Kia continues to expand its lineup of electric vehicles, with the new EV4 compact sedan and hatchback joining the fray.

First previewed in 2023 by the EV4 concept, the production EV4 sedan retains the concept’s striking fastback design, while the hatchback is equally bold, ensuring that the more practical body style also stands out on the road.

After revealing the exterior design last week, Kia on Thursday provided an in-depth look at the EV4 following its official debut at a special Kia EV Day presentation in Tarragona, Spain. At the event, the automaker also showcased the Concept EV2 subcompact crossover and production PV5 midsize van.

The EV4’s exterior design aligns with recent Kia EV releases, such as the EV3 subcompact crossover, which is also U.S.-bound, and the EV5 compact crossover, which won’t reach the U.S. Signature elements include a floating roof and a jagged daytime running light pattern that Kia calls the Star Map. A sporty GT-Line trim adds distinctive touches, such as a wing-like character line on the front and rear fascias, along with 19-inch wheels featuring a triangular pattern.

New Kia EV4

Inside, the EV4 features a minimalist cabin with a single 30-inch panel housing two 12.3-inch digital screens and a third 5.3-inch display, similar to the EV4 concept. The display interface can be customized with various themes, including NBA- and Disney-related content, Kia said. Streaming options such as YouTube, Netflix, and Disney+ are also available. Additionally, the EV4 comes equipped with Kia’s new AI-powered voice assistant, which the company plans to roll out across more of its vehicles. Kia stated that the system improves its accuracy and range of responses over time through machine learning.

The EV4 is built on Hyundai Motor Group’s flexible E-GMP platform, also used in the EV6 and EV9, as well as various Hyundai and Genesis models. To keep costs down, Kia is expected to use a more affordable 400-volt version of the platform rather than the high-end 800-volt version, a strategy previously employed for the EV3.

Battery options include a 58.3-kwh Standard unit or an 81.4-kwh Long-Range unit. In both cases, a single front-mounted motor produces 201 hp, enabling 0-62 mph acceleration in the mid-7.0-second range. The top speed is capped at 105 mph. A more powerful configuration could be introduced if Kia decides to develop an EV4 GT model.

New Kia EV4

With the larger battery, the EV4 achieves an estimated range of just over 390 miles on the WLTP test cycle used overseas. A lower figure is expected under the stricter EPA test cycle. Kia said charging from 10% to 80% takes approximately 31 minutes when using a suitable DC fast charger.

Sales of the EV4 will begin in Korea in March, followed by a European launch in the second half of the year. Kia confirmed that U.S. sales will follow, with North American-bound EV4 models being produced locally. Production will also take place in Korea and Slovakia.

Update: New photos and information following the EV4’s reveal at Kia’s EV Day presentation have been added to the article.

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In its new AT4 Ultimate trim, the 2025 GMC Yukon tries hard to do a lot of things, many of which seem to cancel out one another.

Meaty all-terrain tires wrap 20-inch alloy wheels that are awfully big for real-world off-road use. The distinctive red tow hooks projecting from a bumper carved inward to improve the approach angle contrast with underbody lighting that illuminates when you approach the vehicle. Even the upholstery sends a mixed signal with its buttery soft leather contrasting with rubbery textured inserts.

What exactly does the Yukon AT4 Ultimate want to be? A rough-and-tumble off-roader or a genuine Land Rover Range Rover rival with an eye-popping six-figure price tag? 

After driving the revamped Yukon for a week, I learned that it can be both—though it spreads itself thin in the process.

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

GMC Yukon: A big interior upgrade

The 2025 Yukon has a fresh face and a new interior compared to last year. Styling tweaks outside are largely incremental; the C-clamp headlights are a bit more complex than last year, each trim level’s grille has revised surface detailing, and GMC has fresh wheel designs. There’s only so much GMC can do to a two-box SUV that shares its bones with the Chevy Tahoe and Cadillac Escalade, after all. 

The interior is much different. Gone is last year’s quirky, space-robbing push/pull transmission control panel on the dash. Instead, you tug a delicate steering column stalk. (Hey, wasn’t that the way SUVs were shifted once upon a time?) 

It’s a big step to climb into the Yukon’s cabin, though the power-deploying running boards with the Ultimate package help out. It’s big and spacious, if not exactly airy. Blame my test vehicle’s all-black leather upholstery, trim, and headliner, though the oversized dash and center console manage to make the front seating area feel surprisingly confined. The seats themselves have just eight ways of adjustment even in the top Ultimate trim, though they are heated and cooled, and blessed with a massage function.

All trim levels from the Elevation (which combines last year’s SLE and SLT grades into a single trim) up to the top AT4 and Denali versions get a big 16.8-inch touchscreen on the center of the dash. A big volume knob sits in the lower center of the screen, while a handful of toggle switches are nestled below. The screen can feel too big. I had to lean forward to access anything on the right side. It is programmed with a good overlay of Google built-in tech. Access to the Google Play store and Google Maps means some users may not bother with Apple CarPlay and Android Auto, though they’re also on board. 

More pixels are displayed on the big digital instrument cluster as well as the optional 8.0-inch rear-seat climate control touchscreen. Ultimate models—the package is available on both the off-roady AT4 and the Escalade-lite Denali—include rear-seat entertainment screens for outboard middle-row passengers. Here, too, the Yukon leverages Google’s connectivity via streaming services like YouTube. 

The AT4’s newly optional Ultimate package swaps in more Bose speakers, a head-up display, power release for the second-row bucket seats, and the excellent Super Cruise hands-free/eyes-on driver-assistance tech. At nearly $20,000 more than a standard AT4, the trim level is expensive. My test vehicle was loaded up to about $102,000 with the aforementioned underside lighting, heavy-duty rubber liners, and the Enhanced Trailering Technology Package that can work with trailer-mounted cameras. I literally gasped when I read its price tag.  

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

2025 GMC Yukon AT4 Ultimate

Yukon AT4 Ultimate: That dreamy air suspension 

Underneath, the Yukon has more in common with a pickup truck than it does competitors like the Range Rover, Infiniti QX80, and BMW X7. Its separate ladder frame connects to the wheels and tires via an independent front suspension and a solid rear axle. Coil springs come on most versions, though they’re augmented by magnetic dampers on the AT4. Air springs come on Ultimate versions, though they’re optional on the standard AT4. They’re worth it for as low as $2,060 in the Premium Trailering Package. 

Between the tall tire sidewalls and the cossetting nature of an air suspension, the Yukon AT4 canceled out lousy pavement below. The electric power steering has little in the way of feedback, and the Yukon leans considerably into corners, but this big SUV makes no effort to be sporty. Tapping Sport mode makes the ride surprisingly hard and jittery; I can only imagine what it would be like with the Denali Ultimate’s available 24-inch alloy wheels wrapped in a mere rubber band of rubber. Generally, the AT4 is hushed and comfortable, even with the limited rough-road use I was able to sample thanks to a big snowstorm during my evaluation period. 

The standard Yukon stretches 210.1 inches between its bumpers and measures a gargantuan 81.0 inches wide. Add another 15.1 inches to make the Yukon XL, which has more legroom for riders in rows two and three plus an even bigger cargo area. Even the short one is simply too big to be genuinely useful off-road, though it did a perfectly fine job plowing through deep snow. It will almost certainly get you to your cabin. I never encountered enough fresh powder to need to raise the Yukon’s air suspension, though GMC says it can hike itself up by about two inches. It also hunkers down a bit ostensibly to improve stability and aerodynamics at highway speeds. 

Elevation and AT4 models come with a 355-hp 5.3-liter V-8, a version of which GM has been bolting into its big SUVs and trucks for a generation. I haven’t sampled it in the Yukon, but it is hard to imagine how it will provide blistering performance given that the fleetest Yukon in the lineup still weighs north of 5,600 pounds. Oddly, the 5.3-liter has the highest maximum towing rating: 8,400 pounds. Other versions can lug up to 8,200 pounds.

The best bet here is the 6.2-liter V-8, which puts out 420 hp and 460 lb-ft of torque. It’s smooth and silent, and probably a better choice for most than the curiously positioned 3.0-liter turbodiesel inline-6. That engine is an expensive $9,305 upgrade in the AT4 and the Denali ($6,810 more than the 6.2), yet it costs $1,500 less than the 6.2 in Ultimate guise. V-8 models are estimated to return 15 mpg city, 20 highway, 17 combined at best; the 6.2-liter slices 1 to 2 mpg off those figures. Estimates for the late-introduction diesel have yet to be posted. 

All Yukons use the 10-speed automatic transmission that GM developed with Ford. Here, it’s reasonably well-tuned, though it occasionally fumbled through gears in low-speed stop-and-go city driving. It’s yet another reminder that the gargantuan Yukon is best-suited to the open road—or, at least, to suburbia. There, the Yukon’s gearbox fades into the background, only revealing itself when smoothly swapping down a few cogs for highway passing or when climbing long grades. 

Putting the Yukon in Sport mode tightened up shifts, though it also delayed upshifts to the point at which I was beginning to wonder when the big V-8 would settle down at highway speeds. There’s also an Off-Road mode that dials back throttle response and remaps the traction control system and the electronic limited-slip rear differential

Even by big SUV standards, the Yukon’s huge roof pillars and tall dash make it hard to see traffic below. That makes the Yukon a chore to pilot in town, though it’s of limited consequence on the highway with Super Cruise engaged. The system activates with a few bings and bongs, and then it does a very good job keeping the Yukon centered in its lane and away from traffic while the driver’s hands rest away from the steering wheel and eyes stay on the road. I was particularly surprised to see that Super Cruise worked just fine even accounting for the Goodyear Wrangler Territory AT tires’ knobby tread pattern. The system seems to be capable of accounting for the inevitable wander from knobby tires.

2025 GMC Yukon Denali Ultimate

2025 GMC Yukon Denali Ultimate

2025 GMC Yukon Denali Ultimate

GMC Yukon: Is the Denali Finally the One to Have?

The AT4 Ultimate might seem like the Yukon you want—it’s in the name, at least. But at $95,795 to start with the diesel engine and $97,295 with the 6.2-liter V-8, it’s a dubious value. Even at that price point, its Tahoe roots show through too much in the way of hard plastics on the door panels and so-so front seats. The 6.2-liter V-8 is also strong and powerful, but it’s not as strong as the forced-induction engines in most rivals.

With starting prices ranging from $68,895 to almost seven figures, GMC is spreading the Yukon too thin. 

For perhaps the first time ever, the best way to build a Yukon may be to select the Denali trim level. There, GMC charges $5,630 to add a series of packages including its top trailer-tow tech, Super Cruise, and the air suspension. So-equipped, it costs $88,125. That’s a lot more than the base Yukon Elevation, and yet the Denali mostly justifies its price tag. It’s arguably the most focused version of the Yukon now, too; if all you want is a big, tow-ready SUV, you might as well stick with the Chevy Tahoe. And if you want to be pampered, the Cadillac Escalade delivers legitimate six-figure dazzle. 

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Kia has revealed the PV5, an electric midsize van, during a special Kia EV Day presentation in Tarragona, Spain, where the automaker also showed the Concept EV2 subcompact crossover and production EV4 compact sedan and hatch.

The PV5 is the first model in Kia’s planned lineup of Platform Beyond Vehicles (PBVs), designed to cater to specific customer needs, such as delivery vans and shuttles. Both passenger and commercial versions will be available, with additional derivatives possible through proper upfitting. A rugged PV5 for overlanding, as showcased in concept form at the 2024 SEMA show, may also be a future possibility.

In terms of design, the passenger PV5 features a single lift-up tailgate, while the cargo version opts for conventional split rear doors and lacks the extra windows found on the passenger model. Kia has also promised unprecedented flexibility and customization for its PBVs, with some models, including the PV5, to be offered in cab-chassis form.

All PBV models, including the PV5, are based on a unique version of Hyundai Motor Group’s E-GMP platform. This PBV-specific variant, known as E-GMP.S, provides greater flexibility for combining various vehicle body types. At the core of this system are standardized key components such as batteries and motors.

Kia PV5

Buyers will be able to choose between 51.5-kwh and 71.2-kwh battery options, while the PV5 Cargo model will also offer a third, smaller 43.3-kwh battery ideal for last-mile deliveries. All configurations come with a single front-mounted motor rated at 161 hp. The maximum estimated range is 248 miles on the WLTP test cycle used overseas, though a lower figure is expected under the stricter EPA test cycle. Charging from 10% to 80% can take as little as 30 minutes when using a suitable DC fast charger.

The PV5’s chassis measures just 175 inches in length, yet the passenger version can still accommodate three rows of seats, while the cargo model offers up to 180 cubic feet of storage volume. For those needing even more space, Kia previewed a larger PV7 concept at 2024 CES, an electric van stretching over 207 inches in length.

Kia PBV Concepts

In addition to the PV5, Kia has confirmed plans to launch a PBV for taxi services, based on the Niro compact crossover. This move further underscores Kia’s commitment to expanding its EV lineup to meet diverse mobility needs.

Sales of the PV5 will begin in Europe and Asia in the second half of the year. Additional markets will be added in 2026, though Kia has not yet confirmed if the U.S. will be among them.

Update: New photos and information following the PV5’s reveal at Kia’s EV Day presentation have been added to the article.

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Based on the updated 2025 Slingshot—unveiled in January with a refreshed front-end design and greater model differentiation—the Slingshot 10 is the most premium version yet.

Built on the range-topping Slingshot R, the special edition features the 204-hp 2.0-liter 4-cylinder engine that powers all Slingshots. Buyers can choose between a manual transmission or an automatic with paddle shifters.

Exclusive to the Slingshot 10 is a striking Radiant Red Pearl paint job—a tribute to the original Slingshot Red from its 2015 debut—complemented by black metallic paint with white and teal accents. Unique 10th anniversary graphics and badging adorn the hood, rear fin, and wheels.

2025 Polaris Slingshot 10

Inside, the special touches continue with a color-matched steering wheel, instrument cluster, and glove box, along with custom-stitched seats. The top-of-the-line Stage 3 Max Rockford Fosgate sound system includes integrated headrest speakers and 8.0-inch side panel speakers.

Additional tech features include heated and cooled seats with custom 10th-anniversary stitching, a 7.0-inch touchscreen with Apple CarPlay support, and an ambient lighting system that allows drivers to customize colors, patterns, and effects that sync with music.

Priced from $38,999, the Slingshot 10 is now shipping to dealers in restricted quantities.

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Aston Martin has faced bankruptcy seven times in its 112-year history, and in its current form, the company remains far from financially stable.

On Thursday, the automaker reported its financial results for 2024, revealing that pre-tax losses rose by 48.7% to 255.5 million British pounds (approximately $322.7 million), while net debt increased by 43% to 1.16 billion British pounds ($1.46 billion).

Deliveries totaled 6,030 units, down about 9% from 6,620 units in 2023.

The results aren’t entirely unexpected, given that Aston Martin has launched several new models over the past 18 months, including the Vantage, DB12, and Vanquish sports cars, as well as an updated DBX707 SUV. The company is also preparing to launch the Valhalla plug-in hybrid supercar in the second half of 2025.

Aston Martin Valhalla

With these new models, CEO Adrian Hallmark expects Aston Martin to achieve full-year pre-tax profits in 2025 and generate positive free cash flow starting in the second half of the year.

However, Hallmark isn’t relying solely on new models to improve financial performance. He also announced that 170 jobs—approximately 5% of Aston Martin’s total workforce—will be cut, a move expected to save the company around 25 million British pounds ($31.5 million) annually.

Additionally, earlier this month, Hallmark stated that Aston Martin would significantly scale back its original plans for electric vehicles. The company had previously intended to introduce multiple EVs this decade, starting with a model in 2026. That first EV has now been pushed back to late in the decade, with no additional EVs expected until sometime next decade.

To further boost revenue, Aston Martin plans to expand its personalization options, offering premium upgrades such as titanium exhaust systems, carbon-fiber wheels, and high-end audio systems. The company will also adopt a more frequent update strategy, introducing additional variants and enhancements throughout a model’s lifecycle rather than waiting until the end of its production run for a refresh.

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It’s been eight years since Faraday Future first unveiled its FF 91, and since then, only a handful of the high-priced electric crossovers have been delivered. However, Faraday hasn’t called it quits.

On Thursday, the startup automaker provided an update on the status of its new FX sub-brand. The update comes following the company using the backdrop of the 2025 CES event in Las Vegas to announce its upcoming plans.

Those plans include the launch of a new sub-brand, FX (short for Faraday X), which will offer vehicles at much lower prices than the $309,000 FF 91. FX’s logo is meant to resemble the infinity symbol.

FX logo

A prototype of FX’s first model, a luxury minivan called the Super One, was showcased at CES. Faraday also revealed that the Super One will be joined by additional models dubbed the FX 5 and FX 6.

Faraday Future FX 6 prototype

On Thursday, Faraday Future released photos of two FX 6 prototypes said to be in transit shipping to U.S. customs. The prototypes are were said to be headed to Faraday Future’s headquarters in Los Angeles for testing. The next update on the FX 6 and Faraday Future’s FX plans will arrive in March, according to the autoamker.

The Super One will serve as the flagship of the range. While pricing for the Super One wasn’t disclosed, Faraday said the FX 5 will have a starting price between $20,000 and $30,000, while the FX 6 will be priced between $30,000 and $50,000.

Teaser for FX 6

Faraday stated it plans to launch the first FX model by the end of 2025, but did not specify which model would debut. The company did confirm, however, that both electric and range-extended powertrains will be offered.

Faraday describes the upcoming FX vehicles as being AI-enhanced, though it did not provide details on their capabilities. For the FF 91, the company had announced a subscription-based software system called FF aiHypercar+, which promised connectivity and personalized AI algorithm services.

Faraday Future FF 91

Notably, Faraday had previously announced plans for a minivan called the V9 in 2019, but the project was shelved due to a series of financial and managerial challenges the company faced at the time.

Faraday has stated that it will pursue an asset-light model with the FX sub-brand, similar to the approach taken by the now-defunct Fisker. Faraday has suggested that the FX models would either be assembled at the California plant where the FF 91 was built or by a contract manufacturer elsewhere.

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Maserati’s GranCabrio has gained a third powertrain option, establishing a new entry point for the convertible grand tourer.

On Friday, Maserati unveiled the GranCabrio 490 and confirmed its arrival at U.S. dealerships by July of this year, with order books to open in April.

Prices will be announced in March, but as the new entry-level model in the GranCabrio lineup, the 490 will be positioned below the sporty Trofeo and electric Folgore models, which start at $204,995 and $206,995, respectively. Both prices include a $1,995 destination charge.

The GranCabrio 490 is powered by the same 3.0-liter twin-turbo V-6 found in the GranCabrio Trofeo, but with output reduced from 542 hp in the Trofeo to 483 hp in the 490—the same rating as in the GranTurismo Modena, the entry-level version of the coupe. For those seeking more power, the GranCabrio Folgore delivers 751 hp from a trio of electric motors, with one at the front and two at the rear.

New Maserati GranCabrio 490

As in the Trofeo, the 490’s engine is paired with an 8-speed automatic transmission and a standard all-wheel-drive system. Air suspension is also standard. Maserati claims a 0-62 mph time of four seconds and a top speed of 186 mph.

The GranCabrio’s soft-top roof, available in five colors, takes just 14 seconds to be raised or lowered and can be operated at speeds of up to 31 mph. A neck-warming system with three intensity levels comes standard, and buyers can opt for a wind deflector that fits behind the front seats to improve aerodynamics—though at the expense of rear-seat passengers.

Other available features include a Sonus Faber audio system with 19 speakers, carbon-fiber cabin accents, and Maserati’s latest take on its Verde Giada green paint finish for the exterior.

Additionally, Maserati will offer a new Sports Exhaust system for all gas-powered GranTurismo and GranCabrio models starting from March.

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Shown Tuesday ahead of an F1 livery reveal event involving all 10 teams, the MCL38 Celebration Editions take their names from the McLaren MCL38 race car that carried the team to the Constructors’ Championship, which McLaren clinched at the Abu Dhabi season finale.

While McLaren’s Land Norris couldn’t quite overcome the early season lead in the drivers’ standings built up by Red Bull Racing’s Max Verstappen, he and teammate Oscar Piastri delivered McLaren’s first Constructors’ title since 1998, and its ninth overall. The latter number is reflected in the limited production runs of the Celebration Editions, with just nine examples of each model planned.

McLaren MCL38 Celebration Editions

Both the Artura and 750S MCL38 Celebration Editions wear a combination of Papaya Orange and Anthracite paint similar to McLaren’s current F1 racing livery, along with a nine-star graphic representing those past Constructors’ Championships.

Inside, the Celebration Editions have carbon-fiber trim pieces signed by Norris and Piastri, as well as dedication plaques incorporating pieces of the carbon-fiber bodywork from an actual MCL38 F1 car. A few more splashes of papaya complete the changes.

McLaren MCL38 Celebration Editions

Those changes are wholly cosmetic. The Artura retains its twin-turbocharged 3.0-liter V-6 plug-in hybrid powertrain, good for 671 hp, while the 750S sticks with a twin-turbo 4.0-liter V-8 producing 740 hp.

Meanwhile, McLaren last week previewed the MCL38’s successor when it released photos of the MCL39 undergoing testing in a camouflage livery. The company will save the full reveal for this week’s mandatory preseason hype fest. The MCL39 is then scheduled to join the rest of the 2025 F1 grid at the Bahrain International Circuit on Feb. 26 for preseason testing. That will be followed by the season-opening 2025 Australian Grand Prix on March 16.

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The Rolls-Royce Spectre electric coupe is getting the automaker’s Black Badge treatment, with more power and a design aesthetic that should appeal to your inner goth.

Unveiled Tuesday, the Black Badge model’s dual electric motors produce a combined 659 hp and 792 lb-ft of torque, compared to the standard Spectre’s 584 hp and 664 lb-ft. That makes the Spectre Black Badge the most powerful Rolls-Royce production car ever, according to the company. Full power is unlocked via Infinity Mode, which also sharpens accelerator response.

In addition to dialing up the output, Rolls-Royce used anonymized driving data from owners to determine how that extra output should be deployed. This data, which customers supplied voluntarily, according to Rolls, showed that drivers tended to use full power in short bursts most often.

Rolls-Royce Spectre Black Badge

That led Rolls to add its own launch mode, something that’s already available in other EVs but might seem a bit out of character for an automaker that normally eschews sportiness. Called Spirited Mode, it’s activated by fully depressing the brake and accelerator pedals while stationary, then releasing the brake. That’s how you achieve Rolls’ claimed 0-60 mph time of 4.1 seconds.

Black Badge models also have a heavier steering feel and a retuned suspension meant to increase body control while reducing squat under acceleration. It’s unclear how all of these changes will affect range, but, for reference, the standard Spectre achieves a maximum 291 miles on the EPA cycle with its 102-kwh battery pack.

Like other Rolls-Royce Black Badge models, the Spectre features darkened chrome trim, as well as 23-inch wheels. It debuts in a new Vapour Violet paint that Rolls says is inspired by “the neon ambience of 1980s and 1990s club culture,” but buyers will have access to the typical large catalog of paint options. Grille illumination is available in multiple colors to match the rest of the car.

Rolls-Royce Spectre Black Badge

Inside, the dashboard and door panels are sprinkled with 5,500 individual lighting elements over a piano black surface to give the impression of a night sky. It’s paired with what Rolls calls Technical Fibre, comprised of woven carbon fiber and metal over a wood base. An infinity symbol—a signifier of the Black Badge series—can be seen on the dashboard and is stitched into the leather upholstery.

The Spectre may be Rolls’ first electric car, but the automaker isn’t treating it any differently from combustion models when it comes to personalization. Rolls has already shown some one-off Spectre builds, including the Semaphore and Lunaflair, while the Black Badge offers a different look for customers who don’t want to go all-in on a fully bespoke car.

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Ferrari’s new Formula 1 race car for the 2025 World Championship has been fully revealed following its debut late Tuesday during the special F1 75 live event launch in London, marking the start of the new season.

The SF-25, as it is known, will be driven by Ferrari’s newest recruit, Lewis Hamilton, alongside Charles Leclerc, who is embarking on his seventh consecutive season with the Prancing Horse.

The SF-25’s name, which combines the initials of the Scuderia Ferrari race team with the current year, follows the pattern of its predecessors, symbolizing regulatory stability. However, there are still some key rule changes this season including tighter restrictions on DRS designs and wing deflections, a mandatory driver cooling system if race-day temperatures exceed 88 degrees F, and the elimination of the bonus point for the fastest lap.

Despite the largely unchanged regulations from the previous season, Ferrari describes the SF-25 as a ground-up redesign, incorporating new technical approaches. One major change is the switch from a pushrod to a pullrod front suspension, which Ferrari claims enhances airflow around the car while opening up further aerodynamic development opportunities.

The car’s construction features carbon-fiber composite honeycomb structures, while its power unit—developed in-house by Ferrari—pairs a turbocharged 1.6-liter V6 with two motor-generators (one on the driveline and another integrated with the turbo), producing a peak output of around 1,000 hp. Ferrari emphasized that one of the power unit team’s primary focuses was improving reliability.

The SF-25 will undergo initial shakedown testing on Wednesday at Ferrari’s Fiorano test track before joining the rest of the 2025 grid for pre-season testing in Bahrain on February 26. The first race of the season, the Australian Grand Prix, is set for March 16. This year’s calendar will feature 24 races, including three U.S. stops in Miami, Austin, and Las Vegas.

Charles Leclerc (left) and Lewis Hamilton

The reveal of the SF-25 comes one year after Hamilton’s shocking announcement that he would be leaving Mercedes-Benz AMG, the team with which he won six of his seven world championships. Mercedes has powered Hamilton’s cars throughout his entire F1 career, but his final seasons with the team ranged from underwhelming to disappointing, as aerodynamic struggles led to poor performances—ultimately prompting his decision to switch teams.

Now 40 years old, Hamilton brings unparalleled experience to Ferrari, but he will be competing against a field of much younger drivers. He may have a better chance of claiming an eighth title in 2026 when new regulations are introduced.

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