Tag Archives: sports cars

RTR Mustang REALLY drifting

Witness the RTR Mustang as it finishes suspension testing

We’re Ford Mustang fans here at Acceleramota. I’ve long been a die-hard fanboy, and our founder and CEO claims to have converted after witnessing them in the flesh in Detroit. So of course we’re excited to see more of the inner workings behind one of the most intriguing and exciting tuner ponies, the RTR Mustang, which had recently completed suspension testing and validation. And thanks to their press release shared with reputable forum, Mustang7G, we have the scoop on everything that goes into making a fast Ford go faster.

Following months of exciting launch events, photos, and a dealership tour, the RTR Ford Mustang officially completed suspension testing at the North Carolina Center for Automotive Research or NCCAR. At the helm and relaying feedback to the development team was IMSA driver, Billy Johnson. The young driver recently championed the Ford GT GTE cars during their stint and previously helped develop the Ford GT supercar, the Shelby GT350 and GT500 sports cars, and the Mustang GT4 and FP350S race cars.

Under Johnson’s guidance, the RTR team could fine-tune every aspect of the dynamics, both on track and over 20,000 claimed street miles, to pursue confidence-inspiring neutrality with plenty of room for adjustability. To achieve this goal, it meant fiddling with the adjustable dampers, sway bars, and different tire packages.

Different sizes for the Nitto NT555 G2 tire packages and adjustable suspension will allow customers to skew grip levels to their liking and induce traits such as under or oversteer. RTR intends to offer a squared set of 275-wide tires and a staggered set of 305-wide front and 315-wide rear tires, mimicking packages found on the Dark Horse and previous Mustang Mach 1 and Shelby GT350.

According to their test results, the RTR Mustang lapped NCCAR two seconds quicker than a stock Mustang GT Performance Package. Even cooler, a stickier tire setup on top of their suspension package shaved another 1.2 seconds, widening the gap between a modified and unmodified Mustang GT to a lifetime in motorsports. Mind you, this is merely their “mid-tier” Spec 2 model, which still leaves room for a supercharged Spec 3 and (fingers crossed) a widebody Spec 5.

In a separate walk-around video, two-time Formula D champion and RTR founder, Vaughn Gittin Jr., expresses transparency regarding the current RTR’s base setup. It reportedly won’t strive to be the winner at any given driving discipline, but it will ship with a neutral chassis setup that’s still potent on track out of the box but easy to tune for customers wanting more.

Founded in 2011, RTR Vehicles – Ready To Rock – has been acclaimed for what are perceived as the most youthful Ford Mustangs, forgoing the alleged “Boomer” status of legacy tuners like Roush or Shelby American, for slightly less money. And while its eccentric identity may deter some would-be buyers, there’s no denying the individuality and tunability rarely seen from rival tuners or factory cars. Or at least not for the same money. 

So yeah. We’re Mustang fans here at Acceleramota. And the RTR Mustang might just tickle our fancy a little bit more.

RTR Mustang apexing corner
Image: RTR Vehicles

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2028 Lamborghini future electric car side profile

2028 Lamborghini Lanzador: Can the first fully electric Lambo live up to its gas-powered predecessors?

The 2028 Lamborghini Lanzador concept tells no new story. At least not new to us. It seems once in a generation, a famed marque embarks on yet another cash-grab quest to line their pockets with fresh moolah to fund their next generation of sports cars, and that’s exactly what Lamborghini must have planned for this all-electric, four-seat leviathan. Behold their latest vision and enter a new age for the artisans at Sant’Agata Bolognese as they ford new waters and enter the EV arena.

Weight? I don’t know. Range? Good Question. Okay, performance? Beats me. But it’ll surely be as quick as a Lamborghini and certainly look like one too.

Little hard facts are known about the Lanzador, and even less is known about what production model will spawn from it. But knowing Lamborghini’s trend with concept cars over the past decade or so, it’s safe to say this will be a clear look at what’s their take on a mass-market, all-electric Lambo, with swagger and speed to match. 

Lamborghini Lanzador price & specs

There’s so much up in the air for the Lanzador, a concept still in gestation that isn’t due until 2028. But one thing is certain: It will be a ferociously quick luxury charm, with asphalt-tearing, rear-end-puckering speed and acceleration.

PriceTBA: $200,000 – $300,000 USD est.
Battery CapacityTBA: 80 kWh – 100 kWh est.
Electric rangeTBA: 300 – 400 miles est.
0-60 accelerationTBA: quick enough
HorsepowerTBA: 1,340 horsepower (concept)
2025 Lamborghini Lanzador specs and cost

The concept car presented during this year’s Monterey Car Week boasts 1,340 horsepower. For anyone coming from our EVs Explained corner of the house, that’s 1,000 kW or one whole-ass megawatt. That far exceeds the output of the Lucid Air Sapphire, Porsche Taycan Turbo S, or Tesla Model S Plaid, and matches the Koenigsegg Agera One:1.

Image: Lamborghini

Being of that maniacal breed of mega EV, it wouldn’t be delusional to believe the production Lazandor can easily clock a 300-mile range, minimum. Maybe 400 with a special long-range model while managing zero-to-sixty times of three seconds or below. Also, expect MPGe to be fairly average given its expected size and weight but charging rates to be rapid like other premium Volkswagen Group electric vehicles.

If Lamborghini’s current money-maker, the Urus SUV, is anything to go by, expect a production Lanzador to hover between $230,000 and $300,000, depending on trim and motor/battery configuration. Lamborghini’s exuberant collection of option packages will easily add tens of thousands of dollars on top of that.

Lamborghini Lanzador interior and tech

We know little about the tech Lamborghini will implement, but we can easily speculate what sort of ultra-fast, ultra-luxurious electro barge will come.

“With the fourth model concept, we are opening a new car segment: the Ultra GT. This will offer customers a new, unparalleled Lamborghini driving experience thanks to pioneering technologies,” claims CEO and Chairman, Stephan Winkelmann.

Image: Lamborghini

Expect the production Lanzador to be as opulent and well-appointed as any Lamborghini. The concept appears a bit ergonomically questionable, but what concept car isn’t? Think heated and vented bucket seats with multi-function steering wheels and digital displays galore. There will likely be a push-button starter with a red fighter jet-style flip cover, a digital gauge cluster, and a suite of simple safety goodies, from parking sensors to adaptive cruise and semi-autonomous driving. 

The concept bears no centralized touch screen like the Huracan, Aventador, Urus, or all-new Revuelto. But expect the production version to follow suit and incorporate some sort of interface into the Lanzadaor’s interior design language. Given the relatively cavernous interior layout, something that will easily carry over could be the concept’s passenger display screen and the multi-color ambient lighting that turns the Lanzador from a sports sedan to a VIP nightclub. 

An interior fit for the badge

The Lanzador Concept is poised as a “2+2 Gran Turismo” and the brand’s “Ultra GT,” with two massive doors and four thin but elegantly styled buckets. While I expect the four seats to remain, if not replace the rears with a three-across arrangement, the final product will most likely be a sedan, much like the now-15-year-old Estoque concept car of 2008. 

The concept sports copious trunk space and a decent frunk. All of that grocery-getting capability will be afforded by a typical skateboard-type battery pack comprising the Lanzador’s floor. This design seems to have worked, as you can now store, uh, not one but two Lamborghini-branded designer luggage sets in the ass end. Can’t say that about the Revuelto.

If this formula sounds familiar, well, that’s because it is. Lamborghini is ready to join the pantheon of luxury EVs, hoping that affluent commuters will fund their future projects. As such, it’s unsurprising that the Lanzador Concept follows this now-common practice, albeit a new frontier for the brand itself. However, it can still differentiate itself from its peers by capitalizing on the tricks Lamborghini knows best.

Image: Lamborghini

One. Whole. Megawatt.

Tricks like speed! Power! Rage!

However, is this level of performance really that surprising in an age where Rimac exists? Perhaps not, but the fact you can let your kids experience black-out g-forces on the way to school is still one hell of a flex and the kind of batshittery that will undoubtedly be expected of the production Lanzador. Chances are that kind of speed won’t be that old in 2028.

The concept has been snatching headlines for its still-impressive 1,340 horsepower, which equates to one megawatt of power, a feat matched or beaten by few cars. Trims will also vary in performance for the production car, but we all know Lambo doesn’t know slow. Expect base models to push 500 or even 600 horsepower, with neck-snapping torque to match. All models will certainly have some degree of ultra-high-performance pretense, so expect dual motors as standard with tri or quad-motor setups in the highest tiers.

Leave it to Italy to build a driver’s EV

Image: Lamborghini

Further differentiating the Lanzador will be proper handling chops, at least for its size and weight, which we expect will be on the portlier side, perhaps rivaling or exceeding the Urus. It shouldn’t be a difficult feat for the brand, given their experience with magnetic suspension and active aero, which the Lanzador will certainly receive, as well as the battery’s low center of gravity and the electric motors’ infinitely adjustable torque vectoring.

One thing Lamborghini seeks to pride itself on will be the immense amount of sensors and actuators going into the Lanzador. They seek to make this tremendous level of hardware and tuning capable of delivering a more precise driving experience, broaden the range of characteristics between drive mode presets and individual modes, and improve driver feedback.

With beauty and grace (sort of)

Secondly, you can’t put off that punch-in-the-face Lamborghini styling. Visual swagger and all that’s dapper is the Raging Bull’s signature.

Well, you know. Naturally aspirated screamers would be the other, but strip that away from the Lazandor, and you must take the other half of the brand’s soul and run away with it. Whether you love or hate the concept, it’s certainly worth talking about. 

The two-door design will likely give way to a four-door sedan, but the concept certainly radiates lifted Koenigsegg Gemera vibes. Although, I wouldn’t be surprised if Lamborghini kept it and sought to emulate such a design with Italian flair. As with the interior, the exterior is a wonderful blend of extroverted excess, straddling the line between gaudy and really gaudy. The 23-inch wheels are a bit much, but they contribute to the raised height, elevating this EV’s appeal on battered highways, steep driveways, and dirt roads near the winter cabin. 

The overall design is a hodgepodge of Lamborghini and (insert miscellaneous EVs). The ride height and black cladding are plucked straight from the Huracán Sterrato and vaguely remind me of a Polestar 2. The profile resembles a concept sketch of the offspring between a Huracán and a Cybertruck with a bed cap. And the taillights are definite callouts to the Sian and Aventador.

Image: Lamborghini

Is the Lanzador actually coming?

Yes. The Lanzador will soon grace the garages of rich people, even if it bears a new name or face. This concept is very much a serious announcement of the direction Lamborghini will take for electrifying the lineup, culminating in a mass-produced production car in 2028. 

By then, the Revuelto will likely be due for a mid-cycle refresh, and we’ll have had the Huracán successor for a few years. And the purists can cry all they want, but they’d be missing the point.

Image: Lamborghini

While the supercars carry the torch for high-revving tomfoolery, it will be the Lanzador EV and the Urus – if it’s still around – that will draw maximum profits and fuel development for potential hybrid powertrains to keep their naturally aspirated engines on life support. Even if you disagree with its existence, the Lanzador will contribute heavily to ensuring a future for Lamborghini supercars as we know them and for the company as a whole.

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2025 Mustang GTD reveal crowd perspective

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


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)


  • 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.”



“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. 


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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