There is a high-performance NISMO edition with a re-tuned chassis and 429 horsepower available in Japan and Europe, so the car’s handling and power delivery can be improved. That variant costs about $5,000 more than the top-spec Platinum+e-4ORCE in Japan and there are no plans at present to bring it to the U.S.
Nissan’s ProPilot suite of driver assistance and advanced safety systems is standard on all Ariya trim levels. ProPilot includes full-range adaptive cruise control, lane departure warning with lane keeping assist, forward and rear automatic emergency braking, blind spot monitoring, and rear cross traffic alert. It’s linked with the on-board navigation system to more accurately predict highway conditions ahead and has speed adjust to automatically slow on curves and offramps. Nissan provides its updated ProPilot 2.0 system as standard equipment on the Platinum+ trim and as an option for the Evolve + AWD. It includes all the base ProPilot systems and adds automated highway driving capability and automated parking assist. The Evolve+ and Platinum+ trims also get a 360-degree camera-based monitor system.
The Ariya has been awarded a 5-star overall safety rating by the National Highway Traffic Safety Administration (NHTSA) and has been named a Top Safety Pick by the nonprofit Insurance Institute for Highway Safety (IIHS).
This was originally published on thegreencarguy.com. Author John O'Dell is a distinguished career journalist and has a been an automotive writer, editor, and analyst specializing in alternative vehicles and fuels for over two decades.
It’s looking like Tesla doesn’t have a lock on the fast-charging that encourages longer-distance electric vehicle journeys. While clearly in catch-up mode, a number of automakers are partnering with charging providers to install fast-charge stations at key points along major transportation routes. The latest is a partnership between Nissan and EVgo that will enable rapid charging at strategically located stops between Boston and Washington DC.
The 'I95 Fast-Charge ARC' (Advanced Recharging Corridor) will include nine charging sites along 500 miles of Interstate 95 with a total of 50 DC fast-chargers, each offering two fast-charge plugs each. Since technology marches on, the stations will have a capability of charging four or more EVs simultaneously at a power output of 50kW, with pre-wiring to enable easy upgrades for charging at up to 150kW once the technology is available consumer stations.
The Boston-DC project follows a similar project in California. With construction already underway, completion is expected in time for the launch of the all-new Nissan LEAF.
Standard half-ton pickup or heavy-duty variant? That’s the question often faced by those needing a pickup for commercial use, combined personal/business activity, or heavy-duty towing. It’s a tough choice because heavy-duty pickups really do offer levels of functionality that typically exceed that of light-duty pickups, but they’re also costlier, more cumbersome to maneuver, and usually less fuel efficient.
Nissan’s fully-redesigned Titan XD aims to solve this conundrum by combining the capability of a heavy-duty pickup with the fuel economy and affordability of a half-ton model. It delivers welcome functionality with a 5.6-liter Endurance gasoline V-8 or a notable 5.0-liter Cummins turbodiesel that delivers 310 horsepower and a formidable 555 lb-ft torque. The latter is capable of carrying a 2,000 pound payload or towing up to 12,000 pounds.
A half-ton 2017 Titan variant introduced just this summer shares the Titan DNA but is distinguished by a unique chassis some 14.7 inches shorter than that of the XD. No diesel powerplant is offered with the lighter-duty Titan, which is powered by the same 390 horsepower, 5.6-liter Endurance gasoline V-8 and connected to a seven-speed automatic transmission. An as-yet undisclosed V-6 will also be available for the half-ton Titan.
Titan XD benefits from the first application of the new Cummins M2 two-stage turbo system, which helps reduce turbo lag through precision balancing between high-pressure and low-pressure turbos. The engine’s Rotary Turbine Control provides solid performance across the powerband and manages exhaust gas temperatures. Efficiency-enhancing weight reduction is achieved with a compacted graphite iron cylinder block, high-strength aluminum alloy heads, and composite valve covers. The CGI block, along with the dual overhead camshafts, contributes to Nissan’s goal of delivering excellent noise, vibration, and harshness characteristics.
The XD features an extended 151.6-inch wheelbase to handle the higher towing and payload potential of the Cummins diesel while maximizing stability, handling, and ride comfort. It also uses a new heavy-duty, highly stable suspension design. Titan XD buyers can choose between several available hitches including an integrated gooseneck hitch engineered into the frame that’s easily accessible in the bed. It is also snow plow-capable.
Clearly, the Titan XD is the right size pickup for many chores. Nowhere is this more evident than when it comes to overall driveability. The step up to a traditional heavy-duty pickup is more than many drivers care to deal with on a daily basis. Titan XD simply doesn’t feel as cumbersome as a bigger and heavier HD truck. We wouldn’t call it nimble, but it is certainly easier to maneuver, especially around town. Overall ride and handling is quite pleasant and on par with most half-ton pickups. We drove the Titan XD loaded near maximum payload capacity and it performed without complaint.
The Titan XD is offered in Crew Cab, King Cab, and Single Cab versions with three available bed lengths. A work truck version is also available. All are mated to a six-speed automatic transmission. The Titan XD is offered in several trims including a rugged-looking Pro-4X model and a top-of-the-line Platinum Reserve. All except the Pro-4X can be had with two- or four-wheel drive. Inside, The Titan XD’s instrument panel integrates both analog and digital gauges and a 5-inch color display, plus diesel monitoring and maintenance displays. A 7-inch color monitor includes NissanConnect with navigation, mobile apps, and service.
While fuel economy estimates are not required for heavy-duty pickup models, expect the XD's Cummins diesel to provide about 20 percent better efficiency than a gas-powered V-8 while towing full loads. Our driving experience in an XD with a fully-loaded pickup bed realized a mpg average of just over 20 mpg…pretty impressive for an HD pickup.
The tires we roll on have characteristics that can differ greatly. Carefully chosen, a new set of tires can make your time behind the wheel quieter and the ride smoother, while others can deliver a harsher ride and transmit an unacceptable level of road noise to the cabin. Tire designs and compounds can also greatly influence handling and performance, which is one of many reasons tire manufacturers devote so much time and resources to advanced tire development and then proving their prowess on the track.
Beyond a focus on ride quality, performance, and tire life, an important trend in recent years has been the continuing refinement of low rolling resistance (LRR) tires that aim to improve fuel efficiency. Such tires are used on virtually every electric and hybrid vehicle for obvious reasons. Many automakers also equip their conventional vehicles with LRR tires since every little bit helps on the way to achieving the best possible fleet mpg average for their model lineup. All are keenly aware of the challenges ahead in meeting the mandated Corporate Average Fuel Economy (CAFE) requirement of 54.5 mpg by 2025. Driving on tires with lower rolling resistance is a small but important part of the strategy.
Tire rolling resistance has the potential to positively influence urban fuel economy up to 4 percent and 7 percent on the open road. As a rule of thumb, a 10 percent reduction in tire rolling resistance will result in a one to two percent improvement in vehicle fuel economy. Hyundai presents a great example. The automaker’s Sonata Eco model gains about one mpg more in the city and three on the highway mainly through the use of LRR tires and smaller wheels, in this case 17-inch versus 19-inch on the standard model.
Drivers shouldn’t be surprised if fuel efficiency actually drops when worn tires are replaced with new LRR tires, even if they’re the same size, type, and brand. Simply, as tires wear their rolling resistance gradually drops, about 20 percent during the life of a tire as the tread depth and mass decreases. The payoff will come over time and not necessarily during the first miles running new LLR tires.
Various techniques are used to reduce rolling resistance. Reducing internal friction is one way that comes with no noticeable change in grip characteristics during braking and cornering. Another is changing the tread compound, which can change grip. This sometimes, but not always, means a tradeoff between fuel economy and performance.
Early LRR tires were noted for their harsher ride, a result of using much harder rubber compounds and stiffer sidewalls in an effort to reduce friction and flexing. Newer LRR tires use advanced compounding with silica-based or alternative oils to provide more pleasant ride characteristics. Early LRR tires also had reduced grip and wore more rapidly. This has changed significantly over time as tire technology has evolved.
Even so, the primary mission of LRR tires is minimizing rolling resistance and addressing safety considerations like wet weather handling and traction. Those looking for tires focused on high performance diving are not likely candidates for LRR tires.
Choosing replacement LLR tires for a Prius, LEAF, Volt, or other electric or hybrid can be relatively easy. Just replace the tires with ones identical to those that originally came with the car. Automakers producing 'green' cars spend considerable effort working with tire manufacturers in selecting the right LRR tire to maximize efficiency of a specific model. Still, there are quite a number of aftermarket tires developed for electrics and hybrids so choices are many.
For example, Yokohama's AVID S33D LRR all-season tires for third generation Toyota Prius hybrids and other small cars reduce fuel consumption while retaining all-season traction. Like the AVID, the Yokohama Geolandar G055 BluEarth tires we’ve been testing on a crossover vehicle feature the company’s advanced, lightweight Airtex inner liner that combines the elasticity of rubber with the lightness and superior gas-barrier characteristics of plastic to reduce tire weight and rolling resistance. This tire, like others in the Yokohama line, uses orange oil tread compound to enhance performance and decrease the use of petroleum in tire production.
Among other low rolling resistance tire options on the market is Goodyear’s Assurance Fuel Max, which uses a special fuel-saving tread compound that reduces rolling resistance by up to 27%. Goodyear claims this nets up to 2,600 miles worth of gas savings over the life of four tires. Michelin offers an array of GreenX tire options including Defender, Primacy, and Energy Saver A/S tires. Efficiencies are achieved through multiple strategies including the use of a more rigid tread block to lower rolling resistance and silica-based tread compound to keep tires running cooler. Toyo’s Versado Eco Touring all-season tires are designed to improve fuel efficiency for hybrid, electric, and other vehicles using naturally derived tread compound materials, a low rolling resistance design, and a recycled polyester casing to conserve natural resources.
While plenty of LRR tires are offered for a wide range of vehicles, it’s not always easy to choose since efficiency comparisons are not yet available. Traction, wear, and temperature resistance ratings are to be found but efficiency is glaringly missing, although there is hope.
The National Highway Traffic Safety Administration (NHTSA) has proposed a tire label that would provide wet traction, tread wear, and fuel efficiency (rolling resistance) ratings on a 0-100 scale for replacement tires. It has also done extensive testing to generate data for such a label. While not yet implemented, this will be of real value to those shopping for tires that will deliver improved environmental performance in the future
Here’s a thought: What if you never had to wash your car? Just think of the time and money that would no longer need to be devoted to this task, let alone the water saved in an increasingly water-starved world. That’s the concept being forwarded by Nissan through an electric LEAF sporting a special superhydrophobic and oleophobic paint designed to repel water and oils. Marketed by UltraTech International, Ultra-Ever Dry self-cleaning paint works by creating a layer of air between the car’s finish and an often hostile outside environment. The net effect is keeping standing water and road spray from messing up the car’s surface.
Will we see this anytime soon? It does appear that Nissan is taking this seriously, and the paint has been undergoing testing by engineers at Nissan Technical Center Europe. While there are no plans to offer Nissan models with the special paint, the automaker says it may make the paint treatment available as a future aftermarket option.
Nissan’s one-of-a-kind Frontier Diesel Runner made its first appearance at the Chicago Auto show, illustrating this automaker’s interest in the increasingly important clean diesel pickup market. Powered by a 2.8-liter Cummins turbo diesel with nearly 200 horsepower and, more importantly, some 350 lb-ft torque, the pickup features the performance and functionality required of today’s pickup buyers who often combine work and personal applications.
The Diesel Runner is based on Nissan’s Frontier Desert Runner 4x2 model and was created to gauge consumer reaction to a diesel-powered midsize Nissan pickup. No doubt, things will go in that direction. Nissan already has a partnership with Cummins to provide 5.0-liter turbodiesel V-8s for its next-generation Titan full-size pickup that’s arriving in 2015.