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Maserati GranTurismo Trofeo
FeaturesNew Car Reviews

The Maserati GranTurismo Trofeo is a grand tourer on paper but a sports car at heart

As the sun casts its last light on this Maserati’s otherwise subdued metallic coat, I stand starstruck. Half a day spent touring SoCal’s finest roads and towns in the Maserati GranTurismo Trofeo left me imbued with a newfound respect for what a grand touring car can really be. I had always dismissed them as country club shuttles for rickety old rich men (and they still kind of are). But this voluptuous land yacht sitting pretty on the beach makes a case that its breed can be more than just hulking, overpowered pillows, both on its spec sheet and in practice. I’d like to think that’s a good thing.

Not long ago, you knew exactly what a grand tourer was and where the fine line was between it and sports cars. Aston Martin DB9 and DB11. Bentley Continental GT. The last-gen Maserati GranTurismo. The usual suspects. But now? Sports cars have been softened and pumped up with extra cabin space and niceties, while traditional GTs got a little more hardcore. 911s are now nicer than ever. There are AMR versions of Astons with blinding liveries and carbon brakes.

Now we have this: the new-generation Maserati GranTurismo, a tourer poised to be among the most lively and theatric in its class, especially in its racier Trofeo trim. Over five days, including my half-day lap of Circuit De Los Angeles, it was time to see how well its transition to modernity has sharpened this perennial favorite’s blade without dulling its table manners.

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Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

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Price and specs

$229,620. Two-hundred thirty thousand. Yeah, I’ll break that down in a sec. But at least that supercar price tag affords some gnarly supercar tidbits. Most notably, the new-gen GranTurismo ditches that glorious, naturally-aspirated V8 of yesteryear for the MC20 supercar’s 3.0-liter twin-turbo V6, belching out 542 horsepower to all four wheels. The 8-speed automatic is supplied by none other than ZF (and in other news, water is wet) and should help yield some wicked test numbers should a publication get their hands on one for instrumented sciencing. Still, the suspiciously conservative-sounding 3.5-second rip to 60 sounds plenty healthy to me, especially for something packing this much digital screen and dead cow skin within.

Base price:$205,000
As-tested price:$229,620
Engine:3.0-liter twin-turbocharged V6
Transmission:8-speed automatic 
Drivetrain:All-wheel drive
Power:542 horsepower @ 6,500 rpm
Torque: 479 pound-feet @ 3,000 rpm
Redline:6,500 rpm
Weight: approx. 3,900 to 4,200 pounds
Zero-to-60 mph: approx. 3.5 seconds
¼-mile:approx. 11.6 seconds
MPG: 18 city, 27 highway, 21 combined
Observed MPG:16.7 MPG
Fuel Capacity: 18.5 gallons

GranTurismo Trofeo exterior design

What can I say? It’s a beauty. A stunner. Dropdead gorgeous. It takes the same design language and proportions as the generation it replaces and evolves it for the present day, with a long snout, short deck, and those iconic Maserati porthole vents. Even the shape of the roofline and side windows are nearly identical, and that’s fine by me. Don’t fix what ain’t broke.

Some more prominent evolutions include headlights and taillights that look straight off the exotic MC20, reinforcing Maserati’s current theme of somewhat bulbous headlights and slender taillights. Twin hood vents peer from right behind the border between the front bumper and the hood itself, while physical door handles are replaced with buttons within a recessed hole.

Unless you look at this alongside the tamer Modena, you’d be hardfetched to realize there’s a difference. But alas, the Trofeo rocks a slightly angrier front fascia with more pronounced side intakes, teeny-tiny black sideskirt extensions, and of course, red-outlined Trofeo script over the porthole vents. As an added plus, the aerodynamic refinements drop its drag coefficient from 0.32 to 0.28, all while retaining that silhouette. Part of that is likely attributable to the adjustable air suspension, which can range from proper sports car low to wannabe-crossover high. I’m sure all that adjustability is a good thing.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco
What’s hot?– Drives a whole lot smaller than it actually is
– Raucous powertrain delivers near-supercar speed
– Sports car agility and response in most aggressive drive modes
– Everyday livable, even in Sport or Corsa
– Surprising highway fuel economy
– Quick, intuitive touchscreen response

GranTurismo Trofeo pricing breakdown

What’s not a good thing is how its price has inflated well into supercar territory. The base price for the final iterations of the last-gen GranTurismos fell anywhere between $150,000 to over $160,000. The lower-rung, 483-horsepower Modena starts at roughly $175,000. Our higher-performance Trofeo tester started at $205,000 and climbed to $229,620 with options. Good. Freaking. Grief.

The Sport Design Package adds beautifully crafted metal pedals and an aluminum door sill plate for $1,450. The Tech Assistance Package adds a rearview mirror camera and a HUD for $2,600. Comfort Assistance adds ventilated seats and a hands-free trunk for $1,070. Okay, it’s not so egregious thus far. But Maserati’s advanced driving assist suite, with surround cameras, adaptive cruise, and lane centering, not unlike lesser Stellantis products, is a tear-jerking $8,300. Our upgraded wheel package’s 20-inch front and 21-inch rear wheels add $4,500, a “premium alarm system” adds $2,000, and the upgraded Sonus sound system adds $4,000. At least everything else, from the Skyhook adaptive and height-adjustable air suspension, dual-zone climate, powered everything, all-wheel drive, and the Trofeo-exclusive eLSD, comes standard.

To make you feel better, the Maserati still kind of stands as the same value proposition as it always has in the face of rivals. The current Aston Martin DB12 and Bentley Continental GT start somewhere just below $250,000, with both easily able to skyrocket deep into the $300,000s. But then we must acknowledge its peers on the sportier side of the fence. The 911 Turbo S starts at $230,400, while the outgoing Audi R8 V10 Performance started around $161,395. Perhaps the GranTurismo’s closest rivals come in the form of the Mercedes-AMG SL 63 Roadster, which starts at $183,000, or Maserati’s own MC20 supercar, which starts at a little over $210,000.

To be fair, if you were eyeing a new GranTurismo, cross-shopping was never that big of an issue; you were going to buy several of these cars, anyway. But for those who didn’t win the full jackpot at the casino, it’s something to consider.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

GranTurismo Trofeo interior tech

Mirroring the Grecale luxury crossover, the GranTurismo boasts an entire cabin that’s posh, cozy, and appreciably easy to acclimate to off the bat. Anyone can get in and become familiarized with it in minutes. As mentioned, our tester featured a whole suite of surround-view cameras that came in handy in tight parking situations, including a rearview camera for the mirror, whose camera is cleverly disguised as a shark fin antenna. You can view your fine Italian surveillance equipment via the sizeable 12-inch touchscreen, which houses wired or wireless CarPlay and Android Auto, as well as the latest generation of Stellantis’ uConnect.

As one would expect, leather is abundant. The seats themselves are pretty much 132% cow and are soft to the touch but not too soft that results in the bolsters not doing their job in sporty driving. It’s a fine piece of in-car furniture that anyone can slide into for a thousand-mile jaunt across continents or a rip in the mountains, made easy by heating that cooks you alive and ventilation seats that actually cool you down instead of letting an asthmatic mouse blow on you. As for the rear seats? Shockingly roomy, with their own cupholders and USB and USB-C charging.

All creature comforts and most vehicle switchgear, including the headlights, are controlled via the 8.8-inch touchscreen saddled just beneath the infotainment system, creating one giant mass of touchscreen. While intimidating at first, you notice all the controls displayed on the screen are logically laid out and fall easily to your touch, with little to no second guesses if you’re looking in the right spot. Such a seamless blend of modernity and elegance seems like a recipe for one hell of a road tripper, as a proper GT should be.

And you’re right.

Yup, it can still be your everyday land yacht

Oh, come on now. No one should’ve ever had any second guesses as to what this car is capable of when the odometer starts climbing. It’s in the car’s name, for crying out loud. The GranTurismo swallows miles with ease, both out on the highway and in dense urban settings. A 250-mile grand tour around SoCal taught me that as I traversed the 5, conquered the 405, and embarked on risky journeys into the heart of LA County’s concrete jungles.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

Turn the rotary drive mode dial on the steering wheel to Comfort or GT and leave the shocks in their base setting, and you’re off to a world of motoring nirvana, or as close as we can come in 2024. The Sonus sound system is a crystal-clear banger, and the ZF transmission slurs its shifts just enough to iron out the exchange in torque between gears without dampening its acceleration for on-ramps or between traffic lights. The Skyhook air suspension, coupled with the GranTurismo’s boat-like wheelbase, means expansion joints and potholes are rendered mostly negligible. The car’s sporty intentions mean it’s far from perfect, however, and the thin tire sidewalls can transmit some high-frequency impacts. But it’s never harsh, even in Sport. Dare I argue that this car is still everyday-livable in Corsa?

After half a day cannonballing from Malibu’s Marmalade Cafe to El Monte’s Fujiwara Tofu Cafe, the GranTurismo never let me down, not even in the slightest. Fuel economy was remarkable thanks to sky-high overdrive gears and cylinder deactivation. I frequently matched or beat the EPA figures, hitting anywhere between 27 to 29 mpg on the freeway. My 16.7 average came with some fairly aggressive canyon runs, but even that’s still admirable. The long wheelbase wasn’t too problematic when making U-turns and sharp right-handers once in downtown LA.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

Perhaps my only gripes included camera resolutions that could be better, and larger cupholders would do nicely for the afternoon coffee runs rather than the ones that can barely fit water bottles. There were also some electrical gremlins with my tester, but I’ll save those for the end, as I refuse to believe the customer cars can be that frustrating. Oh, and the length can be a bit too much sometimes. And no, that is not what she said. That is what I said. Although the car drives smaller than it is, you’ll never forget it measures over 16 feet once in a garage or actually attempting to park in a space. Just ask the knick I left on one of the wheels.

Once again, I’m terribly sorry, Maserati.

If it’s any condolences, I will say that although this behemoth of a car drives quite a bit smaller out on the open highway or under the city lights, it absolutely shrinks once you let it loose for some exercise. Which you totally should in this thing.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

Now an obese BRZ?

Yes. It’s an obese BRZ. A double-thicc FR-S, if you will. A heavy Hachi-Roku, if I must. And I don’t say that as complete hyperbole. Only a little. I knew the GranTurismo would shine cruising down the California coastline. What I didn’t expect was how it annihilates the canyons high above. From the sweepers and switchbacks cascading the hills near Malibu and later onto the Angeles Forest, this (presumably) two-ton hunk of sculpted metal and cowhide never missed a beat.

Leave the dampers in Comfort, Sport, or Corsa. Doesn’t matter. The chassis never gets upset. Leave the drive mode in Sport or turn the wick up to the Trofeo-exclusive Corsa mode if you feel like tangling with deactivated safety nannies. The car still doesn’t care. The car will ensure you’re having a blast. A flick of the drive mode dial, and the GranTurismo clears its throat for a more baritone growl out its four tailpipes, snarling and blatting on rapid-fire upshifts. They’re not PDK quick but don’t expect it from this platform. It’s quick enough. In Auto mode, this raucous ‘Rati is smart enough to choose the right gear 99% of the time. But the real treat is Manual mode, where the oh-so-satisfying metal paddles go from centerpieces on your steering column to playthings with long throws and a satisfyingly tactile click-clack.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

The all-wheel-drive system mostly acts with a 30/70 rear bias, deceiving even me into forgetting it’s all-wheel drive at all. Even in the tightest of slow-speed bends like the hairpins of Decker Canyon and Yerba Buena en route to Point Mugu, the actions of the front wheels are mostly invisible. Get a little snarky, and you can even get the ass end to wriggle just a wee bit. The GranTurismo can and will play if prodded hard enough.

The 3.0-liter Nettuno V6, first debuting in the MC20 and making headlines with its trick, F1-derived prechamber ignition, feels every bit of its 542 horsepower. I wouldn’t be surprised if Maserati’s 3.5-second 0-to-60 claim was sandbagged harder than any German car. And despite sporting forced induction, it builds power gradually enough to fool some purists, clamoring for every opportunity to slam into its 6,500 redline. Or I think it’s 7,000. The different shades of red near the end of the tach sort of mesh together. Torque peaks at 3,000 rpm, and power peaks at 6,500 rpm, so just wring it out and let the Nettuno sing its little song to its heart’s content, even if it’s a bit muted. Nothing companies like Akrapovic or Novitec can’t fix.

Steering is sharp and well-weighted, never requiring you to cross arms in the Malibu canyons and doing a decent job at conveying road imperfections or changes in grip. I won’t call it as good as sports cars of old, but it’s as good as some of the absolute best EPAS systems today and has a clear tie to its distant Ferrari cousins. And try as those potholes may, the GranTurismo is unflappable. Left to right to left to right, the GranTurismo turns in with eagerness and spirit, takes a set, and holds its line beautifully, no matter the road, and without a hint of understeer. After rocketing down the straights and leaning onto the resilient, easy-to-modulate steel brakes, you can let the Trofeo cling onto a single pivot and whip itself around a bend.

Props to the Skyhook adaptive air suspension. Props to Goodyear Eagle F1s that measure 265-mm wide up front and 295 out back. Props to the Nettuno being pushed deep behind the front axle. And before you start hypothesizing as to what else could lend to the GranTurismo’s agility, the answer is no. This does not have rear-wheel steering. It’s just that agile. Yeah, I’m as surprised as you are.

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

Impressive for such a massive luxury coupe, isn’t it? Almost reminds me of a pair of sub-3,000-pound Japanese twins. Almost. Okay, not really. The luxury car half of Maserati might never let this be a true sports car. Too insulated. Too big. It could transmit even more feedback and sing with more confidence in its voice. Am I being harsh? Or am I simply remembering that Aston Vantages and Porsche 911s also occupy this realm? But the GranTurismo is a great everyman, even for sporty driving. It’s better than anything I could’ve ever expected merely seeing it parked at the Malibu Country Mart, where rainbow-colored Huracan Technicas and AMG G-Wagons dwarf its road presence.

What’s not?– Needs more l o u d from the exhaust
– Rivals some boats in length
– All-touchscreen center stack may not resonate with some drivers
– Can never be a true sports car when it’s still a luxury tourer
– Painful price tag encroaches on entry-level supercar territory
– Hiccups with electronics range from “whatever” to “what the hell”

Long live Italian automakers

And now here I come, back to the coastal sunset where I started this discussion. As I let the car tick cool by the water at Point Mugu, the sun beaming off the chrome Trident after driving half of my planned grand tour by this point, I had already realized what this car was all about. A night spent racing beneath downtown’s lights and over the LA River towards a certain anime-themed dessert shop, the last possible setting you’d expect to see one of these, rendered my beliefs unshakable.

I can see certain traditionalists not getting to grips with the digital dash or all-touchscreen center stack, no matter how logically arranged or responsive it is. And in traditional Italian fashion, the electronics were… temperamental. Try TPMS sensors or lane centering that intermittently stops working or a key fob that apparently dies after 3,000 miles, leaving you unable to lock the car and then stranding you atop a mountain when you manually lock it. Just Italian things. Things I can only hope are mere duds in my test car that don’t make it into the production customer vehicles.

But all can be (sort of) forgiven when a car is this damn lovable. To hell with its size and weight, for it wears it well. To hell with its rivals, for they lack this car’s charisma.

What we should think when graced with the new GranTurismo is a proper hats off to Maserati engineers for not sullying this fan favorite. It may not be the fastest, most hardcore thing in its price range, nor is it the most prestigious in its class or even just reliable as a car. But it plays the role of a Jack of All Trades performance car remarkably well, eager to put a smile on your face on your favorite asphalt ribbons or traverse a thousand miles of interstate at your command, and it does so in that undeniably lovable way only the Italians know how to pull off.

Poor man’s Ferrari, they say? Hell yeah. Long live Maserati. Long live Italian automakers. Viva L’Italia!

Maserati GranTurismo Trofeo
Image credit: Jeric Jaleco

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2025 Mustang GTD reveal crowd perspective
Features

The Detroit Auto Show cements the Ford Mustang as America’s sports car

The Ford Mustang, America’s athletic, boorish, and rowdy son since 1964. A frequent patron of the Woodward Dream Cruise and GRIDLIFE time attack. Your neighbor has one. Your classmate has one. Your cool relative has one. The 83,195 hypebeast high schoolers at the local nighttime car meet each have one. The Mustang is as synonymous with Americarna as Route 66, Smokey and the Bandit, or the Rascal Flatts cover of “Life is a Highway.” There’s a Mustang on every block. And no matter your taste, there’s certainly a Mustang for you.

Six decades and countless revisions, engine changes, and suspension overhauls later, we arrive at the new 2024 Ford Mustang – the S650 generation, an evolution in Ford’s muscle car-turned-sports car. From a glance, not much has changed from the S550 generation that ran from 2015 to 2023, but this new Mustang takes pride in all the minute changes Ford made. A little more power here. A bit more chassis composure there. Ford’s definitely taken a “don’t mess with success” stance. That is, unless you have supercar money to blow.

2025 Mustang GTD full driver side profile lower rear angle
Image credit: Gabe Carey (Acceleramota)

Following a virtual announcement on August 17, 2023, the Mustang GTD made its public debut at the prestigious Pebble Beach Concours d’Elegance car show in California the next day. The carbon-bodied beast sits on an eight-speed transaxle, giving it a nearly 50:50 weight distribution. A few weeks later, we had the chance to see the ‘Stang for ourselves at the Detroit Auto Show. With a price tag well into the six figures, however, most people will never see a Mustang GTD in real life, let alone afford one themselves.

As for the rest of us, does the 2024 Mustang work? Or has Ford’s march of modernity muddied its latest pony car? Let’s take a look.

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2024 Ford Mustang price and trim levels

2024 Mustang Dark Horse front fascia
Image credit: Gabe Carey (Acceleramota)

When Ford says there’s a Mustang for everyone, that’s no exaggeration. This unwavering truth is evident in everything from the options packages to the engine choices and that eye-popping disparity in pricing between the least and most expensive models.

Mustang EcoBoost

  • Starting Price: $30,920 (Fastback), $39,020 (Convertible)
  • EcoBoost Standard Features:
    • 2.3L EcoBoost I4
    • 10-speed automatic
    • 3.15 final drive ratio
    • Split-screen interior dash design
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • 6-speaker stereo

Mustang EcoBoost Premium

  • Starting Price: $36,445 (Fastback), $41,945 (Convertible)
  • EcoBoost Standard Features (on top of base):
    • Connected single-screen dash design
    • Heated/cooled leather seats
    • Heated leather steering wheel w/ chrome bezel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Aluminum pedals
    • Universal garage opener

Mustang GT

  • Starting Price: $42,495
  • GT Standard Features:
    • 5.0L Coyote V8
    • Getrag 6-speed manual
    • 3.55 final drive ratio
    • Split-screen interior dash design
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • 6-speaker stereo

Mustang GT Premium

  • Starting Price: $47,015 (Fastback), $52,515 (Convertible)
  • Premium Standard Features (on top of base):
    • Connected single-screen dash design
    • Heated/cooled leather seats
    • Heated leather steering wheel w/ chrome bezel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Aluminum pedals
    • Universal garage opener

Mustang Dark Horse

  • Starting Price: $59,270
  • Dark Horse Standard Features:
    • 5.0L Coyote V8 w/ revised manifold
    • Tremec 6-speed manual w/ titanium shift knob
    • Engine oil, transmission, and differential coolers
    • Torsen rear differential w/ 3.73 final drive ratio
    • Revised suspension and electronic assist tuning
    • 12.4-inch LCD cluster
    • 13.2-inch touchscreen infotainment w/ SYNC 4
    • Ford Co-Pilot 360 Technology w/ lane keep assist, lane keep alert, and blind-spot monitoring
    • Rearview camera w/ parking sensors
    • Rain-sensing wipers
    • Auto high-beams
    • Pre-collision warning w/ auto braking
    • Vinyl/cloth seats
    • Heated steering wheel
    • Multi-color ambient lighting
    • Remote start for 10-speed auto transmission
    • Dual-zone climate control
    • 9-speaker stereo system
    • Wireless charging pad
    • Universal garage opener

Mustang Dark Horse Premium

  • Starting Price: $63,265
  • Premium Standard Features (on top of base):
    • Heated/cooled leather seats
    • Aluminum pedals
    • Universal garage opener

Mustang GTD

  • Starting Price: TBA; approx. $300,000
  • GTD Standard Features:
    • 5.2L supercharged V8
    • 8-speed dual-clutch transaxle
    • Multimatic DSSV dampers
    • Pushrod rear suspension
    • Active aerodynamics
    • Carbon fiber bodywork inspired by Mustang GT3

2024 Ford Mustang exterior color options

Mustang EcoBoost/GT

  • Shadow Black
  • Oxford White
  • Iconic Silver
  • Race Red
  • Rapid Red Metallic (+495)
  • Atlas Blue Metallic
  • Grabber Blue Metallic
  • Dark Matter Gray Metallic
  • Vapor Blue Metallic
  • Carbonized Gray Metallic
  • Yellow Splash Metallic (+995)

Mustang Dark Horse

  • Shadow Black
  • Oxford White
  • Race Red
  • Atlas Blue Metallic
  • Grabber Blue Metallic
  • Dark Matter Gray Metallic
  • Vapor Blue Metallic
  • Carbonized Gray Metallic
  • Blue Ember Metallic (+1,500, Dark Horse Premium only)

Mustang GTD

  • TBA; possibly paint-to-sample

2024 Ford Mustang interior color options

Mustang non-Premium

  • Black Onyx
  • Space Gray

Mustang Premium

  • Black Onyx
  • Space Gray
  • Emerglo
  • Carmine Red

Mustang Dark Horse/Dark Horse Premium

  • Deep Indigo

Mustang GTD

  • TBA

Interior and tech

Through interior comfort and technology, the Mustang asserts itself as the do-everything sports car for the masses. Carry luggage? There’s a cavernous trunk with split-folding rear seats for that. Or, if you wish, you can use the rear seats to transport real, breathing adult humans – kind of important, that breathing part – in a pinch. The fastback roofline may not permit above-average-height people, but two or two-and-a-half Kevin Harts will do. The current crop of Mustangs sports plenty of cabin space for, uh, let’s say big-boned Americans, meaning taking a GT on an actual grand tour won’t be an exercise in keeping your claustrophobia under wraps. As a fun touch, the steering wheel now rocks a sleek flat-bottom design with pronounced thumb bolsters.

2024 Ford Mustang front cabin
Image credit: Ford

As you can see, tech is where the S650 Mustang sees the most transformative revolution. Whereas the exterior appears to be an alternate facelift of the first 2015 cars, the interior could pass as something from BMW. Or Hyundai. Or Kia. Or Honda.

Huh. I’m starting to see a pattern with these present-day cars.

Okay, so it’s a little derivative, and perhaps that’ll date it heavily in the future unlike limited runs crafted from the ground up to be timeless, like the Alfa Romeo 33 Stradale. But unlike an exotic supercar, the Mustang is here and now. It’s meant to be driven. Not only to cars and coffee or the track, but to the supermarket, doctor’s appointments, and long road trips with the fam. In keeping with modern trends, its clean, efficient, and upscale appearance is warranted.

2024 Ford Mustang steering wheel and instrument cluster
Image credit: Ford

Whether you embrace it or condemn it to burn at the stake, the high-mounted display-centric dashboard is here to stay for the S650 Mustang. That move appreciably elevates lower-trim cars to new heights, no longer forcing buyers to cope with the Texas Instruments calculators that adorned the prior-gen base models. The new screen location brings information closer to your sightlines, meaning less looking down at the center stack, and enables wannabe racers to run those badass billet short shifters without obstructing the screen. SYNC 4 is standard across the board, as is CarPlay, Android Auto, Ford safety assists, a rearview camera with parking sensors, and digital gauges.

Speaking of, yes, that oh-so goofy Fox Body gauge mode for the digital gauges is very much real and available across all models, Premium or not. It’s a touching bit of nostalgia for the younger hoonigans who know Fox Bodies from Need For Speed or elder millennials finally admitting their mid-life crisis. More new cars need harmless gimmicks like this. 

2024 Ford Mustang instrumental cluster
Image credit: Ford

Adjustable drive modes are now available to all, whereas prior models only featured them on Premium trims. New for the S650 is the addition of individual presets for tailoring the steering, throttle, brakes-by-wire feel, and, if equipped, MagneRide and active exhaust.

With all this head-spinning adjustment and an expansive safety net of nannies, the S650 Mustang can easily make itself at home on the commute as it can on the circuit. Set everything to full-kill Track Mode and let those rear tires howl. Or slap everything in Slippery or Normal and let it transform from a steroidal sports coupe to a lazy boulevard cruiser at the tap of a screen. Perhaps the only criticism one can have of all this control is most of it is accessible only through the screen, including climate controls, which are thankfully always visible on a strip located at the bottom of the screen display. 

Oh, and if you’re an especially childish goober with more whimsy than a McDonald’s PlayPlace, 10-speed auto cars feature a Remote Rev function. Yes, this is exactly as it sounds. You can remotely rev your Mustang while parked via the key fob up to 5,000 rpm. A neat party trick for the next family reunion or Oakland sideshow.

2024 Ford Mustang dashboard
Image credit: Ford

Dimensions

Exterior dimensions:

  • Length: 189.4 inches
  • Width: 75.4 inches
  • Width w/ mirrors: 81.9 inches
  • Wheelbase: 107 inches

Interior space:

  • Passenger volume: 79.2 cu. ft. (convertible), 82.8 cu. ft. (fastback)
  • Seating: 4
  • Front headroom: 37.6 inches
  • Rear headroom: 34.8 inches
  • Front shoulder room: 56.3 inches
  • Rear shoulder room: 52.2 inches
  • Front legroom: 44.5 inches
  • Rear legroom: 29.0 inches
  • Cargo volume: 11.4 cu. Ft. (convertible), 13.5 cu. ft. (fastback)
2024 Ford Mustang black Recaro seats with blue accents
Image credit: Ford
2024 Ford Mustang white Recaro seats with blue accents
Image credit: Ford

Fuel economy and range

Economy, eh? On a Mustang? Alrighty, then. 

Paired with the sole choice, the 10-speed auto, the 2.3-liter EcoBoost returns a solid 22 mpg city, 33 highway, and 26 combined. That equates to a total highway range of 528 miles. Interestingly, opting for the Performance Package EcoBoost drops the ratings to 21 city, 29 highway, and 24 combined, likely due to the stickier summer tires and shorter final drive. But who needs fuel economy when you have faster lap times? No? Okay, fine.

GTs, at best with the 10-speed, manage 15 city, 24 highway, and 18 combined. Six-speed manuals drop each figure by one across the board, meaning the most miserly Mustangs barely eke out 384 miles on the interstate. Due to their slightly more aggressive aero and stickier rubber options, Dark Horses with either transmission manage one less mile per gallon on the highway, earning a rating of 22 mpg and dropping range to 352 miles. The lead-footed will likely not come close to any of these numbers.

The ultra-rare and ultra-violent GTD and its supercharged V8 are too far out to receive any fuel economy information. If the GT500 is anything to go off of, it’ll most likely be abysmal. Let’s just say it will at least get one mpg. Not certain, but maybe. 

  • City Economy: 21 to 22 mpg (EcoBoost), 14 to 15 mpg (GT, Dark Horse), TBA (GTD)
  • Highway Economy: 29 to 33 mpg (EcoBoost), 23 to 24 mpg (GT), 22 mpg (Dark Horse), TBA (GTD)
  • Combined Economy: 24 to 26 mpg (EcoBoost), 17 to 18 mpg (GT), 17 mpg (Dark Horse), TBA (GTD)
  • Maximum Range: 464 to 528 miles (EcoBoost), 368 to 384 miles (GT), 352 miles (Dark Horse), TBA (GTD)
  • Fuel Capacity: 16.0 gallons

Engines, transmissions, and performance

Ah, yes. The section for spec sheet drag racers and couch potato canyon carvers. Performance is why buyers choose Mustangs and other pony cars over Nissan Zs or Subaru BRZs. Asphalt-shredding performance and thundering engines are the soul of the Mustang lineage, and the S650 generation carries that torch with pride and faithfulness. 

2024 Mustang Dark Horse rear exhaust and diffuser
Image credit: Gabe Carey (Acceleramota)

The Little Four-Banger That Could flexes a healthy 315 horsepower and 350 pound-feet of torque, the same torque level but up five horses over the old car. While no outlet has launched any instrumented tests at the time of writing, I imagine that’ll yield straight-line acceleration on par with the outgoing model. However, GTs and Dark Horses are a different story, now wielding the fourth generation of the acclaimed free-breathing, high-revving 5.0-liter Coyote V8. Now, with a wee bit more displacement and a dual intake system, the mighty Coyote belches out a healthy 480 horsepower or 486 with the freer-flowing active exhaust and 418 pound-feet. Dark Horses use strengthened internals and revised tuning to generate 500 horses.

All “plebeian” spec Mustangs can mate powertrains to the now-famed 10-speed automatic, acclaimed for its snappy gearing, effectiveness in drag racing, and clever programming but sometimes knocked for iffy paddle shifter response at anything but full-tilt. However, the brawny V8s receive offers to join the Save The Manuals club, as the embarrassingly low take rate for manual EcoBoosts killed that powertrain combo entirely. GTs work with the controversial Getrag MT-82 six-speed manual, which is now as slick and accurate as ever, but pundits and Mustang fans alike have expressed concerns over longevity and how this new iteration will fair compared to older ones. Dark Horses rock the even-slicker and far more stout Tremec six-speed, previously featured in the Mach 1 and Shelby GT350 and now topped with an almost JDM tuner-like titanium knob.

2024 Ford Mustang manual gear shift
Image credit: Ford

Acceleration from the few outlets who ran the new GT and Dark Horse against the clock is only marginally quicker than the cars they replace, despite the notable increase in power. But that still equates to being faster than you’ll ever need on the street and most tracks. Handling Package-equipped Dark Horses manage to out-handle their forebearers, thanks to specially formulated 180-treadwear semi-slicks. However, the GT’s handling, while reportedly sharper than ever, also trails slightly in grip. This mild step down is likely due to their Premium test cars weighing roughly 100 pounds heavier than non-Premium trims and the outgoing generation GTs, as well as Ford’s odd decision to move away from their well-received Michelin tires to Pirellis PZeros. 

Or, as my generation loves to say to write off flukes: “Ha, skill issue.”

2024 Mustang GT3 livery front driver side profile
Image credit: Gabe Carey (Acceleramota)

Stats

  • Engine: 2.3L EcoBoost I4 (EcoBoost), 5.0L Coyote V8 (GT, Dark Horse), 5.2L supercharged V8 (GTD)
  • Transmission: 10-speed automatic, Getrag 6-speed manual (GT), Tremec 6-speed manual (Dark Horse), 8-speed dual-clutch transaxle (GTD)
  • Drivetrain: rear-wheel drive
  • HP: 315 horsepower (EcoBoost), 480 horsepower (GT), 486 horsepower (GT w/ active exhaust), 500 horsepower (Dark Horse), approx. 800 horsepower (GTD)
  • Torque: 350 lb-ft (EcoBoost), 418 lb-ft (GT, Dark Horse), 730 lb-ft (GTD)
  • Redline: 6,400 rpm (EcoBoost), 7,500 rpm (GT, Dark Horse), TBA; approx. 7,400 rpm (GTD)
  • Weight: approx. 3,600 pounds (EcoBoost), approx. 3,820 pounds (non-Premium GT/Dark Horse), approx. 3,920 (Premium GT, Dark Horse), TBA; approx. 3,400 pounds (GTD)
  • 0 – 60 mph: approx. 5.0 seconds (EcoBoost), approx. 3.8 to 4.1 seconds (GT), approx. 3.7 to 4.0 (Dark Horse), approx. 3.2 (GTD)
  • ¼-mile: approx. 13.5 seconds (EcoBoost), approx. 12.0 to 12.5 seconds (GT), approx. 11.8 to 12.3 seconds (Dark Horse), approx. 10.8 seconds (GTD)

Note that our figures are mere approximations based on existing instrumented tests of current and prior Mustangs, as you’ll see in our review round-up. Not all variants of the new S650 Mustang have been running against the clock, but their similarities with their forebearers lay a fairly trustworthy groundwork off which we can estimate. 

2024 Mustang Dark Horse Brembo brake and wheel
Image credit: Gabe Carey (Acceleramota)

2024 Ford Mustang review round-up

Sadly, no one on the Acceleramota payroll has been graced by the Blue Oval’s generosity with a seat in an S650… Yet. But! There are plenty of legacy mags and veteran journos who have, and they sure as hell have had plenty to say!

From traffic-packed commuting to canyon ripping, the optional MagneRide suspension dampers cover ground with a synthesis of plushness and stability. In their firmest setting, undulating pavement can agitate the car, but not in an overly stiff or punishing way. Comfort pervades in the softest mode, without ceding poise for cutting a corner off the boulevard. Long highway cruises prove their touring aptitude, and on twisting two-lanes they return a sophisticated connection with the pavement. These are key to the 2024 Mustang’s great breadth of capability.

Alex Leanse, Motor Trend

First and foremost, the top-tier Mustang [Dark Horse] may weigh nearly 4,000 pounds, but it wears its weight well. Instead of attempting to squeeze into whatever’s on the rack at H&M, it’s comfortably slipping into athletic-cut threads at the big and tall store. This was especially true of its brakes; they never softened up or lost bite. Every time I’d dive into an incredibly late apex to enter the track’s infield, the brakes felt amply powerful and had no indication of ever fading away. Their ease of modulation and excellent pedal feel made slicing through a smorgasbord of early, late, and double-apexes both fun and trivial for any driver, no matter the skill level.

Peter Nelson, The Drive

While the Mustang EcoBoost doesn’t exactly feel at home on tight twisty roads, it’s not a sloppy mess, either. The electronically assisted steering is lacking feel but a quicker ratio over the last-gen car means hand-shuffling happens far less. The chassis is set up for safety, so the front wheels will always give up before the rear. You can make it rotate with enough patience, but just under 3,600 pounds to lug around means cars like the Mazda MX-5 Miata or Toyota GR86 are far better choices if your commute has a bunch of fun corners. The payoff is, of course, a set of semi-usable back seats and a decently-sized trunk. If twisties are your thing and you absolutely must have a four-cylinder Mustang, we recommend opting for the Performance Package, as it gets you a Torsen limited-slip differential, 19-inch wheels with summer tires, bigger Brembo brakes, and a strut tower brace.

Brian Silvestro, Road & Track

Run ragged on some of the best canyon roads Los Angeles County has to offer, the new Mustang GT is shockingly poised and well balanced. Instead of bucking through bends, the new Mustang dives in and carves through, with speeds and confidence previously only exhibited by Shelby-badged cars. Although we wish a touch more road chatter was transmitted through the new steering rack, its effort and weighting are bang on, as is the suspension tuning. As to the latter, Sport and Track noticeably stiffen things up while still allowing enough compliance to avoid upsetting the car over midcorner impacts.

Christian Seabaugh, Motor Trend

In short, it’s more of the same, but that’s a good thing if nothing groundbreaking. A better Mustang than ever before while being notably sharper and a smidge quicker, yes. Unsurprising, as reporters spout those same words with every new iteration of Mustang, but it’s a breath of fresh air nonetheless to have a car that breathes without an inhaler, shifts by your command, and sings to the high heavens with a voice unmuffled by turbo or electrified nonsense.

Well, you know. At least that’s the case for the naturally aspirated V8. Hey, nothing wrong with a Mach-E or the EcoBoost either!

2025 Mustang GTD reveal crowd perspective
Image credit: Gabe Carey (Acceleramota)

The fresh interior tech works quite well, even if it raised a few eyebrows. The revised steering rack may have taken two steps forward and two steps back, trading weight and feedback for speed and accuracy. However, some journos do enjoy the lighter weighting. Driving experiences are highly subjective matters to discuss, after all. But most agree the Mustang is a worthy successor, a perfect homage to Mustangs of the past, and a decent enough improvement in most aspects of driving dynamics.

Could it be even faster? Even sharper? Of course it can! It’s a Mustang, duh! Ford knows that, and the aftermarket knows that, and the latter has already been foaming at the mouth with what they can do. Skeptics should stay tuned for that.

Race cars galore!

Nuh-uh. You aren’t leaving this page without me shoving this down your throat. 

Since the days of the S197-generation Boss 302, Ford has doubled down on its efforts positioning the Mustang to challenge the world. And what better place to do that than the circuit? The last generation saw variants based heavily upon the Shelby GT350, but now Ford aims to expand even further beyond with increasingly manic race trims of the famed nameplate. 

2024 Mustang GT3 livery front driver side profile
Image credit: Gabe Carey (Acceleramota)

At the bottom rung sit the Dark Horse S and the Dark Horse R, stripped-down and relatively tame track-only editions of the Dark Horse road car. Little is known about the S other than being the less aggressive stablemate to the R. The latter comes ready to race out of the box, with road car-based aero, a traditional six-speed stick, and a virtually unchanged 5.0-liter Coyote V8, which even uses the same factory airboxes. It appears like a lightly modified Dark Horse road car from a distance – psst, if you really want the wheels, they’ll soon be a Ford Performance catalog part. A neat party piece to the R is the shim-based camber plates, which adjust by removing or adding shims to tweak the camber to the driver’s liking while being far less likely to come out of alignment than tightening down some bolts. Get ready to see these tear it up at advanced track days, club racing events, and the soon-to-launch Mustang Challenge series.

Mustang Dark Horse R Ford Performance livery with Mustang sculpture in background
Image credit: Gabe Carey (Acceleramota)

The Mustang GT4 ups the game with a legit wing setup pulled straight from Forza Motorsport and a more hardcore sequential gearbox. Like the Dark Horse R, there’s no Looney Toons widebody or ultra-bespoke motor. It’s still built to be a close representation of the street car, even sporting the same 5.0-liter V8. Except now, the transmission is a pneumatic dog-ring unit, and the suspension rocks dynamic spool-valve dampers by renowned builder, Multimatic, the same folks behind the dampers of the Camaro Z/28 and ZL1 1LE who helped bring the most recent Ford GT supercar to life.

Now we’re getting somewhere with the Mustang V8 Supercar built for, you guessed it, the Australian V8 Supercars series. It’s like NASCAR… But Aussie. The body is wider. The engine is horsepower-er. And the car is right-hand-drive-er. Yes, these are words now. Not much is known other than its speculated 600 horsepower output from a Coyote-based 5.4-liter V8 that breathes through a single throttle body instead of the dual design. Interestingly, it seems to be the only Ford Performance racing effort not to have any relation to the Dark Horse or Mustang road cars in general and is the only one to feature styling cues from the GT instead. Not a bad looker, either, as the last iteration was, uh, pretty damn hideous.

Atop the food chain sits the king, the one to lead the Mustang name into international motorsports stardom. The Mustang GT3 garnered acclaim and excitement for enabling the Mustang name to take on the world’s fastest, succeeding the venerable Ford GT LM GTE-Pro. There’s a carbon fiber widebody dotted with enough slots and holes to be mistaken for a Jack The Ripper victim, with the C-pillar-mounted swan neck wing acting as the cherry on top. Beneath the hood sits a unique 5.4-liter V8 co-developed with M-Sport, which, along with the V8 Supercar’s mill, are the first 5.4-liter V8s in any Mustang, race or street, since the 2012 Shelby GT500. Best of all, the groundwork set by Multimatic and the GT3 will give way to a monstrous storm brewing in the Blue Oval’s street car department.

The GTD: The storm that is approaching

Ah, lastly, we can’t forget about this. I can see it now. 

“Hey, I like your c-”

“More than you can afford, pal.”

“Huh?”

Ford.”

“Dude, what?”

“Forget about it, cuh.”

Following much hype surrounding a possible GT3 road car, Ford debuted the flagship GTD track special, a limited-edition supercar among pony cars built in conjunction with Multimatic. And you thought all those stats I threw earlier were nonsense filler.

The Mustang GTD exercises the full brunt of what Ford can do with the S650 Mustang platform, starting by sending a body-in-white to Multimatic to receive goodies such as the stunning carbon fiber GT3-inspired widebody. However, being a road car, gave Ford and Multimatic greater liberty to exercise more high-performance muscles in their pursuit of taking on the world’s fastest. This Mustang utilizes electronically height-adjustable suspension with pushrod rear suspension, active aerodynamics, serving platter-sized carbon ceramic brakes, and tires wide enough to fluster drag racers. All this supercar mumbo jumbo works to reign in a beastly supercharged 5.2-liter V8 targeting 800 horsepower and breathing through a titanium Akrapovic exhaust. Someone’s clearly a Euro fanboy on the engineering team.

Yes. It will be fast. No, you probably can’t have one, as Ford plans to implement an application process akin to the Ford GT to allocate the 1,000 to 2,000 cars they intend to build. That is if you can swing the $300,000 expected price. That’s 911 GT3 RS money, yes, but Ford has its hopes up that it can take the RS’ lunch money while making a hell of a lot more noise. 

FAQs

Can I take a 2024 Mustang to the race track?

Of course you can. It’s America’s sports car, and part of being the car to do everything for everyone means being capable when hunting apexes or chasing the end of drag strips. Base Mustangs are competent enough for the casual driver, but the GT and EcoBoost Performance Package adds larger brakes, retuned suspensions and electronic assists, bigger wheels with wider summer tires, and additional cooling to better withstand prolonged spirited driving. For real hardcore track rats, I’d consider the sharper Dark Horse, the successor to the GT350, Mach 1, and Boss 302.

How is the aftermarket support for the 2024 Mustang?

Scarce as of now, as the new Mustang has only recently come on sale. But expect support to ramp up rapidly and spread like wildfire as R&D gets underway with popular aftermarket brands. Some companies were quick to snag up test cars to begin dyno runs and wheel fitment checks, and Ford Performance’s new best bud, RTR, has already unveiled a complete upgrade package. For now, expect the only major challenge to be tuning, as the locked ECU and the dual intake’s dual MAF sensors pose quite a hurdle for tuners. The workarounds won’t be impossible. Tuners have long proven that many “untunable” platforms. But they won’t come soon.

Can I daily a 2024 Mustang?

Ford Mustangs are splendid everyday sports cars. In their softest settings, they’re tame, relaxed pussycats with unobtrusive road noise and suspension that can be firm but never harsh, even in the most hardcore models. Expect the 2024 cars to be quite familiar, albeit with maybe a hint more compliance from the new generation of (optional) MagneRide shocks. The new level of tech in the S650 will make it far more appealing to use as a single car and in heavy traffic. While derivative, the screen-centric dash design enables drivers to see whatever they need to see without looking low down on the center stack like older Mustangs.

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2024 Alfa Romeo Stradale 33 front end
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Alfa Romeo’s 33 Stradale supercar sold out before it was announced – here’s what to buy instead

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On a livestream previously thought to be an announcement for a new 6C, Alfa Romeo unveiled, well, something not that far off. Based on the old 33 Stradale from the ’60s, which itself was based on the Tipo 33 Alfa racing prototype, the 2024 Alfa Romeo 33 Stradale is a mid-engine, two-seat Italian supercar that’s also available as an EV, making it the first true Alfa Romeo electric car, for the purists who don’t count plug-in hybrids.

I know what you’re thinking, “Hell yeah, brother! Sign me up!” However, I regret to inform you the new Stradale sold out before it was even announced. Oh, and only 33 of them will be made. Ever. Then again, if you think about it glass half full, that’s a 3200% increase over the production volume of the single Giulia SWB Zagato Alfa sold to a German car collector in late 2022. But unlike the Giulia Zagato, all 33 customers who purchased the 2024 Stradale were pre-selected by Alfa Romeo to create their own personalized renditions of the car in collaboration with an internal team of designers. For that reason, no two Alfa Romeo 33 Stradale will be exactly alike. Because consistency is the enemy of Italian engineering.

While the novelty of reviving a classic sports car from half a century ago with today’s tech is an attractive premise, the 33 Stradale is little more than a concept car for billionaires to hold hostage in a garage and never drive. Or maybe I’m just jealous. Who can say? Whatever the case may be, Alfa says more like this is on the way. I can only hope that means more high-performance sports coupes with timeless interiors, mid-mounted engine layouts, and a low center of gravity – not just more limited-run special editions for the uber-rich and SUVs for everyone else. At least with the proliferation of EVs, those last two bits are all but guaranteed.

2024 Alfa Romeo 33 Stradale price and release date

Prior to the reveal of the 33 Stradale, Alfa confirmed in an email to Acceleramota that all 33 units had already been sold. To be more precise, they were sold at the end of 2022. The affluent 33 Stradale customers paid more than €1.5 million (roughly $1.6 million USD) apiece, according to Automotive News Europe. Alfa says 2-3 units will be produced every month, with the first delivery slated for December 17, 2024. That just so happens to be the 57th anniversary of the 1967 car of the same name.

ModelStarting price
2024 Alfa Romeo Giulia Quadrifoglio$81,855 USD
2024 Alfa Romeo Stelvio Quadrifoglio$87,770 USD
2024 Maserati GranTurismo Modena$174,000 USD
2024 Maserati GranTurismo Folgore$205,000 – $215,000 USD (estimated)
2024 Alfa Romeo 33 Stradale (ICE)$1.6 million USD (estimated)
2024 Alfa Romeo 33 Stradale (EV)$1.6 million USD (estimated)
Alfa Romeo Giulia Quadrifoglio vs Alfa Romeo Stelvio Quadrifoglio vs Maserati GranTurismo vs Alfa Romeo 33 Stradale prices

2024 Alfa Romeo 33 Stradale specs and performance

2024 Alfa Romeo Stradale 33 driving from behind
Image credit: Alfa Romeo

If we’re being honest, though, the purpose of the Stradale isn’t to profit from its sales directly but to raise Alfa Romeo’s profile and sell more cars at the dealership. It’s a glorified concept car for a select few members of the wealthy elite, so that you, too, will covet an Alfa Romeo. The Giulia, Stelvio, and Tonale – the only three Alfa Romeo sells in the United States – share similar styling to the 33 Stradale, and the Quadrifoglio (QV) models even have a more potent version of the same engine.

While, in many other ways, the 33 Stradale has a lot more in common with the 2024 Maserati GranTurismo, the Stradale powertrain is based on the Giulia QV’s Ferrari-derived 2.9-liter twin-turbocharged V6, according to Motor1.com, as opposed to Maserati’s Nettuno engine. Still, the displacement is about the same and both twin-turbo V6 engines are found in supercars from Italian brands owned by the same company. The comparable spec sheets are no strange coincidence.

ModelPowertrainPerformance outputTransmission0-60Top speedWeight / DimensionsChassisWheels
2024 Alfa Romeo Giulia Quadrifoglio2.9L twin-turbocharged V6505 hp, 443 lb-ft torque8-speed automatic (ZF)3.8 seconds191 mph182.6x 73.8x 56.1″ (LWH); 3,806 lbsDouble wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast iron Brembo brakes245/35ZR19 (front), 285/30ZR19 (rear); 111.0″ wheelbase
2024 Alfa Romeo Stelvio2.9L twin-turbocharged V6505 hp, 443 lb-ft torque8-speed automatic (ZF)3.6 seconds191 mph110.9×77.0x66.3″ (LWH); 4,309 lbsDouble wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast steel Brembo brakes255/40ZR20 (front), 285/35ZR20 (rear); 110.9″ wheelbase
2024 Maserati GranTurismo3.0L twin-turbocharged V6542 hp, 538 lb-ft torque8-speed DCT automatic transmission (ZF)3.8 seconds202 mph195.2–195.5×77.0x53.3″ (LWH); 3,844 lbsDouble wishbone suspension (front, five-link suspension (rear), anti-roll bars (front and rear), steel Brembo brakes245/35ZR20 (front), 285/35ZR20 (rear); 115.3″ wheelbase
2024 Alfa Romeo 33 Stradale (ICE)2.9L twin-turbocharged V6612 hp, torque TBD8-speed DCT automatic transmission (ZF)<3 seconds206 mph<3,307 lbsFull double wishbone suspension, virtual steering axle, anti-roll bars, carbon ceramic Brembo brakes245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase
Alfa Romeo Giulia Quadrifoglio vs Alfa Romeo Stelvio Quadrifoglio vs Maserati GranTurismo vs Alfa Romeo 33 Stradale specs

The same goes for the battery-electric version of the 33 Stradale, which houses the same tri-motor configuration as the GranTurismo Folgore while making about the same power. At any rate, if you’ve got deep pockets but not, like, $1.9 million deep, the Maserati GranTurismo Folgore is right around the corner – for a lot less money if the $205,000$215,000 estimates turn out to be true.

ModelPowertrainPerformance output0-60Top speedElectric rangeBattery capacityWeightDimensionsChassis
2024 Maserati GranTurismo Folgore3 electric motors761 hp, 995.7 lb-ft torque2.7 seconds202 mph240 miles (est.)83 kWh4,982 lb195.2-195.5 x 77.0 x 53.3 in (LWH);255/35ZR20 (front), 295/30ZR20 (rear)
2024 Alfa Romeo 33 Stradale (EV)3 electric motors750 hp, torque TBD<3 seconds192+ mph280 miles90 kWh<4,630 lbs182.6 x 77.4-85.5 x 49.8 inches (LWH)245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase
Alfa Romeo Giulia Quadrifoglio vs Alfa Romeo Stelvio Quadrifoglio vs Maserati GranTurismo vs Alfa Romeo 33 Stradale specs

2024 Alfa Romeo 33 Stradale design

As I noted earlier, the Alfa Romeo 33 Stradale takes us back to a simpler time, 1967, when the world treated our global fuel supply as if it were endless. Gas prices were of no concern, and we didn’t yet fully understand the environmental impact of slapping a naturally aspirated V8 on just about anything with a chassis.

Nevertheless, on the outside, the 33 Stradale stays true to its roots, with sharp yet functional styling, minimal body lines, and an Italian design ethos that is distinctly Alfa Romeo. And it wouldn’t be an Alfa without the scudetto grille prominently on display, as every model has done since the 6C 2500 in the late 1930s. Because of its low center of gravity and wide stance, it should be able to cut through wind, generating enough downforce to corner at speeds that would lift most cars off the ground. Thanks to its active shock absorbers, the 2024 Alfa Romeo 33 Stradale’s double-arm suspension automatically adjusts to the terrain, making it as comfortable to drive on the road as it is on the track. In fact, that’s where its name comes from: ‘stradale’ translates from Italian to ‘road-going’ or ‘street-legal’.

Although the original Stradale weighed merely 1,543 pounds, modern safety and CAFE standards, as well as the inclusion of electronic luxuries in every vehicle have seen to it that even the lightest sports cars exceed 3,000 pounds. It’s probably for the best, though. Imagine pushing 612 horses in a 0.75-ton car with no modern safety features. No thanks!

Known for its unique, vibrant paint colors, it comes as no surprise that Alfa gave 2024 Stradale customers a decent-sized palette to choose from, most of which won’t be found on Alfa’s other current cars. The three standard options are Villa d’Este (tinted clearcoat red), a refashioned Royal Blue, and the classic Rosso Alfa (Alfa Red). Alternatively, nostalgic 33 Stradale buyers had the choice to outfit their ride in a white and red livery, a retro throwback to the Tipo 33 design.

2024 Alfa Romeo 33 Stradale interior and tech

Here’s where the Stradale will be polarizing among people who weren’t the target demographic anyway: the interior isn’t quite as high-tech as many consumers have grown accustomed to. You won’t find a giant tablet in the center stack as you would in a Tesla Model X, nor does it claim any sort of ‘auto-pilot’ mode. Inside, it’s more Bugatti Chiron than Mercedes EQS.

As I’ve quoted countless times, and I’ll continue to quote countless times more, Alfa Romeo CEO Jean-Philippe Imparato has gone on record saying, “I don’t sell an iPad with a car around it, I sell an Alfa Romeo.” Still one of the most badass things the head of a car company has said since Enzo Ferrari argued, “The client is not always right.” (Although, Fiat discontinuing the color gray because it’s boring is a strong contender.)

The Stradale is intended as a true driver’s car, unencumbered by a dizzying array of touch screens and scroll wheels. There’s a digital instrument cluster behind the wheel, a small UConnect-based infotainment display, and an aluminum control panel in the center console. Above the rotary gear shift are a mishmash of knobs and dials for changing drive modes, adjusting the suspension, and even controlling the sound of the exhaust – you know, so you can tone it down a bit while your neighbors are sleeping. From the photos, you’ll notice a set of extra physical controls positioned along the center of the car’s interior roof. Unfortunately, the only one I can see is the hazard light switch. I’ve reached out to Alfa Romeo for clarification on the other overhead inputs.

The best Alfa Romeo cars you can actually buy, used and new

Don’t have $2 million and a time machine?

Because it’s impossible to buy a Stradale, not to mention prohibitively expensive for most people to begin with, those interested in driving a modern Alfa Romeo might want to take a peek at used listings on CarGurus. While the 2024 Giulia‘s 505-horsepower Quadrifoglio (QV) trim sells for north of $80K, you can pick up a lightly driven one for less than $50,000 if you’re willing to travel for it. I should know – back in May, I drove six hours each way to trade in my BMW 4 Series for a 2018 Alfa Red Giulia QV and haven’t looked back.

After putting another 5,000 miles on the odometer, so far the only major problem I’ve had was when one of my blinkers went out and I had to replace the headlight. Granted, that was an expensive and time-consuming fix that resulted in me taking it to the dealer, but so long as you opt for a bumper-to-bumper extended warranty, you’re golden (I recommend Mopar Maximum Care, which covers my Gabagiulia for up to 96,000 miles).

Though it’s not quite the same as pushing a relatively lightweight-for-2023, four-door super sedan with a low center of gravity, you can squeeze the about same power out of a Stelvio Quadrifoglio SUV, the only way to get a QV with all-wheel-drive. In some cases, the Stelvio is even cheaper. Even if it still handles more like an SUV than a sports car, it’s just as fast off the line as the Giulia QV – both can accelerate from 0-60 mph in under 4 seconds.

Not all Alfas are equal, though. Some models are less about performance and more about making that timeless Alfista style and handling to the everyday driver. Maybe you don’t need 505 horsepower and you’d rather have better fuel mileage and save some money on your lease. In that case, you can find a secondhand Alfa Romeo Giulia without the Ferrari V6 for less than a new Nissan Altima, and it’s probably just as reliable, if not more so because CVT. Plus, unlike the Quadrifoglio trim, which is built for the track, the

You can also get an Alfa Romeo Stelvio with a 2-liter turbocharged four-banger. It’s basically the same thing as the four-cylinder Giulia except it’s an SUV. Not to sound like a broken record, but if you are considering a new Stelvio, I strongly encourage you to at least test drive an Alfa Romeo Tonale. I know it’s a lame mom car or whatever and the Dodge Hornet is the same thing but cheaper if you don’t buy the PHEV and make false equivalencies between trim levels – but trust me on this! The torque hits different in a hybrid.

Why do Alfa Romeos depreciate so much?

2024 Alfa Romeo Giulia and Stelvio Quadrifoglio 100th anniversary models with 1923 RL Quadrifoglio
Image credit: Alfa Romeo

Truth be told, the answer is complicated. No, they’re not as unreliable as the haters make them out to be. Or at least no less reliable than their German counterparts. Before 2014, when the mid-engine 4C was released, Alfa Romeo had been absent in the United States since 1995. Sure, there was the Alfa 8C in 2008, but between the Competizione grand tourer and the Spider convertible, only 125 units made it stateside. So even though Alfa led the pack in JD Power’s initial quality survey in June 2023, repairs and maintenance are mostly relegated to a limited network of dealers.

Although its sales and service presence has grown 40% since its reintroduction to the States almost a decade ago, there are still only 130 dealerships open across the entire country, according to ScrapeHero, an online data collection and aggregation service. That includes the 107 Fiat and three Maserati dealerships that also sell Alfas. All 130 are spread across just nine states, the vast majority of which are concentrated in major metropolitan areas in states like Florida, California, and Texas. 18 of these locations are within 100 miles of where I live in New York City.

Regardless of badge or nameplate, cars today are more difficult than ever to service yourself. This is due in part to the sheer number of components required to increase performance while simultaneously reducing emissions. As a result, carmakers are forced to get creative with the engine bay layout, adding things like turbochargers to keep improving performance despite housing fewer (or no) cylinders. Moreover, the technology we now take for granted – built-in navigation, backup cameras, parking sensors, and heated seats – are all nice to have, but it also means more parts to break… parts that can obstruct other parts, making it harder to replace them yourself.

Take your Alfa to an independent repair shop, and most mechanics will look at you puzzled for a minute before sending you back to the dealership. And when you only have 130 to choose from, chances are you’ll have to travel. Even here in Manhattan, the Maserati dealership where I would’ve gotten my Alfas serviced closed the same month I bought the Giulia. Fortunately, there are about eight others I can reach in an hour or less by car. But I’m in the minority. The next time you see a suspiciously good deal on a Giulia in Nebraska, bear in mind that in a state with 1.9 million people scattered across nearly 80,000 square miles, there is only one Alfa Romeo dealer.

Back to the question, for those asking whether an Alfa Romeo is worth it after seeing the 33 Stradale in all its glory, remember, you can’t be a “true petrolhead” without having owned one. Just kidding.

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