As the new year begins, we’re not only looking ahead to what 2025 has in store, but also reflecting on the cars that have been retired by manufacturers in 2024—whether permanently or in anticipation of a successor. It's only fitting to pay tribute to several iconic models that have played a significant role for the industry over the years, as they make their final departure from dealerships and cement their place in automotive history.
The past couple of years have seen several legendary names come to an end. Some, like the Ford Fiesta, have been around for decades, while others, such as the Audi TT and Audi R8, may not have had the same lifespan but became staples in their respective segments. All of these were retired in 2023, and now, more key models are following in their tyre tracks.
Abarth 595
Some might argue that it overstayed its welcome, while others would point out that it remained a strong seller until the very end. The Abarth 595 and 695 ended production this year, 16 years after the debut of the Abarth 500, from which they were derived. Though never class leaders and never offering more than 178bhp, these little Abarths consistently brought a refreshing dose of fun to the hot hatch segment. And rightly so—humour and enjoyment are key elements of a hot hatch's charm.
Many faster hot hatches over the years seem to have forgotten that, so by the end of the Abarth’s production run, driving one became a kind of palate cleanser—a reminder that, even if they weren’t the most objectively capable, a true hot hatch should make you smile. The petrol-powered Abarth doesn't have a direct successor; the new Abarth 500e is an electric model, vastly different in both character and performance from the car it replaces.
Aston Martin DBS
The DBS, meanwhile, is part of a long lineage of V12-powered flagship Aston Martin GTs, with the latest model—the third-generation Vanquish—set to take its place in 2025.
Introduced in 2018 as the DBS Superleggera, the outgoing model replaced the previous Vanquish, one of the final cars to be built on Aston Martin’s VH architecture, which debuted with the DB9 in 2003. As the first flagship to feature the 5.2-litre twin-turbo V12, replacing the 5.9-litre naturally aspirated engine, it also marked the most powerful production Aston Martin at the time of its launch, producing 715bhp and 664lb-ft of torque.
When it was first released, the DBS wasn’t a perfect car. It lacked the razor-sharp dynamic finesse to fully harness its power, at least when compared to rivals like the Ferrari 812 Superfast. Over time, however, Aston Martin refined its flagship GT, even dropping the 'Superleggera' name before long—after all, it was never that lightweight to begin with.
The DBS 770 Ultimate arrived last year as the final iteration of the Aston Martin DBS and proved to be one of the finest cars the brand has ever produced. Based on our first drive, the upcoming Aston Martin Vanquish looks to be even better, but we’ll still miss the striking presence of the DBS, a true brute with undeniable appeal.
Bentley Continental GT W12
In 2024, it became increasingly rare for a 12-cylinder model to be replaced; instead, they were more likely to be discontinued altogether. Bentley, a leading producer of 12-cylinder cars over the past two decades, retired its iconic W12 engine after producing more than 100,000 units. While this entry may be titled "Continental GT W12," it’s essentially a tribute to the engine itself, as it has now been retired from all models, including the Continental GT and the Bentayga SUV.
The W12, conceived by Ferdinand Piëch, made its debut in the 2003 Continental GT, delivering a formidable 552bhp and 479lb-ft of torque. Even by today’s standards, that’s impressive—especially in a 2350kg GT car. It was a masterpiece of power, refinement, compactness, and, in the end, surprising efficiency. However, it was never the most emotional engine, lacking the raw sound or the visceral power delivery found in rivals like Aston Martin or Ferrari.
Bentleys have always prioritised assured, smooth, and purposeful performance over being particularly engaging. The growl or wail that many enthusiasts associate with cars from Aston or Ferrari was never part of the Bentley ethos for the W12-powered models. Still, it’s hard to deny the unique character of this engine, and many will miss it. The new hybrid-powered Continental GT Speed has some big shoes to fill in carrying on this legacy.
Ferrari SF90
It’s no surprise that a 5998cc twin-turbo 12-cylinder engine is being consigned to the history books in 2024. What’s more unexpected, however, is seeing the same fate befall a plug-in hybrid. While Ferrari’s first PHEV, the SF90, isn’t exactly a typical example of the electrified cars currently being shaped by legislation, one might think it’s the kind of model that would make more sense for Ferrari to retain in its lineup now than it did when it was first introduced.
Over its five years on sale, the SF90 has both impressed and divided testers. It famously finished last in the 2021 Car of the Year test, trailing behind the Hyundai i20 N (another model retiring in 2024). Its twin-turbo V8 engine was paired with three electric motors—one on the gearbox and two driving the front wheels—fed by a 7.9kWh battery. This allowed the SF90 to cover up to 16 miles in near-silent electric-only mode.
Technically, the SF90 was incredibly advanced and delivered impressive performance, but for some testers, it initially struggled to offer a fully cohesive driving experience. However, as Ferrari refined the formula over time, the car improved, with the SF90 XX delivering a brilliant final iteration. By the end of its run, it had evolved into one of the great driving experiences, setting a benchmark against which the new Aston Martin Valhalla will be judged in 2025.
Ferrari Roma
A few Ferraris were retired from sale in 2024, and at the opposite end of the spectrum from the SF90, the so-called ‘entry-level’ Ferrari also made its exit. The Roma, a beautifully elegant front-engined GT, features a 612bhp 3.9-litre twin-turbo V8, with power sent exclusively to the rear wheels. There’s no hybrid powertrain, no all-wheel drive, and no electric-only modes. It’s about as traditional as Ferraris come, aside from the V8 in place of a V12.
The Roma delivered exactly what you’d expect, in line with its design and purpose. More sporting and composed than a comparable Bentley or Aston Martin, yet plusher, more stylish, and more comfortable than a McLaren or Porsche, the Roma will be remembered as the "Goldilocks" car—just right for any driving pursuit.
Whether it was a 180mph autobahn sprint or a thrilling trans-Alpine drive, the Roma’s capabilities were impressively versatile. Its successor, expected next year with possible electric enhancements, has big—but stylish—shoes to fill.
Hyundai i20 N
In reality, it’s not the high-end performance and premium cars that have seen the biggest decline in recent years—it’s the more accessible models, particularly hot hatches, that are now closest to extinction. The latest casualty is the brilliant Hyundai i20 N, a car designed from the ground up to take on the Ford Fiesta ST on its home turf.
Launched in 2021, the i20 N is now gone, and as of late 2024, it’s been over a year since you could order a new Fiesta ST, or any new Fiesta for that matter. While it may not have quite matched the Fiesta’s damping refinement or steering response, the i20 N was still an exceptional performance car in its own right.
As for a replacement, the Hyundai i20 N and similar models are disappearing without direct successors. The automotive landscape is changing rapidly, both due to new regulations and the rising costs of production. A small car with slim profit margins and high emissions is no longer what manufacturers need.
Now, the electric Hyundai Ioniq 5 N carries the N badge forward. While it’s a fantastic car, it’s a very different proposition compared to the i20 N—and even the Hyundai i30 N, which has also been discontinued.
Jaguar F-Type
Another long-serving icon to say goodbye this year was the Jaguar F-Type. First launched in 2013, the F-Type had been a long time in the making, with the car bearing its name teased as early as 2000 and rumoured at various points before that. The production model marked a new chapter for the brand, and arguably, it was the most compelling reinvention of Jaguar to date.
Here was a stunning sports GT and roadster, overflowing with character and winning the hearts of everyone who drove it. For the first time in years, Jaguar had created a beautiful car that also delivered dynamic ability and performance to match its striking looks.
The F-Type was offered with a supercharged V6 and even a turbocharged four-cylinder over the years, but it’s the snarling, crackling supercharged 5.0-litre V8 – now also out of production – that will be most fondly remembered. With immense power (up to 567bhp in SVR trim) and an abundance of character, there are few engines still in production today that can stir the soul quite like it.
Lamborghini Huracán
With the end of the Lamborghini Huracán, the marque bids farewell to its second junior supercar of the 21st century, along with the beloved 5.2-litre V10 engine that powered it. While that engine was always a highlight, it would be a disservice to remember the Huracán for that alone. When it first arrived, the Huracán had its flaws – it was numb, prone to understeer, and featured seats that were nothing short of punishing. However, a remarkable transformation was on the horizon.
The initial Huracán RWD marked the first signs of improvement, but it was the exceptional Performante that truly took everyone by surprise. This was followed by the dynamically reworked Huracán Evo models, the captivating Huracán STO, the superb Huracán Tecnica, and finally, the wildly entertaining yet utterly irresistible off-road Sterrato.
One thing the Huracán never relied on during its decade-long run was a significant increase in power. It debuted in 2014 with 602bhp and ends its production in 2024 with 631bhp in the top-tier STO trim. If anything, this reflects the Huracán’s evolution as a car that expanded its range of talents and appeal, rather than relying on jumps in horsepower to make headlines. Lamborghini certainly got it right, shifting nearly 30,000 units over the model’s lifespan.
The upcoming Lamborghini Temerario, set to debut next year, is poised to change that narrative. With a hybridised, twin-turbo V8 engine producing 907bhp—over 300bhp more than the original Huracán—it promises to redefine the performance benchmarks.
Lexus RC F
The Lexus RC F was never the standout in group tests. Over its nine years on the market, it never managed to outshine the F82 BMW M4 or the Mercedes-AMG C63 Coupe, whether in subjective opinion or objective performance. The Lexus couldn't match the driving thrills of an M car, and the AMG was always the more powerful option. However, it had a unique charm that captivated you over long distances.
Its 5-litre, 470bhp DOHC V8 engine already felt like a throwback when it was introduced in 2015, and by the time it ends production in 2024, it feels even more of a relic. Yet, far from being outdated, it served as a reminder of an era when many engines prioritised character over sheer power, long before turbocharging took over the performance scene.
It's surprising that the RC F lasted as long as it did, given it was never a high-volume seller. It was always the alternative— the car you might give a knowing nod to when you spot one out in the wild. The same could be said for the stunning Lexus LC, which shared showroom space with the RC F and featured that same exceptional engine, now also absent from the brand’s lineup after departing earlier this year.
Peugeot 508 PSE
The Peugeot 508 PSE is a bit of an outlier, in every sense. Whether on this list or in the broader market, it's certainly an oddball.
The Peugeot Sport Engineered sub-brand didn’t last long, with the 508 PSE being the only production model to come from the initiative. On paper, the specs don't seem extraordinary—a 1.6-litre turbocharged four-cylinder paired with a hybrid system. However, this engine is a derivative of the ex-GTi unit, offering strong performance, responsiveness, and a good amount of character, all seamlessly integrated with the two electric motors.
Overall, the 508 PSE boasts a robust 355bhp, and it’s easy to be tempted to tap into that power, especially since the chassis is engaging and rewarding. While it never became a big seller, it’s not surprising that the 508 PSE, with its high price and tendency to depreciate quickly, is being discontinued. Still, it’s a bit of a shame, as it offered a genuinely interesting and capable alternative to the German mainstream.