Auto shows are in full swing. Manufacturers drop press release after press release. Suddenly, it seems like the car industry has almost finished healing from its ransacking at the hands of COVID and supply chain shortages, and new cars are more abundant and more alluring than ever. Affordable cars, dream cars, daily drivers, and high-performance piss missiles, oh my! It’s a fun, if polarizing, time to be a car nerd or even just a new car buyer, so let’s take a peek at some of the hottest new cars worth looking out for in the foreseeable future.

Genesis Magma lineup

Car gods, be praised! We whined, and they listened. Genesis has finally unveiled concepts for the Magma family, its future high-performance lineup in the same vein as BMW M, Mercedes AMG, Lexus F, and Audi Sport GmbH. Details of the cars are unknown, but there will be a mixed crop of EV and gasser Magma cars. First to hit the scene will be a full-production GV60 Magma EV and the limited-run G80 Magma Special.

2025 Toyota 4Runner

After a quintillion years in car years, the current-gen Toyota 4Runner will soon be the outgoing one, as Toyota teased an all-new iteration on their social media. Details are scarce other than a close-up image of the tailgate badge and the knowledge that it’ll most likely be based on the same architecture underpinning the Tacoma and Land Cruiser. Expect a 2024 reveal and a 2025 product release, as well as carryover 2.4-liter turbocharged hybrid and non-hybrid powertrains from the Taco and Land Cruiser.

Ready for a new ride? Start your search at CarGurus

2025 Porsche 911 hybrid

Unlike most of the cars here, the 911 hybrid has not been officially revealed or teased in any capacity. But it’s coming. Test mules have been spotted meandering around Europe. Their appearances have only gotten more frequent with the turn of the new year, and some claim that we should expect an official debut come summer of 2024 when the 992.2 facelift arrives for the 2025 model year. We expect a 911 Hybrid to rock a turbocharged flat-six and a small lithium-ion battery driving all four wheels and enabling some trick torque vectoring.

Kia K5 hatchback (wagon)

Just look at it. Isn’t she a beauty? An affordable wagon. Leave it to the Koreans to at least style a car in a manner that at least exudes the vibe of upscale-ness, inside and out, even if we know it’ll be built to a low price point to sell at a low price point. Expect the standard K4 sedan’s naturally-aspirated 2.0-liter four pushing 147 horsepower and 132 pound-feet through a CVT and its 1.6-liter turbocharged powertrain pushing 190 horsepower and 195 pound-feet through an eight-speed auto.

2025 Ford Mustang GTD

I know it’s probably beating a dead ‘Stang by now, but the GTD isn’t out yet! And it’s no less cool moseying around from rotating auto show pedestal to rotating auto show pedestal. For the seventeenth time, bask in its GT3 race car-inspired, soon-to-be-Nürburgring-lapping glory as Ford’s new six-figure halo car for Mustang and motorsports fans alike. Ford aims for 800 ponies out of the GT500-derived 5.2-liter supercharged V8 and a sub-seven-minute ‘Ring time.

‘Electrified’ Honda Prelude

Like the 911 Hybrid, the Prelude’s specs are all up in the air. But we know it’s coming. It has to atone for the death of the Accord and Civic coupes and the rise of the GR86/BRZ and Nissan Z. The concept shows off Michelin tires surrounding some stout Brembos, and maybe there’s even a hybridized Civic Si or Civic Type R motor under that hood.

2024 Dodge Charger

Considering Dodge’s recent moves toward electrifying its lineup, starting with the Dodge Hornet R/T, it’s no surprise that the new Charger Daytona swaps its iconic Hemi V8 for a 400-volt EV powertrain. For car enthusiasts, though, nothing quite matches the resounding charisma of an internal combustion engine. And they can still get that with the Hurricane-equipped Six Pack variant.

2025 Hyundai Ioniq 5 N

In a piece for TechRadar, Leon Poultney called the Hyundai Ioniq 5 N “the first genuinely fun EV.” And he’s not alone. While I haven’t had the chance to drive one,  in my New York Auto Show demo ride, I was blown away by how well it simulated the experience of being in a gas car—minus the carbon emissions.

2025 Ram 1500 Ramcharger

I’m no truck guy, but the powertrain Ram conceptualized for the Ramcharger is like a Chevy Volt on steroids. Although it can plug into a DC fast charger for 145 miles of all-electric road time, this isn’t a full BEV. And despite the 3.6-liter V6 under its hood, the gas engine has no mechanical connection to the wheels. Instead, two electric motors—one in the front and one in the back—propel the Ramcharger, with the help of a 70.8-kWh battery not much smaller than that of a Tesla Model Y. Only when the battery dies does the engine go to work, burning fuel to recharge the battery if the battery runs out of juice and you can’t reach a charging station.

2025 Lucid Gravity

We’re all tired of third-row SUVs. Believe me, this Mazda CX-90 review sucked the soul out of me for like two months. Still, the Lucid Gravity appears to be one of the more polished examples in its class. Fans of the genre will appreciate its soft-touch premium interior, expansive infotainment displays, and for the Tesla-averse, physical inputs where they’re needed. Best of all, the front trunk doubles as a seat for reverse tailgate parties.

2027 Rivian R3

Remember the Lancia Delta? No? Well, then you probably live in America, where the five-door Italian hatchback was never released. Nonetheless, the Rivian R3 borrows from the Delta’s design language—or at least its wider-stance Integrale variant. The R3, however, is a cute little electric crossover built on Rivian’s new compact crossover platform—one I could very much see myself in when the Tonale lease is up in a few years. Oh yeah. I said a few years since Rivian was so kind, giving us from its 2024 unveil to its speculated 2027 release to drool over it.

After more than a decade of sporty handling and sloped roofs, it’s safe to say we weren’t hurting for another luxury compact crossover SUV. To not only add another face to the crowd but to price it higher than its German rivals, I’d say you’re either out of your mind or you’re Italian. As it happens, Maserati is both. And while its standard Grecale GT and Modena trims are the result of rational decisions a faceless corporation would make to sell a commercial product in high numbers, the 523-horsepower Maserati Grecale Trofeo is the exact opposite in the best possible way.

Up against the dubiously named but popular BMW X3 M and the universally lauded Porsche Macan GTS, both of which have undergone years of refinement, Maserati has its work cut out for it. Not to mention that once-iconic Trident badge on the front doesn’t hold the same level of prestige it once did. But if reputation is all that’s standing between you and the Grecale Trofeo, don’t write it off just yet. From a plush, high-quality interior to a fierce supercar engine ripped straight out of the MC20, you’re going to want to take this one for a test drive.

Jump to:

• Price and specs
• Design, colors, and options
• Interior and tech
• Fuel economy and performance
• Lease or buy?

Price and specs

Having said that, if you’re going to write off Grecale Trofeo, write off the Grecale Trofeo. Entrepreneurial lessees could be in for a big tax break considering Maserati clocked our press car at $117,500 MSRP. Damn near fully loaded with all the bells and some of the whistles, for this price, I could have my pick of SUVs in not only this class but the next size up—certainly a well-specced Cayenne S. Hell, that kind of money could get you a true lightweight sports car and a Grecale GT.

Maserati Grecale: see prices at CarGurus

Base price:	$105,500
As-tested price:	$117,500
Powertrain:	3.0-liter twin-turbocharged V6 engine
Transmission:	8-speed automatic
Drivetrain:	All-wheel drive
Power:	523 horsepower @ 6,500 rpm
Torque:	457 lb-ft @ 3,000-5,500 rpm
Curb weight:	4,469 lbs
0-60 mph time:	3.6 seconds
Top speed:	177 mph
EPA estimated fuel economy:	18 mpg city, 25 mpg highway, 20 mpg combined
Observed fuel economy:	19 mpg
Fuel capacity:	16.9 gallons

That’s right, with a starting price of $65,300, the lower-trim Grecali (plural for Grecale) will more than suffice for the average Maserati SUV driver. The base GT’s mild-hybrid, 2.0-liter four-popper makes 296 horsepower, plenty enough to merge safely onto the highway. And, let’s face it, in our daily lives, that’s all most of us use the extra power for anyway. From $74,900, stepping it up to the midrange Grecale Modena unlocks the Trofeo’s premium interior touches.

Design, colors, and options

Say what you will about Italian cars (believe me, I do)—they do tend to be easy on the eyes. It’s a long-standing stereotype that Italian automakers give their designers a blank canvas, and the frustrated engineers have to work backward to bring their artistic visions to life. To what extent that’s true, I’m not sure. But it could explain how brands like Maserati avoided the polarizing—and in my opinion, heinous—trend of big honking grilles championed by BMWs. The front end of the Grecale is tame, inoffensive, and consistent with Maserati’s design language across its current lineup.

What’s hot?

– Classic, understated design – Fast, responsive engine – Brilliant stock exhaust – Five bespoke driving modes – Flexible air suspension – Dazzling metallic paint options

When our Grecale arrived at the bustling, grandiose Acceleramota headquarters in NYC (my apartment), I was struck by its majestic tri-coat metallic paint glistening in the sun. As I later found out, embedded between the middle and top, clear coats were tiny flakes of reflective aluminum, giving it that distinct iridescent flair none of my photos could do justice. This lovely shade of blue is undoubtedly the best of the bunch, but all of the metallics are stunning and well worth the $800 premium over the single non-metallic white that comes standard.

Maserati Grecale Trofeo metallic colors ($800):

• Bianco Astro (white with silver gloss)
• Grigio Lava (sparkly gray with bronze tint)
• Nero Tempesta (fancy black)
• Blu Intenso (spicy blue)

Maserati Grecale Trofeo non-metallic colors (included):

• Bianco (generic white)

Not one of the Grecale’s three trim levels offers a ton of extras when ordered from the factory, but that is especially true of the Trofeo. After all, Maserati parent company Stellantis’s strategy to improve reliability by giving customers fewer options—thus, fewer combinations of untested variables—seems to be paying off. In JD Power’s 2023 Initial Quality survey, Maserati showed the biggest jump of any car brand year-over-year.

Nevertheless, the Grecale Trofeo doesn’t forego factory add-ons entirely. Advanced driving assistance tech doesn’t come standard, nor do some more basic features you’d expect from a car in the six figures. The heated steering wheel, for instance, is baked into a $4,200 Premium Plus package, as are ventilated front seats. Wireless charging and a head-up display (HUD) are bundled together for another grand. Even all-but-essential safety features like blind spot assist tack on a few thousand clams. Now we’re talking paper.

Packages

Driver Assistance Plus ($3,100):

• Intelligent speed assist
• Traffic sign recognition
• Intersection collision assist
• Active driving assist
• Adaptive cruise control
• Lane keep assist
• Blind spot monitor
• Drowsy driver detection

Premium Plus ($4,200)

• Ventilated front seats
• Heated rear seats
• Heated leather steering wheel
• Heated windshield washer nozzles
• Sonus Faber 21-speaker sound system

Techssistance package ($1,100)

• Head up display (HUD)
• Wireless charging pad

Other options

• Roof rails ($400)
• Full LED matrix headlights ($1,200)
• Inox sport pedals ($200)
• Cargo rails on load floor ($400)
• 360-degree surround view camera ($800)
• Cargo 115-volt power outlet

Interior and tech

Don’t get me wrong, the Grecale Trofeo is a luxury vehicle through and through, no matter what packages or options you end up with. Odds are, you’ll never see a no-frills Trofeo at a dealership anyway. So you can rest assured that its old-money-inspired new-money cabin made me feel poor. Mission accomplished, Maserati.

If it wasn’t upholstered in leather, it was carbon fiber. The piano black bezels surrounding the infotainment displays were among the few plastic parts I could find. The firm grip of its swanky yet classic leather steering wheel gave me the confidence of an executive at a pharmaceutical company pretending to save lives. Physical controls were a nice touch.

Coming from an Alfa Romeo Tonale, the ignition button on the steering wheel was instantly familiar, and the drive mode selector on the opposite side was an upgrade. Adjusting the volume of my music and changing songs with controls on the back of the wheel took some getting used to. As did the frankly baffling procedure of opening the door from the inside. Pressing a button to open the door electronically when there’s a mechanical backup latch right below it made me wonder why the button was there at all. The answer, I reminded myself, is because why not?

The raw texture of carbon fiber can be found and felt everywhere from above the door handle to the center console. Red stitching accentuating the leather upholstery gave the Grecale Trofeo a sportier look, color coordinated with its performance. As we all know, red is the fastest color.

Although it’s not particularly exciting, the Android-derived Uconnect infotainment system is intuitive. A benefit of Stellantis’s platform-sharing, parts bin ecosystem is that the software has to scale across 14 different brands. If it doesn’t work for Maserati’s clientele, then it doesn’t work for Jeep or Ram or Alfa Romeo drivers either. As such, most people will get the hang of it after 10-20 minutes of flipping through menus on the Grecale’s Nintendo-DS-like dual-screen setup.

My only gripe with the infotainment, which is not unique to Maserati, is how eager it is to age. The more screens you have, the more dependent you are on software and computers, and the shorter the window of time in which a car looks and feels new. The bottom screen is a static HVAC panel, great! But then, at that point, why is it a screen and not a stack of tactile buttons I can program my muscle memory to press without looking? A digital gauge cluster is less concerning—there’s a level of tailored control over what I’m seeing, and it’s not something I’m constantly engaging with, unlike climate controls.

But hey, at least we have a row of real physical buttons between the two displays!

Oh, no, that’s a gear selector, isn’t it?

Don’t forget to double-press P to throw it in Park, or else the car will stay in reverse.

Oh, Maserati.

As much as I appreciate a good historical nod, the analog timepiece in the middle of the dashboard doesn’t feel quite the same either as yet another backlit digital display. I’d be willing to accept it if it served some function beyond telling time—maybe a built-in timer for recording lap times or a way to benchmark acceleration. But no, it’s just a clock. Nothing more to see here, Gabe. Don’t question why an analog clock can’t be, you know, analog… move along.

Capping this section off on a positive note, because despite spending several paragraphs on a rant about screens, I do like the interior in the Grecale. No, really!

If recent Mercedes are any indication, maybe those in the target income bracket for this car don’t care how it ages. More likely than not, they’ll lease it for a couple of years and then move on to something else. Then some sucker will buy on the used market for the price of a new Nissan Altima, and it becomes their problem. And that sucker will be me.

Where was I? Right. Cargo space. It has a good amount: 20.1 cubic-feet behind the second row. More than the Porsche Macan GTS, and less than the BMW X3 M.

Fuel economy and performance

Do we have to? Before I start philosophizing about the moral quandaries of driving a status symbol on wheels, much less leasing a new one every 2-3 years, let’s cut to the chase: No one cares about how much fuel they’re burning in a Maserati. The answer is 18 mpg city, 25 mpg highway, and 20 mpg combined. No one cares so much, in fact, that you made it this far and forgot I already wrote this on a chart three sections ago. You know how I know that? Because I forgot too.

Those are decent numbers. So decent, they’re boring. Both the GT and the Modena are rated for 22 mpg city, 29 mpg highway, and 25 mpg combined. So there you go. The one with two more cylinders burns slightly more fuel. If emissions are a concern, presumably because you want to hang out in your garage with the door down while the car is running and survive, you’re in luck: Poised to compete with the Porsche Macan EV, the fully-electric Maserati Grecale Folgore is coming soon. I have thoughts on what we know so far, but I’ll keep those to myself until we know the price.

For the rest of you gas-guzzling scum, the Grecale Trofeo is quick. Maybe it doesn’t have the instant torque of an EV, but 3.6 seconds to 60 mph is enough to scare the demons out of you—with an exhaust that sings like Pavarotti and turbos that flutter like your heart will when you hear ’em. Believe it or not, you won’t find a fast compact SUV that bests the Grecale’s horsepower, straight-line acceleration, and top speed for the price. The vastly lower-cost X3 M comes close, darting from zero to 60 in just under four seconds, but close doesn’t win pink slips when you’re dropping the kids off at school.

Seeing as it weighs nearly 4,500 pounds, that’s an impressive feat. Impressive, but not terribly surprising since it’s powered by a detuned version of the twin-turbo Nettuno V6 engine shared with Maserati’s halo car, the MC20. As with the GranTurismo, the Grecale is underpinned by a Maserati-fied version of Alfa Romeo’s Giorgio platform, the same one found in the late Giulia and Stelvio Quadrifoglio (RIP).

You can feel it, too.

In Corsa mode, the gear changes hit with a satisfying punch, the suspension stiffened, and I was dropped so close to the road that, as with my Giulia, I could sail through corners in the Grecale Trofeo with unwavering confidence.

What’s not?

– Too many screens – Cursed gear selector – Unproven long-term reliability – Silly digital dash clock can be tacky – Priced among fierce, proven competitors

Maserati Grecale: see prices at CarGurus

To lease or not to lease? That is the question

Growing up as a child of hip-hop from the aughts into the early ’10s, it wasn’t that long ago when driving a Maserati was as much of a flex as a Maybach, a Rolls-Royce, or a ‘Rari. But sometime between Backseat Freestyle and To Pimp a Butterfly, the iconic Trident badge lost its exotic sheen, and for good reason.

Famously, the Ghibli sedan and Levante midsize SUV were introduced with cheap parts from downmarket brands like Chrysler and Dodge. Then there were the quality control problems, in some cases ranking Maserati dead last in reliability. Don’t get me started on its depreciation. As much as I enjoyed the Maserati Grecale Trofeo for everything it was, is everything it was everything it will be, and for how long?

Ford was the most recalled automaker of 2023, and it’s wasting no time getting started for a second consecutive year in 2024. The company recently announced a recall of more than 100,000 vehicles – its second such action in 2024 – for an issue with its three-cylinder engines.

Ford’s 1.0-liter EcoBoost Fox engine could experience an issue where the belt tensioner’s joint breaks down over time. If that happens, the tensioner arm can fall out of position and ultimately cause problems with the oil pump. The failure can cause a drop or loss of oil pressure, and a loss of belt tension could deactivate other components that rely on it, such as the vacuum pump that handles braking. Ford said it’s aware of one crash related to the problem, which resulted in two injuries and no fatalities.

The recall involves 2017-2022 Ford EcoSport SUVs and 2016-2018 Focus Hatchbacks. Owners have long reported problems with the engine, stating that they’re prone to losing oil pressure, sometimes with as little as 50,000 miles on the clock. A group of owners filed a class-action lawsuit, but Ford’s recall should help repair the issue. Dealers will install a shorter tensioner arm and a new drive belt that will help prevent degradation and damage over time.

The Blue Oval also recently recalled more than 100,000 F-150s for an issue that could cause a rollaway accident. The automaker has vowed to make improvements in its quality to help reduce warranty and recall expenses, but this isn’t a hugely promising start. Ford had dozens of recalls affecting millions of vehicles last year, almost twice the number of the second-most recalled automaker, Kia. 

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.

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.

Skip to section:

• Price and trim
• Exterior colors
• Interior colors
• Interior and tech
• Dimensions
• Fuel economy and range
• Engine, transmissions, and performance
• Review round-up
• Race cars galore!
• GTD
• FAQS

2024 Ford Mustang price and trim levels

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.

2024 Ford Mustang: see inventory near me

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.

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.

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. 

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.

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)

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. 

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.

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.”

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 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!

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. 

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.

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.

Jump to:

• Price and release date
• Specs and performance
• Design
• Interior and tech
• What to buy instead
• Alfa Romeo depreciation

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.

See Alfa Romeo inventory near you on CarGurus

Model	Starting 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)

2024 Alfa Romeo 33 Stradale specs and performance

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.

Model	Powertrain	Performance output	Transmission	0-60	Top speed	Weight / Dimensions	Chassis	Wheels
2024 Alfa Romeo Giulia Quadrifoglio	2.9L twin-turbocharged V6	505 hp, 443 lb-ft torque	8-speed automatic (ZF)	3.8 seconds	191 mph	182.6x 73.8x 56.1″ (LWH); 3,806 lbs	Double wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast iron Brembo brakes	245/35ZR19 (front), 285/30ZR19 (rear); 111.0″ wheelbase
2024 Alfa Romeo Stelvio	2.9L twin-turbocharged V6	505 hp, 443 lb-ft torque	8-speed automatic (ZF)	3.6 seconds	191 mph	110.9×77.0x66.3″ (LWH); 4,309 lbs	Double wishbone suspension (front), five-link suspension (rear), anti-roll bars, anti-roll bars (front and rear), cast steel Brembo brakes	255/40ZR20 (front), 285/35ZR20 (rear); 110.9″ wheelbase
2024 Maserati GranTurismo	3.0L twin-turbocharged V6	542 hp, 538 lb-ft torque	8-speed DCT automatic transmission (ZF)	3.8 seconds	202 mph	195.2–195.5×77.0x53.3″ (LWH); 3,844 lbs	Double wishbone suspension (front, five-link suspension (rear), anti-roll bars (front and rear), steel Brembo brakes	245/35ZR20 (front), 285/35ZR20 (rear); 115.3″ wheelbase
2024 Alfa Romeo 33 Stradale (ICE)	2.9L twin-turbocharged V6	612 hp, torque TBD	8-speed DCT automatic transmission (ZF)	<3 seconds	206 mph	<3,307 lbs	Full double wishbone suspension, virtual steering axle, anti-roll bars, carbon ceramic Brembo brakes	245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase

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.

Model	Powertrain	Performance output	0-60	Top speed	Electric range	Battery capacity	Weight	Dimensions	Chassis
2024 Maserati GranTurismo Folgore	3 electric motors	761 hp, 995.7 lb-ft torque	2.7 seconds	202 mph	240 miles (est.)	83 kWh	4,982 lb	195.2-195.5 x 77.0 x 53.3 in (LWH);	255/35ZR20 (front), 295/30ZR20 (rear)
2024 Alfa Romeo 33 Stradale (EV)	3 electric motors	750 hp, torque TBD	<3 seconds	192+ mph	280 miles	90 kWh	<4,630 lbs	182.6 x 77.4-85.5 x 49.8 inches (LWH)	245/35R20 (front), 305/30R20 (rear); 106.3″ wheelbase

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?

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.

See Alfa Romeo inventory near you on CarGurus

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.

Allow me to preface this by saying, the worst car ever made is a matter of opinion, which is great because this is an opinion piece. If you want an objective list of bad cars, you’re not going to find one. The quality of a car, like most things, is in the eye of the beholder. In an interview with Japanese automotive publication Magazine-X, I waxed poetic about my 2018 BMW 4 Series convertible, which seemed to always be in the shop for one reason or another. It’s since been put out to pasture (i.e., sold to a new lucky owner through AutoNation), but was it a good car? To me it was everything.

While the best car of all time is the one you enjoyed driving the most, the worst car ever made is the one that made you want to scream it was so appalling to drive. In all honesty, that car for me was the Toyota Aurus I rented in Iceland, but I didn’t choose to write about that one because it felt like punching down. It was an older model with a lot of mileage under its belt, and while I’m unsure why it was still in Hertz’s fleet given Iceland’s erratic climate, I can’t fault the car too much for the decisions of its owner. Instead, I picked a topic close to my heart, as you’ll see later on.

Until then, the rest of the Acceleramota editorial team has unleashed their outrage over the worst cars to buy, according to people who’ve had the misfortune of driving them. So, if you found a used one cheap on Bring a Trailer, just don’t.

4 strong contenders for the worst cars ever made

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1991 Pontiac Sunbird

by Roger Feeley-Lussier

Learn more about the 1991 Pontiac Sunbird

My dad and I bought my first car in 1999 from a retired cop in Quincy, MA. It was a 1991 Ford Mustang (2.3-liter), and for about a year it was my entire personality. See, at Apponequet Regional High School, you were either a Mustang Guy or a Camaro Guy – and my family was a Ford Family, so I knew what I had to do. My friends lovingly called my red Mustang “The Muscort” because it had the 2.3L Ford Escort engine. I felt like I was on top of the world. 

Then, one Friday night during senior year, the Muscort was summarily executed while I was with the marching band at an away football game. A freshman piloting his mom’s car had obliterated the Muscort, sandwiching it between the Grand Am he shouldn’t have been driving and a minivan. I was crestfallen. I thought things couldn’t get any worse, until we went back to Quincy, MA where that same retired cop sold me a car that he claimed was “even better than that Mustang!” It was a 1991 Pontiac Sunbird, and it sucked ass.

Not only was the Sunbird not a valid competitor in the Mustang/Camaro binary, but basically everyone who saw it was like “What is that thing, I thought Pontiac made Firebirds?” The Sunbird was basically a Chevy Cavalier in Pontiac cosplay. This particular Sunbird had its own raft of issues, chief of which was a leak in the seal of the front windshield that absolutely drenched the driver’s side floormats any time it rained. I ended up having to bring a car cover with me everywhere to prevent the flood. 

My 1991 Sunbird’s final indignity came when I was driving to a friend’s house the summer after I graduated from high school. I honked the horn at someone who had drifted into my lane and it just… stayed on. Honnnnnnnnnnnnnnnk. Honnnnnnnnnnnnnnk. I pulled over to the side of the rural road and somehow managed to peel the horn off of the steering wheel without deploying the airbag. The horn must’ve been my car’s final Horcrux, because it died for good later that summer. Good riddance to a bad car, I say.

Renault Kwid

by Nathan Meyer

Learn more about the Renault Kwid

As a 23-year-old, I’ve got a long way to go and a lot of cars to drive. One of the worst cars I’ve driven is the Renault Kwid. Renault is not known for its build quality. In fact, the arrival of Carlos Ghosn, the man that saved Renault-Nissan and subsequently had to flee Japan in a suitcase, introduced a steep decline in build quality, shocking no one.

It brought plastics harder than any Toyota dash, flimsy door handles, and engines that would give any Toyota owner a stroke. For folks in the non-emerging world, the Renault Kwid is an ultra-cheap 1-liter A-to-B commuter machine. The tires are a smidgen wider than moped tires. It isn’t sold in the U.S., and for good reason: It’s a 67-horsepower deathtrap.

The Indian version got a 0-star NCAP rating. Yes, airbags are not standard. I happened upon gale-force winds while driving this excuse of a car, and if I didn’t counter-steer, the grim reaper was waiting for me in the oncoming lane.

Polaris Slingshot SL

by Jeric Jaleco

Learn more about the Polaris Slingshot SL

16-year-old me: “It’s like it’s straight out of Transformers! Such cool! Such wow!”

23-year-old me: “What the fuck.” 

I’m usually quite open-minded, which has led to me becoming enamored with countless specimens of cars, even those less acclaimed or cars that aren’t my usual cup of tea. If a car establishes a level of expectation, both on paper and in its image, and matches or exceeds them, it’s a damn good car to me. Even some terrible cars, so long as they succeed in their intended missions in some way, can earn my respect.

But not the Slingy. Not that three-wheeled abomination of plastic and haphazard chassis tuning.

The second-generation Polaris Slingshot SL I had driven as a Turo treat had let me down in nearly every measure. I’d figure a high-revving, naturally-aspirated four-cylinder would feel and sound like a symphony. What I got was a harsh, droney garbage disposal that’s more at home in a mechanical pencil sharpener than a car, further neutered by a single-clutch five-fucking-speed automated manual. Low trims don’t even get paddles, so you’re always at the mercy of the computers. On top of that, the power was only okay. Miatas and GR86s deliver more oomph for the same money. The chassis was floppy and disjointed, exacerbated by a loose steering rack that felt plucked out of an RZR side-by-side, resulting in a car that was nowhere near as enthused to be flogged on some two-lane twisties as say, oh, I don’t know, a normal-ass sports car?

The one ounce of praise I can give right here and now: The stereo was more than capable of overpowering highway wind noise and blasting Big Time Rush and All-American Rejects with near-perfect clarity. They got that right. And that’s about it.

BMW i7

by Gabe Carey

Learn more about the BMW i7

The BMW 7 Series desperately wants you to like it, and the all-electric i7 is no exception. While the i4 M50 is the best electric car I’ve driven, complete with BMW’s signature rear-biased handling, the i7 is a passenger’s car through and through. 

There’s a good chance, if you’re buying a BMW 7 Series, that you won’t be the one driving it. Your chauffeur schlepps you around from meeting to meeting while you sit in the back popping champagne and watching Billions on a retractable movie screen. Who cares if the driver’s visibility is obstructed by touchscreens and nigh-blackout curtains and bright flashing LEDs? 

The BMW i7 isn’t poorly made, nor is it as visually revolting as the XM. However, it is bad to drive, which kinda defeats the purpose of it being a car. At least one that doesn’t drive itself. If it were autonomous, that would be another story.

It is, in many ways, everything wrong with modern cars. Full of tacky high-tech gimmicks that scream, “Buy an extended warranty!” Or better yet, “Lease me!”

I can understand massaging seats in the rear cabin, but I activated mine by mistake in the driver’s seat and had to pull over just to figure out how to disable it. That, along with a Theater Mode I can’t help but find redundant given the sheer number of screens we keep on our persons at all times. 

Overflowing with excess, the BMW i7 is a smooth, quiet ride full of needless distractions made purely for Instagram engagement. Does anyone really want this? It certainly seems like the answer is no. And yet, for whatever godforsaken reason, we’ve been cursed with an M Performance variant that does 0-60 in 3.5 seconds – as if a 6,000-pound monstrosity barreling toward you at a top speed of 149 mph isn’t lethal enough. 
The best I can say of the BMW i7 is it’s an absurdly luxurious passenger vehicle costing 4x less than its Rolls-Royce equivalent. Then again, so is the Lucid Air, and it’s a much better vehicle overall, as I’m sure the Lucid Gravity will be should you prefer to not drive an even beefier EV.

Memorial Day is coming up quickly. While you’re hopping between barbecues and pool parties, be sure to hit up your local dealer. Car dealer that is! We’ve rounded up all of the best Memorial Day car sales of 2023 from top automakers across all of the most popular makes and models.

What Memorial Day car sales can I expect in 2023?

Historically, Memorial Day has been one of the best times of the year to buy a new car. That said, the new-car market for the past couple of years has been a little dire due in no small part to the global microchip shortage, supply chain issues, and the enduring effects of the pandemic. We saw a whole bunch of horrific markups that expectedly set off consumers.

This year, we can expect to see things pan out a little bit differently given the improved economic climate. Most manufacturers have shifted into reverse a bit. In a lot of ways, car dealerships are on their last few breaths. Now we have car subscription models beginning to surface along with companies like Volvo promising to start selling directly to consumers. Tesla has already laid the foundation for cutting out the middleman.

Toyota and Lexus

Who doesn’t love a good deal on a reliable, long-lasting Toyota? While you won’t find discounts on the slick new 2023 Prius, you can drive on the beach this summer with the Highlander FWD at 3.49% for 60 months. Toyota is also offering 3.99% for 48 months on the Camry, Corolla, Highlander, RAV4, and Tacoma. For those looking for something a bit more on the luxury side, Lexus has the ES at $519 per month ($589 for the hybrid) for 39 months with $3,999 due at signing.

Toyota: shop new inventory near you Toyota: shop used inventory near you Lexus: shop new inventory near you Lexus: shop new inventory near you

Ford and Lincoln

The beloved American manufacturer has a ton of Memorial Day car sales but by far the strongest is the Ford Edge at 0% for 72 months plus you’ll get $3,000 in bonus cash. Along with that, the Mustang is going for 0% for 60 months, the Bronco Sport, Expedition, Explorer, and F-150 at 0.9% for 60 months (with $1,000 in bonus cash for the F-150), as well as the Escape for 1.9% at 60 months. On the luxury side, you can make like Matthew McConaughey and take home a Lincoln with 5.9% financing or as low as $468/month for a 2023 Corsair lease.

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Kia

One of the more popular choices for Memorial Day sales, Kia is coming in hot with the EV6 at 2.75% for 60 months, the Niro EV for 2.9% for 72 months, the Forte and Soul at 2.9% for 48 months, and the Sorento at 3.25% for 48 months.

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Honda and Acura

The CR-V has durability, storage, and the versatility to take whatever life throws at you. And right now, Honda is offering 3.9% for 48 months for the CR-V along with the CR-V Hybrid, HR-V, Odyssey, Pilot, and Civic. Other deals include 2.9% for 48 months on the Accord, Accord Hybrid, Passport and 0.9% for 36 months on the Ridgeline. Step it up to an Acura from Honda’s luxury division, and you can finance a 2023 Integra at 4.9% for up to 60 months.

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BMW

Quite a bit of lease deals here, it’s easier to list them.

• 2 Series: $479/month for 36 months ($4,619 due at signing)
• 3 Series: $549/ month for 36 months ($4,999 due at signing)
• 4 Series: $589/month for 36 months ($4,769 due at signing)
• 5 Series: $629/ month for 36 months ($6,409 due at signing)
• X1: $549/month for 36 months ($4,849 due at signing)
• X3: $579/month for 36 months ($5,929 due at signing)
• X4: $729/month for 36 months ($5,209 due at signing)
• X5: $909/month for 36 months ($5,959 due at signing)
• i4: $489/month for 36 months ($4,239 due at signing)
• iX: $989/month for 36 months ($5,919 due at signing)

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Volkswagen

While we’ll probably never see the Golf-like Volkswagen ID.2 come stateside, the ID.4 is a well-rounded German SUV that won’t set you back a kidney. Like other carmakers who had their EV tax credits taken away as a financing incentive, VW is giving customers $7,500 back when they lease an ID.4. Military service members get a $500 bonus on top of that. By far, the most interesting Memorial Day car sale from Volkswagen, however, is a tantalizing 1.9% APR for 36 months on the Tiguan.

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I amost bought a VW Tiguan last year, and if I hadn’t already put money down on the Alfa Romeo Tonale, I’d be tempted to pull the trigger. – Gabe

Audi

For a limited time, Audi is offering a $7,500 leasing bonus for EVs. This includes 2022 and 2023 e-tron models, the 2024 Q8 e-tron, and Q8 e-tron Sportsback. Plus, 0.99% for up to 60 months on the 2022 Audi e-tron GT or RS e-tron GT.

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Jeep

Memorial Day Jeep sales are a Jeep thing, you wouldn’t understand. Take control of the road in the Grand Cherokee, going for 2.9% for 36 months this coming weekend. Jeep is also offering $2,000 in bonus cash for the Compass (at 0% for 36 months) and the Renegade (at 1.9% for 36 months).

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Hyundai

Hyundai has its Nexo Fuel Cell for 0% for 72 months plus a whopping $25,000 off. And apparently they’ll still offer you the deal regardless of whether you pronounce it “Hyundai” or “Hyundai” (it’s “Hyundai”). Other Memorial Day weekend deals include 0.9% for 48 months on the Tucson, 1.9% for 48 months on the Elantra, Santa Fe, and Sonata. On the luxury end, the Genesis G70 can be leased for $470 per month for36 months and the G80 at $619 for 36 months.

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Nissan

I can’t hear of the word Nissan without thinking of that classic Vine, Liam Neeson’s knees on his niece on E’s on a Nissan. But if you hear the word Nissan and think, “I’d like to drive one of those,” good news. This weekend, the Titan is going for 0% for 60 months, the Murano and Rogue are at 0% for 36 months, and the Altima and Pathfinder are at 2.99% for 36 months.

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Subaru

Drive off into the woods in a brand new Subaru thanks to some great Memorial Day savings. The WRX is going for 2.9% with the Ascent, BRZ, Crosstrek, Forester, Outback, and more all going for 3.9%.

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Mazda

I’ve driven a Mazda CX-5 and I’ve got no plans on changing that. You can lease one yourself for $299 a month for 36 months ($2,999 at signing) as well as the Mazda 3 for $348 a months for 36 months ($2,999 at signing) or the CX-9 for $390 a months for 24 months ($3,999 at signing).

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Dodge

Some great lease deals from the folks at Dodge. The Charger is going for $461 per month for 36 months with $4,249 due at signing, the Challenger for $410 per month for 36 months with $4,249 due at signing, the Durango for $448 per month for 36 months with $3,999 due at signing, and the Hornet for $449 per month for 36 months with $4,249 due at signing.

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Mercedes-Benz

Got another big list for ya. Here’s what Mercedes-Benz has to offer for this coming Memorial Day weekend.

• GLA: $649/month for 36 months ($4,923 due at signing)
• GLB: $679/month for 36 months ($5,033 due at signing)
• GLC: $639/ month for 36 months ($4,553 due at signing)
• GLE: $859/ month for 36 months ($5,583 due at signing)
• C-Class: $579/month for 36 months ($4,573 due at signing)
• E-Class: $789/month for 36 months ($5,863 due at signing)
• CLA: $669/month for 36 months ($5,193 due at signing)
• EQB: $689/month for 24 months ($5,753 due at signing)
• EQE: $689/month for 24 months ($6,673 due at signing)
• EQS: $1,049/month for 24 months ($9,283 due at signing)
• EQS SUV: $1,049/month for 24 months ($9,283 due at signing)

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Volvo

In addition to its evergreen military incentives for those in the service, Volvo is promoting its top-selling SUVs, such as the XC40 and XC90 across trim levels at 5.99% APR for up to 72 months. Certain sedan and wagon models in the Swedish carmaker’s lineup are also eligible for the same offer. EVs, on the other hand, qualify for a $7,500. Presumably, this means Volvo will pass the savings along from the federal EV tax credit, for which most leases still qualify.

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Chevy trucks and SUVs

General Motors is another one with generous military discounts, so check in with your nearest dealership if you’re an active military service member. The same likely goes for everyone else since the Memorial Day sales vary depending on your location.

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Cadillac

If you’re shopping around for a new Cadillac, existing lessees of a 2018 model or newer might be able to claim $2,250 toward their purchase of a 2023 XT4 for a limited time. Not only that, but you could lock down a $379/month payment for your Cadillac XT4 over 36 months. Meanwhile, those who finance an XT4 can do so at 2.9% APR for 36 months in addition to receiving a $500 purchase allowance.

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Buick

SUVs wearing GM’s Buick nameplate can be financed for 2.49% APR and no monthly payments for 90 days across the board. What’s more, Encore GX and Envision models come with a $750 signing bonus. At this rate, don’t be surprised to see more Buicks on the road after this.

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