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The Taycan Turbo GT Is Losing Value Like a Regular Taycan—and That’s the Shock

Porsche’s GT badge usually acts like financial armor. Stick those two letters on a car, and history suggests depreciation becomes someone else’s problem—usually the second owner’s. The 911 GT3 RS, for example, barely has time to cool off before its resale value climbs north of MSRP. Motorsport pedigree, limited production, and Stuttgart credibility tend to do that.

So when Porsche unveiled the Taycan Turbo GT, the expectation was simple: electric or not, this was a GT car, and the market would treat it accordingly.

It hasn’t.

Instead of defying gravity, the Taycan Turbo GT appears to be falling at roughly the same rate as the rest of the Taycan lineup—a lineup that has already taken a notable beating on the used market. EVs depreciate faster than internal-combustion cars as a rule, but the Taycan’s drop has been particularly steep, mirroring the experience of its corporate cousin, the Audi e-tron GT.

This week delivered the clearest evidence yet. A near-new Taycan Turbo GT surfaced on Bring a Trailer and sold—or nearly sold—for a jaw-dropping $82,000 less than its original sticker price.

The car was listed by Gaudin Classic, a Porsche dealer in Nevada, and it was about as close to factory-fresh as a used car gets. It had never been privately owned and showed just 141 miles on the odometer. It also wore the full Weissach package, which deletes the rear seats, adds a fixed rear wing, and swaps in additional carbon fiber in the name of lap times and weight savings.

Translation: this was the Taycan Turbo GT in its most extreme, most Porsche-approved form.

The window sticker told the rest of the story. MSRP landed at $238,300, with nearly $10,000 in options piled on top. Highlights included $2,950 Shade Green Metallic paint, $1,380 satin black wheels, and $1,760 Race-Tex–trimmed inner door sills. It was, by any reasonable measure, fully loaded.

And yet, bidding stopped at $167,000.

According to the seller, the auction came close to meeting the reserve, and negotiations with the top bidder may still produce a deal. Whether it sells or not almost doesn’t matter. The message is already loud and clear: that’s a brutal level of depreciation for a car that hasn’t even completed its first meaningful charge cycle.

The irony is that the Taycan Turbo GT is objectively extraordinary. Dual electric motors produce 1,019 horsepower with launch control, briefly spiking to 1,092 hp in two-second bursts. Earlier this year, MotorTrend recorded a 0–60 mph run of 1.89 seconds with one-foot rollout—making it the quickest car the publication has ever tested in its 76-year history. Without rollout, the time stretches to 2.1 seconds, still quicker than a Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, and Lucid Air Sapphire.

Those are supercar numbers, full stop.

But numbers don’t always translate to demand. The Taycan Turbo GT’s track-focused mission—and especially the Weissach package—limits its appeal. It seats just two people, fewer than some 911s, and most owners will never take it anywhere near a circuit. For buyers shopping at this price point, emotional connection and long-term value matter just as much as acceleration figures.

And this is where the GT playbook breaks down. Electric or not, the Taycan Turbo GT doesn’t yet enjoy the collector confidence that surrounds Porsche’s combustion GT cars. Battery tech evolves quickly, resale values lag behind expectations, and the market hasn’t decided how to treat ultra-high-performance EVs once the novelty wears off.

For now, the Taycan Turbo GT isn’t appreciating, stabilizing, or even resisting the trend. It’s depreciating—hard—right alongside its lesser siblings.

For first owners, that’s painful. For second owners, though, this might be the most interesting Porsche performance bargain in years.

Source: Bring a Trailer

NEW CARS

Lexus Turns Up the Heat with the 420-HP RZ 600e F Sport Performance

If you thought Lexus had finished sharpening the RZ, think again. Just when the electric crossover was settling into its role as the brand’s polite, tech-forward EV, Lexus has gone back to the tool chest and come out swinging—this time for its home market. The refreshed RZ lineup has landed in Japan, and it brings with it a new flagship that sounds far more like an F-badged provocation than a luxury appliance: the RZ 600e F Sport Performance.

Yes, that’s a mouthful. But it’s also the most powerful, most aggressively styled RZ yet, and it finally gives Lexus’s electric SUV some genuine bite.

Carbon Fiber and Intent

The visual message is unmistakable. The RZ 600e F Sport Performance lifts its carbon-fiber body kit wholesale from the limited-run RZ 450e F Sport Performance launched in 2024—a model that was itself a toned-down echo of the 2023 RZ Sport Concept. In other words, Lexus already knew this look worked. Now it’s bringing it back without the collector-only production cap.

The kit is extensive and unapologetic. A vented hood sits above a more aggressive front splitter, while wider fenders sprout integrated aero extensions. The side skirts are reshaped for airflow management, and at the rear you’ll find a serious diffuser capped by a two-piece wing that looks more Nürburgring than Narita. This isn’t subtle design theater; it’s Lexus signaling that this RZ wants to be noticed—and maybe driven hard.

Buyers get two color options: Neutrino Gray or Hakugin II, both contrasted with black paint, exposed carbon fiber, and blue accenting. The look is completed by 21-inch matte-black Enkei wheels, hiding larger 20-inch brakes with six-piston aluminum monoblock calipers up front. Lexus didn’t just dress this thing up; it gave it hardware to match the outfit.

Lower, Louder, Faster (Well, Quicker)

Underneath, the changes go deeper. Compared with the RZ 550e F Sport—the mechanical baseline for this model—the suspension has been lowered by 20 mm (about 0.8 inch). That drop, combined with revised tuning, should take some of the crossover out of this crossover.

More importantly, Lexus reworked the dual-motor setup to deliver a combined 420 horsepower. That makes the RZ 600e the most powerful RZ ever and puts it ahead of its platform siblings, the Toyota bZ4X and Subaru Solterra, neither of which have ever felt particularly eager.

The payoff is measurable. Lexus claims a 0–100 km/h (62 mph) sprint of 4.4 seconds, which is properly quick for an electric SUV that isn’t trying to cosplay as a supercar. Power comes from the familiar 77-kWh battery pack, good for a claimed range of up to 525 km (326 miles) on Japan’s test cycle. No, it won’t rewrite the EV record books, but the balance between performance and range looks more convincing than before.

A Yoke, a Wire, and a Point to Prove

Inside, Lexus continues to double down on its most controversial idea: the yoke steering wheel. Paired with the brand’s steer-by-wire system, the yoke remains a defining feature of the RZ F Sport models, and it’s standard here. Love it or hate it, Lexus clearly believes this is part of the RZ’s identity.

Adding to the driver-focused pitch is what Lexus calls “Interactive Manual Drive,” a system that simulates stepped gear changes in an EV. It’s the sort of feature that sounds faintly ridiculous until you remember that driving involvement isn’t always about mechanical necessity—it’s about feel. If nothing else, Lexus is trying something different, and that counts for something in an EV landscape that often feels homogenous.

The rest of the cabin leans into the F Sport Performance theme with blue accents across the dashboard and Ultrasuede-trimmed sport seats. It’s familiar Lexus quality with a slightly louder voice.

Not Just a One-Off

Unlike the 2024 RZ 450e F Sport Performance, which was capped at just 100 units, the new 600e will not be production-limited. It goes on sale in Japan on March 2, 2026, priced at ¥12,165,000 (about $78,100) in Black with Neutrino Gray, or ¥12,440,000 ($79,900) in the more distinctive Black and Hakugin II combination. That’s serious money, but Lexus is clearly positioning this as a halo model rather than a volume play.

Whether it ever reaches markets outside Japan remains an open question—and a slightly frustrating one.

The Rest of the RZ Grows Up

The headline-grabbing 600e isn’t the only news. Lexus has updated the entire RZ lineup, including the RZ 350e Version L, RZ 500e Version L, and RZ 550e F Sport. Across the board, buyers get more power, better efficiency, and a revised charging system.

Depending on configuration, claimed range now spans from 579 km to 733 km (360 to 456 miles), and the familiar single- and dual-motor setups remain, paired with 75-kWh or 77-kWh battery packs. The F Sport models keep their visual differentiation and the yoke-and-wire steering setup, ensuring continuity within the lineup.

Pricing in Japan starts at ¥7,900,000 ($52,000) for the front-wheel-drive RZ 350e Version L and climbs to ¥9,500,000 ($63,000) for the all-wheel-drive RZ 550e F Sport. There’s also an optional “Performance Upgrade Boost + Interactive Manual Drive” package for ¥220,000 ($1,500), which bumps peak output and adds the simulated manual control.

The Takeaway

The RZ 600e F Sport Performance feels like Lexus finally letting its electric crossover show some attitude. It’s quicker, lower, louder in design, and more willing to experiment with how an EV should feel from behind the wheel. It won’t convert every skeptic, and the yoke will remain polarizing, but this is the most convincing argument yet that Lexus wants the RZ to be more than just a luxury EV with good manners.

Now the real question is whether Lexus has the nerve to bring it beyond Japan. If it does, the RZ might finally earn a spot on the enthusiast radar—rather than just the spec sheet.

Source: Lexus

News

Honda Tries to Make Hybrids Fun Again with the Civic e:HEV RS and HRC Concepts

Honda isn’t easing into Tokyo Auto Salon 2026—it’s arriving sideways, tires warm, with something to prove. The brand’s teaser confirms a packed booth loaded with concepts, prototypes, and race hardware, but the real story is how Honda is trying to square three competing ideas at once: electrification, enthusiast credibility, and good old-fashioned fun.

Front and center is a curious new idea wrapped in a familiar shape: the Civic e:HEV RS prototype. If that name feels like alphabet soup, that’s because Honda is experimenting, not just with powertrains, but with what “sporty” means in a post-manual future.

A Civic RS That Trades Clutch Pedals for Code

The Civic RS badge debuted in Japan last year as a driver-focused alternative to the mainstream hatchback. It had the right ingredients—sharper suspension tuning, a turbocharged 1.5-liter engine, and, crucially, a six-speed manual. The new e:HEV RS takes a hard left turn from that formula by ditching combustion-only power altogether.

In its place is Honda’s familiar self-charging hybrid setup, likely pairing a 2.0-liter four-cylinder with twin electric motors for a combined output around 200 horsepower. That’s not exactly Type R territory, but Honda isn’t chasing lap records here. Instead, it’s chasing engagement.

Enter S+ Shift, a system that artificially simulates gear changes by manipulating engine speed, torque delivery, and sound. Yes, it’s digital trickery. No, Honda isn’t pretending otherwise. The goal is to inject rhythm and feedback into a drivetrain that would otherwise feel like a single-speed appliance.

We’ve already seen this tech previewed with the new Prelude, and the Civic e:HEV RS would become only the second model to use it—if it makes production. And its presence at Tokyo Auto Salon suggests Honda is at least seriously considering that step.

Visually, expect the familiar RS look: red badges, dark exterior trim, black 18-inch wheels, and optional aero bits. Just don’t look for exhaust tips—the hybrid Civic won’t be faking those.

HRC Turns the Volume Back Up

If the Civic e:HEV RS represents Honda’s future-facing curiosity, the Honda Racing Corporation (HRC) concepts are there to reassure enthusiasts that the company hasn’t gone soft.

Leading the charge is the Civic Type R HRC Concept, described as the brand’s “ultimate” expression of pure sports performance. That’s vague on purpose. Honda hasn’t said whether this is a sneak peek at a hotter Type R variant or simply a rolling laboratory for track-focused components. Either way, history suggests weight reduction, chassis stiffening, and functional aero are all on the table.

Think back to the Acura Integra Type S HRC Prototype from 2024—a car that stripped away comfort in favor of lap times. This Civic is expected to follow that same blueprint, trading daily-driver compromises for circuit credibility.

Alongside it is the Prelude HRC Concept, which builds on the already announced Prelude revival. Honda says these upgrades further explore “the joy of driving,” a phrase that’s doing a lot of heavy lifting. Translation: more aggressive tuning than anything you’ll find in the Honda Genuine Accessories or Mugen catalogs, with HRC pushing well past the safe zone.

From Concept to Competition

Honda’s booth won’t just be about what-ifs. The HRC Prelude-GT racecar will also be on display, previewing the machine set to compete in Japan’s Super GT GT500 class starting in 2026. This marks a significant motorsports commitment and ties the revived Prelude name directly to top-tier racing.

And because this is 2026, there’s also a digital angle. Honda will showcase a new racing simulator based on the retired NSX-GT, giving fans a virtual taste of Super GT machinery without the risk of real-world repair bills.

More Than Meets the Eye

An official teaser hints at 14 cars and two motorcycles on display, which means Honda is almost certainly holding a few surprises back. Tokyo Auto Salon has always been the place where manufacturers loosen their ties and let engineers have some fun, and Honda seems eager to lean into that tradition.

The show runs from January 9 to 11 at Makuhari Messe, with Honda’s press conference scheduled for January 8 at 8:30 p.m. EST. Expect more details—and probably a few curveballs—as the date approaches.

If nothing else, Honda’s Tokyo Auto Salon lineup sends a clear message: the company knows the enthusiast world is watching closely. And it’s not done trying to impress.

Source: Honda

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