The Ferrari Testarossa Is Back
Ferrari revives the Testarossa name with its new SF90 successor—the 849 Testarossa.
The name Testarossa carries serious weight in Ferrari’s legacy. Originally launched in 1984 as the successor to the Berlinetta Boxer—and named after the 1950s Testa Rossa race car—the first Testarossa quickly became one of the brand’s most iconic and successful models of all time, remaining in production for over a decade.
We haven’t seen a new Testarossa since the 512M of the mid-1990s. Today, that changes.
Introducing the new Ferrari 849 Testarossa. Serving as the successor to the SF90, this hybrid hypercar features an electrified V-8 powertrain producing over 1,000 horsepower. It rockets to 62 miles per hour in just 2.3 seconds and has a top speed of over 200.
At the heart of the new Testarossa is an updated version of Ferrari’s F154 V-8 engine. Upgraded with stronger internals and larger turbochargers than the SF90, the revised V-8 alone delivers 818 horsepower.
Three electric motors—two at the front and one at the rear—supplement the V-8 engine with an additional 216 hp, delivering standard all-wheel drive with torque vectoring. The 849 can also drive 16 miles on battery power alone at speeds up to 81 mph thanks to its 6.5-kilowatt-hour pack.
The result is a combined system output of 1,036 horsepower, propelling the Testarossa from 0 to 62 mph in just 2.3 seconds and on to a top speed of 205 mph. Around Ferrari’s Fiorano test track, the 849 clocks a lap time of 1:17.5—a second and a half quicker than the SF90 Stradale’s 1:19.0 lap.
To maximize performance on the track, the 849 features an active rear spoiler that can deploy or retract in under a second, complemented by two smaller “twin tail” spoilers integrated into the rear bumper. Together, they generate up to 915 pounds of downforce at 155 mph—55 pounds more than the SF90.
Opting for the Assetto Fiorano track package adds even more aggressive aerodynamics and sheds approximately 66 pounds (30 kilograms) from the standard model, bringing the dry weight down to just over 3,462 pounds (1,570 kilograms).
| Model | Engine | Horsepower | 0-62 MPH | Fiorano Lap |
| Ferrari SF90 Stradale | Twin-Turbo 4.0L V-8 Hybrid | 986 HP | 2.5 Seconds | 1:19.0 |
| Ferrari 849 Testarossa | Twin-Turbo 4.0L V-8 Hybrid | 1,036 HP | 2.3 Seconds | 1:17.5 |
While the 849 may not closely resemble the original Testarossa, it has a few subtle design cues that nod to its predecessor. Like the recent Ferrari F80 and 12Cilindri, the 849 features a gloss black trim piece connecting the headlights, while the lower front bumper is angled to subtly echo the original Testarossa’s front fascia.
As expected from a modern Ferrari, the 849 is offered in both coupe and convertible variants. The 849 Spider features a retractable hardtop that folds away in just 14 seconds at speeds of up to 28 mph. Due to the added roof mechanism, the Spider weighs approximately 200 pounds more than the coupe.
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Source: Ferrari
Inside, the 849 takes a more driver-focused approach than the SF90. The cockpit features sculpted detailing that frames the driver’s seat, emphasizing a racing-inspired layout. Traditional buttons return to the steering wheel, replacing the touch-sensitive controls of recent models. Tech-wise, the digital instrument cluster includes Apple CarPlay, Android Auto, and MyFerrari Connect—plus wireless smartphone charging.
One detail Ferrari hasn’t confirmed yet is pricing for the US. The outgoing SF90 started at around $550,000, so expect the 849 Testarossa to command an even higher base price. In Europe, the 849 Testarossa starts at €460,000 for the coupe and €500,000, or about $540,000 and $586,000 at current conversion rates.
Production is set to begin next year, but eager buyers can place their pre-orders starting today.
The Nissan GT-R’s ‘Godfather’ Wants a Gas-Powered R36
But that might not happen.
Photo by: Robin Trajano | Motor1
Earlier this week, enthusiasts bid farewell to the mighty GT-R. After 18 years of production and about 48,000 cars built, the R35 is officially no more. Nissan’s CEO, Ivan Espinosa, promises that Godzilla will roar again someday, but one big question remains: will it still have a combustion engine? The GT-R-inspired Hyper Force concept was all-electric, therefore suggesting otherwise. Still, the “Godfather of the GT-R” wants ICE to stick around for at least one more generation.
Former GT-R R35 Product Planner Hiroshi Tamura wrote in an article published on Nissan’s website that, ideally, the R36 will still burn gasoline: “For any future generation of GT-R, it’s just my personal preference, but I’d still like to have some hint of a combustion chamber note.”
But don’t get too excited just yet. Now a brand ambassador, Tamura-san quickly clarified:
‘This isn’t a hidden indication of the company’s intent, or a clue to any potential direction Nissan might take, rather just my personal preference.’
Ultimately, it’s not up to him. Since the Hyper Force concept was a quad-motor EV monster with 1,341 horsepower, Nissan may well go that route. For now, things remain uncertain, with the company’s leadership admitting they still “don’t have a precise plan finalized.” That also means a new GT-R is still years away, whether it has a combustion engine or not.
Earlier this year, Tamura told Top Gear magazine he isn’t entirely convinced the next GT-R will be fully electric, suggesting it could be a hybrid: “I’m not sure it will be 100 percent EV. I believe Nissan will get customer opinions on the next GT-R. And if the customer doesn’t want a full, 100 percent electric car, we shouldn’t [build one]. But if customers accepted a hybrid, it probably might happen.”
Whether ICE, EV, or somewhere in between, a next-generation GT-R is on the way. Giovanny Arroba, Vice President of Nissan Design Europe, hinted that the R36 could arrive around 2030. Referring to the Hyper Force in an interview with Autocar, he described the radical concept as a “daring but tangible dream to achieve by the end of the decade.”
Circling back to Nissan’s article, Tamura recalls being the one who advocated the R35 to abandon the inline-six and manual gearbox in favor of a V-6 paired with a dual-clutch automatic. He remembers: “Some people thought I was crazy, pushing for only two pedals.” But he notes that perceptions began to shift in the early 2000s as high-end sports cars started moving away from stick shifts.
The 10 Best Selling Luxury Cars of 2025 (So Far)
From Audi to Mercedes-Benz, these are the best-selling new models to come from premium brands.
Photo by: Ralph Hermens | Motor1
Luxury cars don’t fly off dealership lots quite like mainstream models. Thanks to some combination of price and exclusivity, premium vehicles tend to move at a slower pace than mass-market offerings.
But, it’s all relative. Automakers like Audi, Cadillac, Lexus, and Mercedes-Benz still sell hundreds of thousands of luxury vehicles each year—from upscale sedans to ultra-premium SUVs.
So far in 2025, several luxury brands are already on track to break sales records. And with three and a half months left in the year, there’s still time for other automakers to potentially catch up.
With that in mind, we’ve compiled a list of the 10 best-selling luxury vehicles through the first half of 2025. See if you can spot a trend.
10. Audi Q5: 22,914 Units
Cracking the top ten, Audi’s compact crossover entered 2025 with a full redesign. The third-generation Q5 is currently being sold alongside the outgoing model until inventory is depleted. Despite the update, sales were down 7 percent through the first half of the year.
9. Cadillac Escalade: 24,375 Units
The Escalade remains Cadillac’s most expensive model—and by far its best-seller. Sales are up nearly 27 percent compared to the first half of 2024, driven in part by a 2025 refresh that adds a standard dashboard-wide display. Meanwhile, the all-electric Escalade IQ has also made its mark, with 3,766 units delivered so far this year—but Cadillac splits these sales between units.
7. Buick Envision: 28,737 Units
7. Buick Envision: 28,737 Units
Farewell, Godzilla: One Last Lap In the Nissan GT-R
We take a spin around Fuji Speedway in Nissan’s beloved trend-setting supercar for one last time.
Photo by: Tim Stevens / Motor1
By: Tim Stevens
Dec 17, 2024 at 11:00am ET
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It’s been a long road for the current generation of Nissan’s iconic GT-R. The latest edition, the R35, has been on the market for 17 years now, but its lineage goes back further. The first concept debuted in 2001, becoming an instant icon thanks to its inclusion in Gran Turismo a full five years before entering production.
This generation of Godzilla has been on the market longer than the span covered by the previous three generations combined, the R32, R33, and R34. But while it’s easy to use that as an attack against the creaky bones of the R35, that staying power represents how substantial a shift it was. Those previous two generations before were all iterations, fresh mixes of the same basic tune. The R35 was a tidal change, one that not only elevated the global perception of Nissan but also predicted a radical shift in the performance car industry as a whole.
Farewell, Godzilla: One Last Lap In the Nissan GT-R
We take a spin around Fuji Speedway in Nissan’s beloved trend-setting supercar for one last time.
Photo by: Tim Stevens / Motor1
t’s been a long road for the current generation of Nissan’s iconic GT-R. The latest edition, the R35, has been on the market for 17 years now, but its lineage goes back further. The first concept debuted in 2001, becoming an instant icon thanks to its inclusion in Gran Turismo a full five years before entering production.
This generation of Godzilla has been on the market longer than the span covered by the previous three generations combined, the R32, R33, and R34. But while it’s easy to use that as an attack against the creaky bones of the R35, that staying power represents how substantial a shift it was. Those previous two generations before were all iterations, fresh mixes of the same basic tune. The R35 was a tidal change, one that not only elevated the global perception of Nissan but also predicted a radical shift in the performance car industry as a whole.
head of the R35 finally being granted a well-deserved retirement from American shores, I made a pilgrimage to Japan for one final go behind the wheel of the R35 in its ultimate form, the GT-R Nismo. I also talked with the car’s product specialist, Hiroshi Tamura, often known as “Mr. GT-R,” to get his thoughts on that car’s legacy.
As it turns out, he knew it would be something special back when it was just a twinkle in his eye.
A Fond Farewell
This year marks the 40th anniversary of Nismo, which stands for Nissan Motorsport, Nissan’s ostensible racing division that, lately, has become a label applied to any model given a bit of sporty finesse and red eyeliner. In its home market, Nissan today applies the Nismo label to everything from the tiny Note Aura to the X-Trail SUV. Even the electric Ariya and Leaf have received the Nismo treatment.
But the GT-R Nismo is something different, something special, a model retooled from the already decidedly quick GT-R. Offering more power and torque, the Nismo flavor also comes with carbon-ceramic brakes, a carbon fiber hood, and a lengthy set of tweaks and modifications designed to make this big coupe as aggressive as possible.
Among Nissan’s current lineup, this is Nismo at its most extreme implementation, a throwback to the many and varied racers that have worn the label over the years.
At this year’s Nismo Festival, the Nismo logo—whether the original, funky version that looks like it has hand-cut block letters or the new, more sleek version—could be seen on the fenders of all manner of performance hardware. On one side of the Fuji pit complex sat the little Pulsar GTI-R, which waged an ill-fated WRC attempt in 1991. On the other end of the garage, a series of delightfully sleek, red, white, and blue Le Mans prototypes, most of which sadly fared little better in the world’s greatest endurance race.
Nissan brought dozens of cars out of its historical collections for the event, running most of them in various exhibition sessions around Fuji Speedway to the delight of nearly 30,000 attendees. But the greatest delights were, for me, in the various parking lots scattered around the circuit.
