Luxury and Exotic Car Reviews

McLaren W1 First Drive: Ferocious Hypercar Transcends the Track

You know things are getting serious when McLaren rolls-out the ‘1’ suffix. The origin story is, of course, the very first road car McLaren ever built, the F1. Designed by visionary Formula 1 aerodynamicist and engineer Gordon Murray, it arrived in 1992 and rendered all other supercars obsolete. The tiny, lightweight F1 embraced carbon-fibre material technology, adopted a radical centre seat driving position with two passengers set back and either side and was powered by a 6.1-litre V12 engine from BMW that might as well have been passed down directly from the Gods. Game-changer? That doesn’t even come close to describing its impact, even if at the time sales didn’t come easy… The P1 was very different. Rather than a unique side project from the Formula 1 team, it was instead a statement piece for McLaren Automotive, a new road car division still in its infancy. It arrived in 2013 and was a wild-eyed showstopper. It traded the long-legged gait and supple suspension of the F1 for a weaponized hybrid system capable of delivering 903bhp and huge blue flames from its drainpipe exhaust. In Race mode, it lowered by 2-inches and its massive concave rear wing extended into the sky. The P1 was all about aerodynamic downforce, crazed acceleration and a snorting, angry soundtrack that mixed venomous twin-turbocharged V8 with the manic whirr of electric motors. Not so much a car as a force of nature. And now there’s this: The W1. It’s a true successor to the P1 with a similar brief and, on the face of it, it evolves rather than radically reinvents McLaren’s vision for the ultimate hypercar. This is not a criticism. How could it be when the result is this dramatic and has such staggering, other-worldly potential? The W1 has 1258bhp delivered to the rear wheels. It’s capable of 0-124 mph in 5.8-seconds, the quarter mile in 9.6-seconds at 167 mph and produces 2205lbs of downforce at 174 mph. The active aerodynamics – particularly a rear wing that extends way out beyond the rear of the car – are pure performance art and deliver massive aerodynamic efficiency. The result, aside from looking extremely cool, is that the W1 is McLaren’s fastest road car around a racetrack. Ever. Their benchmark circuit is the breath-taking Handling Track at the Nardo proving ground in southern Italy, where the W1 beats their previous benchmark, the flyweight McLaren Senna, by three seconds per lap. Or “a lifetime” as they call it in racing. Maybe two lifetimes! Core to the W1’s performance is the new ‘Aerocell’ carbon fibre tub. With integrated seats and a raised footwell to allow for inboard pushrod-operated front suspension – which in turn gives air a clean path to the huge underbody diffuser – it’s light, stiff, space efficient and has been instrumental in McLaren realising a full ground-effect concept. Just like last year’s F1 cars, which were the fastest ever made. There is also an active front wing and the aforementioned complex rear wing dubbed ‘Active Long Tail’. All of which is very admirable. But the ‘anhedral’ or gullwing doors and the fantastically shirnked-wrapped feel to the minimalist, highly-focussed interior are a pretty good side effect. The W1 feels special. Those fixed seats are perhaps a shade more upright than expected, and the driving position is less obviously racecar than, for example, the Aston Martin Valhalla or Ferrari F80. However, once you’ve adjusted the pedals (they move on a slider) and the delicate, slim-rimmed and alcantara-trimmed steering wheel, there’s an overwhelming sense of purpose. The cabin is so tightly tailored and imparts a sense of lightness and agility before you so much as start the all-new 4.0-litre twin-turbocharged V8 engine, which makes 916bhp all on its own and revs to 9200rpm. Reach up to a roof-mounted control panel to find the starter button. Maybe this fighter plane trope is a little corny, but somehow you feel thrilled rather than manipulated. The W1 has a sense of humour as well as all that motorsport-derived sophistication. There’s a short delay, but when the engine does fire it’s instant – as the high-powered hybrid system negates the need for an old-school starter motor. A sharp flare of revs tells you that this engine is hyper-responsive and angry. On some deep level your brain and body have been sent all the signals required to prepare for something new and intense. Ahead of us, an empty Mugello racetrack, so press and hold the blue button next to the red starter to select Race mode. The centre display graphic shows the W1’s transformation in real time as it lowers by 37mm at the front and 17mm at the rear whilst simultaneously undocking all that active aero goodness. Race mode is not road legal and is geo-locked. You can show your friends and neighbours the aero dance, but it won’t allow you to select a gear to actually drive unless you’re at a circuit. Incidentally, the rocker switches either side of the display binnacle allow further options now: Toggle up the Handling control on the left for Race+ (for F1-spec super smooth tracks) or stick to Race for gnarlier ones. On the right toggle select ‘GP’ for sustained performance over a stint or ‘Sprint’ to unleash all 1258bhp for a time attack. There’s also a DRS and Boost function on the steering wheel. But I guarantee you won’t have the mental capacity to use them… Exit the pitlane, pin the throttle and W1 takes maybe a millisecond or two to gather its might (the gearing stretches to around 60mph in first, nearly 100mph in second, primarily to aid traction), but then lunges at the first turn with incredible ferocity. It instantly feels light, almost like inertia is no longer a thing. McLaren really does prize lightweight engineering, and at 3084lbs (dry) the W1 has a 278lbs advantage over the Ferrari F80. Plus, Ferrari uses figures for cars fitted with every single carbon fibre option. In reality, the gap is probably wider still. The impression of agility and stunning control continues as the track is unravelled at startling pace. The electric motor mounted to the side of the new 8-speed dual-clutch transmission is good for 342bhp and 324lb ft and it boosts any low rev lethargy the new flat-plane crank V8 might have (spoiler alert: It doesn’t appear to have any), so the W1 just feels massively, almost impossibly powerful at any revs. Even so, there’s real reward for wringing it out to 9200rpm and the power curve feels superheated but organic, too. In Race mode the steering – still hydraulically powered – has less assistance and it is noticeably heavier than other McLarens. However, that resistance is welcome as it gives you something to push against and imparts so much information about the front grip level. New Pirelli Trofeo RS tyres with a bigger front footprint than P1 or Senna really help. The front-end feels incredibly secure and the rear-axle follows with perfectly-aligned precision. The whole car feels super-stiff, completely locked into the surface and inspires confidence, but there’s an inherent agility and adjustability that means you’re quickly confident to push at its limits and really impose yourself on the chassis. It’s such a complex car but the driving experience is intuitive, and the driver feels a key contributor rather than just amazed (or terrified) observer, holding on for dear life. Every dynamic ingredient really is shockingly effective and yet has a subtlety and lightness of touch. From that delicious steering to the incredible brakes, the W1 just feels so mission-focussed, so hooked-up. Only the new 8-speed gearbox is a slightly disappointment. It’s fast and punchy, but after the scintillating energy of the Ferrari F80 ’box it feels competent rather than inspired. Other quibbles – it’s okay to quibble when the starting price is $2.1-million before tax and destination charge. Well, that new twin-turbocharged V8 sounds tightly wound and aggressive but if you have a P1 tucked in the garage you’ll miss the snorting, Darth Vader-style soundscape and all the drama that goes with it. Ferrari does this better, too. The F80 sounds deathly dull from the outside but is a riot of turbochargers, electric motors and all sorts of mechanical fury within the cockpit. Even so, the W1 is wildly entertaining on track, and the rear-drive configuration makes it more of a challenge and more satisfying than the F80 when chasing lap times or just sliding around for fun. In the Ferrari, you must second-guess what the front e-axle might do, whereas in the W1 it’s all on you. There are plenty of tools to help, including the ingenious Variable Drift Control, but somehow the W1 is more heroic. Or at least fools you into feeling more heroic – which is surely the point! On the road? Nimble, loaded with feel and sublime response. The ride is noticeably tougher than, say, a 750S but the control is ramped-up too, and with a bit more speed the whole car finds a delicious rhythm. Sport mode for the drivetrain brings some nice turbo whooshes and chirps, but the noise remains high-quality rather than extreme excitement. It is perhaps the one area the W1 feels just a little too tame. Of course, there’s nothing tame about the raw performance… which is genuinely shocking and literally hurts your neck muscles after a few hours. How McLaren has given the W1 such immense traction through just two driven wheels is beyond me. So, is it worthy of that ‘1’? I think so. Perhaps we won’t be talking about $25-million auction results for the W1 in 30 years from now, as we are for the F1. Perhaps it doesn’t quite have the amazing presence and jaw-dropping star quality of the simply gorgeous P1. But it is such an intense experience and the way it marries stunning track performance with delicate poise and entertainment on normal roads is something akin to magic. Maybe not ‘the one’ but definitely a searing, outrageous addition to McLaren’s fiercest family line. Just 399 W1’s will be built and they’re all sold. I’m not surprised at all. View All McLarens For Sale Images: McLaren Automotive

By Bradley Iger – June 13, 2026

Review: The AEV FXL Takes The Ford Super Duty To New Heights

“Making something like this work off-road is the easy part,” American Expedition Vehicles founder Dave Harriton admitted as we soaked in the towering FXL at a sprawling ranch property in Ojai, California. “Making it drive like a normal truck out on the street is the hard part.” Although there's a dose of modesty built into Harriton's assertion, he's learned a thing or two about developing OEM-level refinement since AEV got its start out of a humble garage in Missoula, Montana, back in 1997. Originally focused on creating long-wheelbase Wranglers, the company quickly expanded into more comprehensive conversions with V8 swaps, truck beds, and other components that weren't on Jeep's menu at the time before bringing ¾-ton Ram pickups into the fold. Along the way, the fledgling company secured multiple Chrysler Design Excellence Awards at Specialty Equipment Market Association (SEMA) shows, which in turn led to a direct collaboration between AEV and Jeep for several special-edition Wranglers. These days, AEV offers everything from skid plates and wheels to full suspension systems, and the company also serves as a Tier 1 supplier for Chevrolet on models like the AEV Colorado ZR2 Bison and AEV Silverado 1500 ZR2 Bison. "That's where you start having to consider stuff that most other aftermarket companies never really have to worry about: things like crash-worthiness targets, advanced driver-assistance systems (ADAS) compatibility, and the requirements of mass production," Harriton explained. "Every bumper we make is 3D scanned to ensure it's within one millimeter of spec." Now, AEV has turned its attention to the Blue Oval with the AEV FXL. Offered for Ford's latest F-250 and F-350 Super Duty trucks, one could rightly assume that the "XL" stands for extra-large. But Harriton was quick to point out that it's actually the Roman numerals for the number 40, as the package's massive 40-inch all-terrain tires are essentially the foundation of this conversion. Making a tire this big work properly with the Super Duty platform was no small task, as it turns out. Harriton said that AEV tends to prioritize functionality over style, so instead of just raising the suspension to the moon in order to get the required clearance, the company focused on accommodating the tire with as little suspension lift as possible to maintain stability and preserve the payload and towing capabilities. <- Gallery -> They started by creating a CAD model of the tire and the Super Duty's front suspension, then ran simulations of all possible articulations, complete with bushing deflection, to identify where changes were needed. The team ended up moving the front axle back by ten millimeters and matched it with a four-inch suspension lift, specially tuned Bilstein dampers, and fender flares that are rotomolded for enhanced strength. "Some folks think that the flare design was modeled after modern Chevys, but it was actually inspired by the seventh-generation F-Series fender," Harriton noted during a walkaround of the truck. Combined with the FXL's 18-inch beadlock wheels and stamped-steel front and rear bumpers, the end result is a machine with a seriously formidable look. Yet the stance and tire size ultimately help even out the Super Duty's proportions. Features like the Warn winch, auxiliary lighting, and sacrificial front bumper skids on this test truck are optional, as is the graphics package. After hoisting myself up into the driver's seat, we set off on one of the property's winding trails. AEV's conversion doesn't change anything about the Super Duty's powertrain, but with Ford's high-output 6.7-liter Power Stroke turbodiesel V8 offering 500 horsepower and 1,200 pound-feet of torque straight from the factory, it's not like the FXL is lacking for grunt. The truck also made short work of the rocks, ruts, and stream crossings that we encountered along the way. The tires' massive sidewalls effectively acted as another bushing between the cab and the ground, adding an extra layer of compliance that proved especially useful over choppy terrain. But AEV's engineering efforts truly proved their worth on the mountain roads that we tackled later on. While low-speed maneuvers on dirt trails can provide some insight into a truck's four-wheeling prowess, that environment tends to mask any issues with the vehicle's behavior when it's subjected to street driving. And let's be honest: even with a truck like this, most owners will spend far more time on pavement than on trails, making its on-road manners arguably more important. Here, the triple-rate progressive springs and AEV's tweaks to the suspension geometry work in tandem to maintain ride quality that's similar to the stock setup without the wayward handling that often plagues lifted trucks with huge tires. The FXL also tracked straight on long stretches of road with minimal steering correction, a characteristic that's particularly important for a truck that's likely to see a lot of extended highway stints. "This isn't like a heavy-duty Raptor, or something like that," Harriton added. "This is the kind of truck you'd use to bring your family out to an off-road park while hauling a couple of toys, and then take it out on the trails while you're there." Today's heavy-duty pickups have indeed become the multitool of the truck world, combining stunning capability with a sense of civility and even hints of luxury, and the FXL really just broadens that versatility without giving up anything in the process. Well, except for a chunk of change. AEV says the FXL conversion will start at about $25,000 on top of the price of the truck and go up from there. Although the FXL isn't offered directly from Ford like Chevrolet's AEV-badged models are, customers can order a complete truck with the FXL conversion, or buy individual components, through authorized AEV dealerships right now. The conversions carry a three-year, 36,000-mile warranty. A frame-mounted brush guard and other optional equipment will be available later this year, as will support for F-450 and F-550 models. View All Fords For Sale Images: Bradley Iger, AEV

By Michael Van Runkle – April 18, 2026

Review: 2026 Ford F-350 Tremor – a Godzilla-Powered Beast

In the world of American pickup trucks, the Ford F-150 sells more units every year than any other truck from any other automaker – and has done so for 49 straight years. For good reason, too, as Ford’s expanding lineup of configurations caters to every potential buyer, from construction and farm work to luxury urban life and hardcore desert runners. The Super Duty models, F-250 and F-350, then up the size and capability with bigger engines, more towing capacity, and beefier components that can handle a lifetime of abuse. Admittedly, West Los Angeles might not top the list of greatest places to drive a Ford Super Duty pickup truck. But I recently spent a week adjusting to life with an enormous F-350 equipped with just about every option possible: the beastly “Godzilla” V8, a cowboy-inspired King Ranch interior, and the off-roading Tremor package. Short of a Raptor R or Ram TRX, my F-350 at just into six figures represented just about the most expensive pickup truck available for sale right now in the USA. The King Ranch package prioritizes luxury living in pickup truck form, far more than dune charging in the desert. But the Tremor treatment also introduces fairly legitimate off-roading features, including 35-inch Goodyear Wrangler DuraTrac tires, a suspension lift, and skid plates, plus a 12,000-pound Warn winch snugged into the front bumper. So naturally, amid my daily driving, I also headed out to a tough trail that I know well to test whether such a huge, kitted-out truck can keep up with a rugged, adventurous lifestyle. At over 22 feet long, the F-350 with a spacious Super Crew can fit five adults comfortably. But the solid axles and suspension components lean toward heavy-duty towing just as much as the King Ranch package smartens up the interior. All as the gargantuan 7.3-liter Godzilla V8 bellows and roars at any rpm, never needing turbos or a supercharger to thump out ungodly torque everywhere throughout the rev range. Though 430 horsepower and 485 lb-ft of torque might not seem too impressive on paper, especially in a truck that weighs well over 7,000 pounds, the 10-speed automatic transmission’s gear ratios keep the powerplant right in its happy place. As specced – without a “dually” rear axle – this truck can tow up to 19,500 pounds or haul just under 4,000 pounds in the 6.75-foot bed. Luckily, my tester’s classy shade of greenish-grey, which Ford calls Marsh, helps to tone down the sheer presence, if that’s possible given the size. From the inside, resplendent in rich Java leather contrasting hides and plenty of knurled metal, all the tech and creature comforts help to make life in such a behemoth much more palatable. I spent every minute behind the wheel with the ventilated and massaging driver’s seat running. But almost more importantly, Ford clearly hopes to help anybody just climb right in – stepping on those automatically retracting running boards – and actually drive this titanic truck with ease, so steering and suspension setup purposefully reduces truck-like driving dynamics by keeping body roll and front-end trammeling to a minimum. <- Gallery -> Utilizing tech seamlessly also makes negotiating tricky environments a cinch. I fit into surprisingly tight parking spots, after a few tries sometimes, by using the multiple camera views available on the 12-inch center touchscreen as well as the large side view mirrors. Really, the only reminder to the mammoth size was constantly looking down upon the roofs of every mid-size SUV creeping through LA traffic. The F-350’s front hood also slopes forward more generously than many 1500-class American pickups, even, which further contributes to more confidence while driving – either on-road or off. At six-foot-one, I typically scoot a full-size truck’s driver seat a bit forward and up anytime I go four-wheeling, to better keep an eye on upcoming obstacles. But once I arrived at my usual test route north of LA, in the F-350, I never needed to. With the gauge cluster set to a dedicated Off-Road Mode screen, pitch and roll readouts flank tire pressures, the latter of which I spent most of the morning watching quite closely. I only aired the Goodyears down to 30 psi in the name of safety and a bit more compliance, which helped the suspension eat up the worst of ruts and bumps, but still, I drove slowly and steadily rather than hauling up the hill as quickly as possible. After all, not too many other rigs would have been able to help me out if anything went wrong! Picking the right line in the F-350 meant keeping the rear axle path in mind, but generally, if I pointed the steering wheel at an obstacle and let a front tire climb up and over, the rears followed in track. This trail lacked any truly tight pinch points, though. Instead, I spent most of the ascent looking for increasingly difficult places to pose with a wheel (or two!) off the ground. To my great dismay, the Tremor’s suspension lift and those big tires meant I never got a chance to hop out (again, via the running boards) and shoot that perfect dramatic moment. I also kept a close eye on Godzilla’s fluid temps while climbing up the steepest aspect of the trail. A cold morning, as I headed up into a cloud bank, likely helped, but the Godzilla engine never showed a sign of strain, staying right in the center ranges for coolant, engine oil, and transmission temps. I never even needed to activate low range because sticking in first gear via the gear selector stalk kept me right in the power band while trundling right up the hill. Only the deepest rut I spotted, and where I purposefully tried to dip tires into, full of orange and grapefruit-sized stones, required turning on the rear locking differential to escape. Hence why so many off-roaders love solid axle articulation, which worked wonders for such a monstrous truck despite the relatively firm ride. Solid axles typically require a tradeoff in driveability terms, though. But on the F-350, perhaps less than expected. Back at highway speeds, and with the tires inflated to 60 psi, the suspension worked more smoothly to keep the F-350’s driving manners civilized. Navigating through the midday lunch rush required no extra thought; in fact, I mostly reveled in the surprising fidelity of the Bang & Olufsen sound system while cruising around town. If only a few days let me fully adjust to driving a truck this sizable, I figure Ford nailed the brief. Fuel economy, which I definitely should have expected, stands out as the F-350’s major Achilles’ Heel – especially with the Godzilla V8 and given the current global climate. In my week with the truck, I never cracked into double-digit mpgs. And the truck’s onboard computer reported a lifetime of just below 12 mpg average, which comes pretty close to the consumption of the 720-horsepower Raptor R. But compared to that high-performance and head-turning machine, the F-350 with King Ranch and Tremor packages comes across as a much more restrained, rational choice. With options, my truck totaled up to an MSRP of $100,630. But either with or without the King Ranch package (which starts at $78,075 versus a base Crew Cab Lariat at $63,035), or even doing away with the Tremor’s off-road goodies ($4,450 plus another $4,375 for the 12,000-pound winch), I wound up very impressed by the F-350 as a whole. Little details like retracting foot steps at all four corners of the truck bed, lane keep assist that gently nudges the tires back into line, camera views that don’t turn off as quickly as those from most other manufacturers – everything purposefully makes life with the F-350 much more approachable. The fact that the Super Duty trucks don’t come with Ford’s semi-autonomous BlueCruise hands-free driving software likely comes down to the liability of letting such a heavy rig pilot itself. And unfortunately, the Warn winch in the front bumper appears to (for me, anyways!) block the sensors for adaptive cruise, too – a feature that would make road-tripping in the palatial F-350 even more palatable. For anyone who drives long distances, I’d definitely recommend splurging for the Power Stroke turbodiesel ($10,495) for the improved fuel economy, plus the absurd 1,050 lb-ft of torque and improved potential for toy hauling. Either with the Godzilla or the diesel, though, the F-350 stands out as the absolute pinnacle of American pickups, ready for anything the world can throw at a truck. View All Ford F350s For Sale Images: Michael Van Runkle

By Basem Wasef – September 20, 2025

First Drive: Six-figure Ford Mustang GTD Boasts Peak Pony...

If you think spending Lambo money on a Mustang is madness, Jim Farley would like to have a word with you. The Blue Oval CEO’s fondness for the O.G. pony car makes the 7-and-sometimes-8-figure-per-year exec seem more like Joe Six Pack than a captain of industry. But his ‘Stang fanboying comes from the heart: he restored a 1964 ½ basket case at 15, acquired a ’65 Shelby GT350 years later, and has tracked all manner of Mustangs in between. Farley’s championing of the platform is well documented and was perhaps most clearly expressed when he shielded the Mustang from extinction during Ford’s 2018 shift to building only trucks, crossovers, and SUVs. The big boss also embiggened the Mustang by throwing the model into a slew of race series, most critically GT3, where the humble American pony car competes against nameplates like Aston Martin, Ferrari, Lamborghini, and McLaren. When contextualized against those ultra-fancy competitors, a heavily spoilered, flared, vented, and $325,000 Mustang GTD starts to make a tiny bit more sense. “Mustang is the flagship race car of the Ford Motor Company, and pretty much any given weekend we’re racing one somewhere,” GTD chief program engineer Greg Goodall told duPont Registry at the vehicle’s media launch in Thermal, CA. “We’re competing against the exotic European carmakers. Why wouldn’t we compete with them on the road?” The first goal when building the baddest ass Mustang in all the land was establishing a killer Nürburgring time. “You can’t just tell people we’re like Porsche,” insists Goodall, “you have to measure it in some way.” Hence, the sub-7-minute time target. Things didn’t initially go as planned, as only three officially timed laps transpired in 2024 due to the weather at the 12.9-mile circuit. While an August run achieved 6:57.685, the team felt there was room for improvement, which inspired chassis, suspension, and aero tweaks, along with revisions to ABS and traction control tuning. In May of 2025, Dirk Müller found 5.6 seconds, elevating the 815-horsepower muscle car’s 6:52.072 time just behind the Porsche 911 GT3 RS (6:49.328), Mercedes-AMG GT Black Series (6:48.047), and the Mercedes-AMG One (6:29:090). Even though GTDs are already in the hands of paying customers, Ford Performance says they’re still chasing a quicker lap time around the Eifel Mountain course. Like that other performance-focused strain linked to international competition, the Ford GT, the GTD was executed through a deep collaboration with Multimatic. The transmogrification starts with a run-of-the-mill Mustang’s body-in-white that gets plucked from Ford’s Flat Rock, Michigan, plant to Multimatic HQs in Ontario. The Mustang’s body-in-white is shipped without front fenders or a hood, which Multimatic replaces with a massively flared and vented pair of fenders and a carbon fiber hood with removable top grilles for track use. Deep surgery begins by plasma cutting and removing the second row, the rear floor, and the outer shell. Much of that negative space gets filled with the Tremec 8-speed dual-clutch transaxle, which helps deliver near-perfect 50/50 weight distribution. Up front is an evolution of the Predator supercharged 5.2-liter V8 found in the GT500 and Raptor R, tuned to 815 horsepower and 664 lb-ft of torque. This application uses dry sump lubrication and drives power through a carbon fiber propshaft – all proper racecar stuff. While the business may be in the front, the GTD’s party is definitely in the back. Due to the transaxle’s disruption of a space that was never intended to house it, Multimatic developed an inboard suspension system that leverages a similar setup to the late, great Ford GT’s. Using dual adaptive spool valve dampers, the suspension adjusts semi-actively within each drive mode. Also like the GT, a track mode (which requires the vehicle to be stopped and in Park to activate) drops the body dramatically in under 2.0 seconds, yielding a super low ride height and satisfyingly aggro wheel stance. Incidentally, carbon fiber reinforcements mend the broken jigsaw puzzle of the GTD’s discombobulated rear end, lending it stiffer torsional rigidity than stock. They also crammed in heat exchangers to cool the transaxle, a massive active wing with DRS that mounts to the rear pillars, and the aforementioned pushrod suspension, which is visible inside the cabin through a Lexan window. Pro tip: Tilting the rearview mirror down while driving enables a clear view of the mesmerizing suspension kinematics. Don’t try this at home. For all the visual theatre of the GTD’s flared, swollen, stanced, and steroidal body, the cabin is surprisingly – and disappointingly – normal. The usual Mustang bits abound, from the touchscreen display to the same HVAC implementation (which blows remarkably cold in 100+ degree weather, by the way) to the faux carbon fiber texture around part of the center console. Minor tweaks include the steering wheel’s adaptive cruise buttons, which have been repurposed to control the multi-stage traction control settings in Track mode. Two days at the Thermal Club provide plenty of time to acclimate to the Alan Wilson-designed circuit in its maximum length, 5.1-mile IndyCar configuration, starting in Dark Horse Mustangs. Despite the annoyingly similar interiors, going from a $75,000, 500-horsepower Dark Horse to a $325,000, 815-horsepower GTD is like, well, going from a horse to a supercar. The GTD’s supercharged V8 comes to life with a raw snarl, its titanium Akrapovič exhaust betraying its track-focused intentions. Surprisingly, though, it seems the supercharger whine has been quieted at speed. Despite this, there are a number of ways the GTD exceeds the GT3 race car. Though heavier, it also produces more power and boasts active aerodynamics and suspension. According to Goodall, the GT3 could outpace a GTD on smaller, more technical courses, though the GTD would likely get ahead on longer tracks. You’d never know the GTD weighs 4,386 lbs from the cradle of the specially developed Recaro driver’s seat; once accelerating, the V8’s tug is magnificent, the steering feel excellent, and the chassis and suspension remarkably agile. Overcook it into a corner, and a brake stab and steering adjustment tucks the ‘Stang back into form quickly. This beast never feels like its mass is getting away from you, especially at higher speeds, since downforce escalates from 941 lbs at 125 mph all the way up to 1,951 lbs at 180 mph. Also commendable are the six-piston carbon ceramic Brembos, which produce powerful, easily modulated fade-free stops. Oh, and you can have any tire you want on the GTD… as long as it’s ultra-sticky Michelin Cup 2 Rs. As much as the GTD’s Hertz Rent-a-Car interior sends the wrong signals about its capabilities, its mercilessly aggressive bodywork and broad-shouldered stance sing to its true self. And lest you suspect that well-heeled muscle car buyers will balk at the price, the order book is already full for the first two years of production. Fierce, controlled, and bombastic about performance, the GTD is the All-American M2 Browning .50 Cal to the GT3 RS’s Teutonic surgical scalpel. And if you’re wondering why Ford and Multimatic didn’t go even wilder with a full carbon fiber chassis, the answer is simple: it would no longer be a Mustang. View All Ford Mustangs For Sale Images: Ford

By Dylan Orluck – April 17, 2018

2018 Ford Mustang GT Review

The all-new 2018 Mustang GT has the looks, sound, and performance to help attract nearly anyone's attention. While building the new and improved Mustang, Ford made subtle changes throughout the car in all areas including the most obvious, the front fascia. The updated headlights give the front-end an entirely new look, while still maintaining that Mustang vibe. As you begin to walk around the Kona Blue Metallic car, you start to notice that the same shape has been used and the rear end nearly looks identical to the untrained eye.Pop the hood, and you’ll notice the same engine that can be found in the last few models but has been “re-tuned” with more horsepower and torque. The five liter V8 puts out 460 horsepower and 420lb-ft of torque. When paired with the 10-speed automatic transmission, you are able to put down all that power while still maintaining decent gas mileage. The new Mustang gets up to 16 mpg city and 25 mpg highway.Saleen S302 Mustang Races a Fighter Jet 2018 Ford Mustang (Kona Blue with Performance Pack)The interior has a similar feel but features a few noticeable differences. The example we test drove happened to be a Premium, so the interior had a few updates. The seats were very nicely trimmed in leather to match the leather-wrapped steering wheel. The steering wheel tilted and adjusted to my liking, and the infotainment system was very intuitive.Overall I am a fan of the updates that Ford went with on the 2018 Mustang GT, it has everything you need and more unless you need a ton of room in the back seat. 2018 Ford Mustang Interior

By Andrew Nabors – June 27, 2017

Reviewed: 2017 Ford Edge

If you are looking for a sharp crossover, have you considered the Edge? Ford's five-passenger family hauler is a nice alternative to the variety of imports, but how does it measure up? To see what it is capable of, we spent a week with a 2017 Edge Titanium loaded with everything except AWD. Styling is sleek and subtle, using the same shapes found on other models. The only flaw is the fake front vents. Fog lights would be a great upgrade for the bumper, but they are not even optional. The hood has muscular creases running front to rear, and they sometimes send sunlight into your eyes at dawn and dusk. 2017 Ford Edge rear cargo areaPlastic body trim always fades, which is why the industry has moved back to painted panels. But the lower bumper of the Edge along with the doors are covered with the finest in Canadian cladding. The Edge is built in Ontario with attention to panel fit and paint quality. Interior quality is also a priority, as the center console and infotainment are first class. The armrest is in the perfect spot for long drives, and it covers a ginormous storage box. Cooled by the rear A/C ducts, it has 12v and USB connections. Sony engineered the controls, which is uncluttered and easy to learn. The screen menus are also logical and feature redundant controls for the buttons below. Every command is also shown in the display next to the speedometer, along with adaptive cruise and lane warning displays. Seats are heated and cooled, with many adjustments for lumbar and headrests. It would make for a perfect cross country trip if all things were equal. 2017 Ford Edge interior cargo seatsAround town, the Edge is completely acceptable, but the highway should not be considered. Something in the suspension geometry made the car unable to hold a straight line. Constant corrections were needed to keep from invoking lane departure warnings, but the electric power steering has no assistance above 50 mph. So it takes serious effort to move the wheel, as the Edge bounced between the dotted lines. Hitting a reflector produced a rattle in the cargo area, but we couldn't find the offending panel. Road noise is also intrusive at speed, but Sony provided an audio solution. 2017 Ford Edge Titan vista roofWe love Ford's EcoBoost line of turbo engines because they make great power on high octane. The problem is that Ford ships the cars with regular gas from the factory. The 2.0 liter four cylinder under the hood was rated 245 horsepower and 275 lb-ft of torque. But those numbers were from a test of 93 octane without any ethanol. So running on regular the Edge accelerates gradually. Our highly instrumented highway test was conducted by one human and one German Shepard, and both agreed it was a fine Ford for a daily commute. Look for dealer incentives, because the MSRP of $45,135 is a bit steep for a four cylinder rated at 29 miles per gallon. Safety is among the best in this class, so if you are interested our dealers are ready to help you. 2017 Ford Edge interior

By Andrew Nabors – April 15, 2017

Reviewed: 2017 Ford Explorer

Any SUV that stars in a Hollywood blockbuster like "Jurassic Park" is destined to sell, which is why Ford placed the original Explorer on the big screen. The year 1993 seems like yesterday because the Explorer still evokes fond memories for fans of the blue oval. It launched in 1991 as an SUV version of the Ranger, with 4WD and a capable unibody chassis. The current model is the 5th generation which has been in production since 2011. The skilled workers at the Chicago Assembly Plant sent us a 2017 Platinum Edition with 4WD for a week of exploring, and it was enlightening to see how far is has come.If it looks like a Land Rover at a distance, that's because Ford hired one of their chief stylists to create the sleek exterior. Ford owned Land Rover for a few decades, so the similarities are not by coincidence. In an attempt to appeal to a more conservative market, the V8 has been discontinued in favor of the EcoBoost V6. The 3.5-liter twin turbo is found in the Ford GT, Raptor, and the Taurus SHO, so you can't deny its abilities. The turbos offer great response off the line, but they seem to run out of steam before redline. We have nothing against small turbos because they help to achieve better mileage.If your intentions are on exploring the wilderness, we have a few points of concern. The current generation does not have any truck heritage. It is a taller example of the Flex crossover. If you were looking for a solid axle and a frame you will be mistaken. The Explorer has moved upmarket thanks to a supple ride and plush amenities. Illuminated sill plates and a heated steering wheel are unexpected luxuries, and a new Terrain Management system uses a rotary dial lifted straight from Range Rover. It controls an electronic center differential that can send 100% of power front or rear. Without a low range, the Explorer is technically AWD not 4WD, but Ford chose not to upset their fanbase.Ford Mustang GT350R For Sale At full boost, it cranks out 365 horsepower and 350 lb-ft of torque. Those are nothing to scoff at, but they are only available in a narrow powerband once the boost arrives. The problem is that all of the added luxuries like heated/cooled seats contribute to a curb weight of almost 3 tons. Six cylinders are hard pressed to move six thousand pounds, which is why the Explorer sounds stressed when provoked. Fuel mileage is rated at 22 mpg on the highway and 16 in the city, but our results were somewhat underwhelming. Our fully loaded example had more safety and more entertainment options than most luxury crossovers, and for that, it commands a price of $55,420. We never thought a Ford Explorer would be $1,025 cheaper than a Corvette, but they aren't exactly competitors. The Ford Explorer is as close to an American Range Rover as you will find, so contact our dealers to see if it is right for you.

By Andrew Nabors – February 25, 2017

Reviewed: 2016 Ford Mustang EcoBoost

Do the words "Four Cylinder Mustang" make you cringe? To some members of Generation Y, it seemed like sacrilege to build a Pony Car with half a V8, but Ford has made great achievements in four cylinder power. We spent a week with a new six-speed manual Mustang with the EcoBoost engine and it was nice to see American innovation is alive in Detroit. Three decades ago, Ford built a limited number of SVO edition Mustangs powered by a turbocharged 2.3 liter four cylinder. It was faster than the 5.0 liter GT, so the V8 department had it killed in 1986. It made for a nice prequel as the 2.3 liter is back again, now with more BOOST! We're well acquainted with late model Mustangs thanks to Mr. Roush. Like Mr. Ford, he knows the power of advertising and allows us to keep a new Stage III in our showroom. Ed and I took turns between the Roush and the EcoBoost whilst keeping opinions to ourselves. For full disclosure, his daily driver is a pristine SN-95 with intake and exhaust.Without seeing the window sticker we agreed it was a fun experience listening to the fake engine noise generated by the radio. Ford spent countless hours creating the active noise cancellation software that emits a fake engine soundtrack through the speakers. Once you discover the microphone on the headliner, the passenger can have fun by holding an earbud over the device. We both agreed that the interior was well appointed with Recaro seating and the premium SYNC infotainment system. On paper, it is 150 lbs lighter than a similarly equipped GT, but the relaxed sway bars and springs made it feel less composed on the street.Driving a manual transmission turbocharged car has a unique set of rules to keep the engine in its power band. Automatics have the luxury of brake-boosting to launch with boost, but its tricky with 3 pedals. Gear shifts can also be tricky as a drop in engine speed can cause the wastegate to hang open. Try as we might, Ford actually programmed the turbo to shut down and ignition timing pulled during each shift. So throw your knowledge about speed shifting out the window. With each shift, the EcoBoost falls flat on its face until 3,000 rpm. At first I thought the parking brake was set, so I pulled over to rethink the situation. Realizing that boost only occurs in a limited window, I used fancy footwork to keep it between 3,000 and 4,500 rpm. As you approach 5 grand the party is over because the turbo is too small for such engine speeds. The vague clutch and notchy shifter are disappointing. If Roush can use Hurst shifters and a properly weighted clutch, why can't Ford? 2017 Ford MustangThe only reason this car exists is fuel mileage. It is rated at 30 mpg on the highway in 6th gear. But since it has a 3.31 differential, anything past 4th gear will leave you struggling for power. A fully equipped EcoBoost is also more expensive than a bare bones GT, which we also found confusing. Sure the EcoBoost is a worthy successor to the SVO, but I don't want to work this hard for a 14 second quarter-mile. A 3.73 differential along with a more reasonable price would make it a viable option, but until then the V6 or GT are our choices for daily driven Supercars.

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