2025 Ford Mustang GTD

When the latest generation of the Ford Mustang debuts in early 2023, you could say it's dripping with race car perfume. However, as soon as the pungent smell of racing fuel emanating from the Mustang GT4 competition models and GT3 race cars—destined for the 24 Hours of Le Mans in 2024—entered our lungs, the new Mustang GTD entered our hearts. A GTD is a race car that has been stripped of body restrictions that limited horsepower, weight, and aerodynamic devices during its transformation into street-legal driving. It's the most expensive 'Stang ever, starting at $300,000, and its extremely limited availability and racing origins make it the Ford GT of the Mustang. The only sad part of this story is how long we had to wait to hear the thunder. The GTD and its supercharged 5.2-liter V-8 won't be available until late 2024 or early 2025.

The 2025 Ford Mustang will likely continue with slight changes to its new design for 2024. The next-generation Mustang debuted this year with more refined styling, a modernized interior, and a 500-hp Dark Horse model. In keeping with Mustang tradition, buyers will have a wide choice of performance levels and interiors. A convertible body remains available for the base trim.

The current Mustang maintains similarities to the previous model while incorporating fresh design cues such as sharp body creases, a wide three-piece grille, three-piece headlights, and quad exhaust outlets. The interior seats four people and the trunk holds 13.3 cubic feet. We expect most of the standard features to remain, including the 13.2-inch touchscreen, wireless smartphone integration, six-speaker sound system, and 17-inch aluminum wheels.

Engine, Transmission, and Performance

The Mustang GTD gets its name from IMSA's GTD (Grand Touring Daytona) racing class, which competes in full-fledged GT3 race cars. That's the essence of the most powerful Mustang Ford has ever built. With what we expect to be more than 800 horsepower from its supercharged 5.2-liter V-8 engine, this street car has far more power than the GT3 race car, which uses a 5.4-liter V-8 engine with around 500 horsepower. horsepower. Ford says the GTD's redline is over 7500 rpm. The exhaust trumpet that plays this symphony of combustion is a titanium pipe with active valves. Without the constraints of technical regulations from a sanctioning body, the GTD's road legal status has allowed Ford to go wild. Gear shifts are handled by a rear-mounted eight-speed dual-clutch transaxle that receives power via a carbon fiber driveshaft. Ford says every panel on the GTD is made from carbon fiber, except for the door skins. His body was made to keep his anger on the surface. That's why it sports an aggressive front splitter, a vented hood complemented by ventilated fenders, and is available with a C-pillar-mounted, hydraulically controlled whale-tail wing. 

An available aerodynamic equipment package adds a carbon fiber underbody tray and a hydraulically controlled front cowl to help balance airflow and downforce from front to rear. Ford says such technology is not allowed in sanctioned GT3 class racing. The trunk is now a treasure box of suspension and cooling components, so forget about bringing luggage to track events. Two giant air scoops direct air from the rear window area into a heat exchanger that used to be the trunk to help cool the transaxle. A Multimatic adaptive suspension crowns the transaxle, using a racing-type pushrod suspension and the latest adaptive spool valve shock to allow as much control as possible for the driver. In Track Mode, hydraulically actuated springs lower the ride height by about 1.5 inches. The Mustang GTD uses wide 325mm tires at the front with 345mm rubber at the rear. The standard wheels are 20-inch forged aluminum, but the optional magnesium wheels help reduce weight while helping maintain the GT3 race car look with their design. Unlike the race cars, these wheels have 5 lugs, not center-locking, but the racing spirit lives on as the wheels are wrapped in sticky Michelin Pilot Sport Cup 2 R tires. We'll update this space once we've ridden and tested one of these spirited beasts. uses a racing-type pushrod suspension and the latest adaptive spool valve shocks to provide maximum control for the driver. In Track Mode, hydraulically actuated springs lower the ride height by about 1.5 inches. 

The Mustang GTD uses wide 325mm tires at the front with 345mm rubber at the rear. The standard wheels are 20-inch forged aluminum, but the optional magnesium wheels help reduce weight while helping maintain the GT3 race car look with their design. Unlike the race cars, these wheels have 5 lugs, not center-locking, but the racing spirit lives on as the wheels are wrapped in sticky Michelin Pilot Sport Cup 2 R tires. We'll update this space once we've ridden and tested one of these spirited beasts. uses a racing-type pushrod suspension and the latest adaptive spool valve shocks to provide maximum control for the driver. In Track Mode, hydraulically actuated springs lower the ride height by about 1.5 inches. The Mustang GTD uses wide 325mm tires at the front with 345mm rubber at the rear. The standard wheels are 20-inch forged aluminum, but the optional magnesium wheels help reduce weight while helping maintain the GT3 race car look with their design. Unlike the race cars, these wheels have 5 lugs, not center-locking, but the racing spirit lives on as the wheels are wrapped in sticky Michelin Pilot Sport Cup 2 R tires. We'll update this space once we've ridden and tested one of these spirited beasts.

There has never been a Mustang like the Ford Mustang GTD. Using a dry-sump version of the 760 hp Mustang Shelby GT500 engine, the GTD has more power, Ford says, and a price tag that rivals some home property values.

We expect the 2025 Mustang to continue the trim levels created last year: EcoBoost, EcoBoost Premium, GT, GT Premium, Dark House, and Dark Horse Premium. The EcoBoost trim features a 2.3-liter turbocharged four-cylinder engine that produces 310 horsepower and 350 lb-ft of torque.

GT models use a 5.0-liter V8 engine with 450 hp and 410 lb-ft of torque. The Dark Horse version gets a specially tuned 5.0-liter engine that produces 500 hp and 418 lb-ft of torque. The EcoBoost uses a 10-speed automatic transmission, while a six-speed manual will likely remain standard on the GT and Dark House, with an automatic option.

When equipped with the standard engine, the Mustang is EPA-rated at 22 miles per gallon city, 33 mpg highway, and 26 combined. The GT returns an estimated 15/24/18 mpg (city/highway/combined). The Dark Horse is rated at 14/22/17 mpg.

By the end of 2024 or early 2025, Ford will only produce around 1,000 Ford Mustang GTD cars in limited numbers. Similar to the Le Mans-winning GT hypercar program, owners will have to have more leverage than cash to take home this prize.

When choosing the Premium version, buyers get upgrades like heated and cooled front seats, ambient interior lighting, a nine-speaker sound system, and special wheel coverings. The GT and Dark Horse also get leather upholstery, which remains optional on the EcoBoost Premium.

The Mustang debuted last year with an impressive array of standard driver assistance equipment, which is sure to continue through 2025. Features include lane-keeping assist, automatic emergency braking, blind-spot monitoring with rear cross-traffic alert, automatic high beams, and wipers automatic. Adaptive cruise control with speed limit recognition will likely remain optional.

Real World Fuel Economy and MPG

The Ford Mustang GTD prioritizes lap times over fuel economy, as the roar of its supercharged V-8 engine quickly becomes apparent. The EPA hasn't published its estimates for this limited-production, street-legal race car, but we expect it to be equal to or worse than the previously offered 760-hp Shelby GT500, which used a similar but less powerful engine. power plants. The car sips fuel at a rate of 12 mpg city and 18 mpg highway per EPA estimates.

interior, Comfort, and Cargo

Even though it looks like a race car from the outside, the GTD's cabin will have some street car touches. Suede, leather, and carbon fiber are the main materials for the interior of the Ford Mustang GTD. The front seats use Recaro buckets, but sacrifice rear bolsters for reduced weight and less cargo space. The paddle shifters are 3D printed from titanium, the same for the rotary gear selector and serial placards, and Ford says the material sourced for the components was cut from retired Lockheed Martin F-22 fighter jets. There are several interior color and fixture options, which will likely result in some interesting bespoke patterns that will vary greatly between customers.

 

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Ford Explorer Sport Trac

Even though pickup trucks are America's utility vehicle of choice, they don't always meet the needs of every buyer. Full-size crew-cab models have plenty of room and bed space, but they're also unwieldly to drive. Compact or midsize pickups have a smaller footprint but don't typically have a particularly large backseat. For people stuck between these two choices, there's the midsize 2010 Ford Explorer Sport Trac.

With its hybridized half-SUV, half-truck design, the four-door Sport Trac rides on an extended-wheelbase Explorer platform. This allows the Sport Trac to offer a pickup-like cargo box (albeit modest in size) as well as an enclosed cabin that's just as roomy as a regular Explorer's. Its independent rear suspension -- a rarity among trucks -- helps the Sport Trac deliver a relatively superior on-road ride and more adept handling characteristics. The Ford Explorer Sport Trac also comes in many different flavors to suit specific needs, including V6 or V8 power and two- or four-wheel-drive traction.

Overall, the 2010 Ford Explorer Sport Trac is a well-rounded, family-friendly utility vehicle with plenty of appeal for the niche buyer. We would still suggest checking out the handful of other similar vehicles in this segment, though. The Honda Ridgeline is a more polished vehicle but lacks the pure grunt of a V8-equipped Sport Trac, while the full-size Chevy Avalanche has a unique "midgate" design for greater versatility. Crew-cab models of the Nissan Frontier and Toyota Tacoma, meanwhile, are more rugged and capable. Choosing one is really a matter of personal preference and budget, but we think you'll be quite satisfied if you wind up with the Ford in your driveway.

Performance & mpg

The 2010 Explorer Sport Trac comes standard with a 4.0-liter V6 generating 210 horsepower and 254 pound-feet of torque, mated to a five-speed automatic transmission. Optional on the Limited is a 4.6-liter V8 that cranks out 292 hp and 315 lb-ft of torque that is paired with a six-speed automatic. All Explorer Sport Tracs are available with either two-wheel drive or four-wheel drive, except for Adrenalin-equipped models, which substitute a full-time all-wheel-drive system for 4WD.

V8 acceleration is respectable, with 0-60-mph sprints taking just over 8 seconds. Towing is another strong point, with a maximum trailering capacity of 7,160 pounds when properly equipped. EPA fuel economy estimates for a V6 2WD model check in at 14 mpg city/20 mpg highway and 16 mpg combined. Upgrading to the V8 actually improves fuel economy to 15/21/17 mpg. Fuel economy for 4WD models is essentially identical.

Safety

All 2010 Ford Explorer Sport Tracs feature standard antilock disc brakes, traction control, stability control with rollover protection and trailer sway control, front side-impact airbags and side curtain airbags. In government crash testing, the Explorer Sport Trac earned a perfect five stars for protection in both frontal and side-impact tests. In Insurance Institute for Highway Safety frontal-offset crash testing, it returned a top-ranked "Good" rating.

Driving

Thanks to its fully independent suspension, the 2010 Ford Explorer Sport Trac delivers a smooth and well-damped ride with respectable handling and good steering response for a truck. The cabin is calm and quiet under most conditions, owing to ample acoustic insulation. Its V6 engine is coarse and unimpressive, however, in terms of both power and efficiency -- especially when compared to the Japanese competition. The V8 is the preferred choice with its smooth, broad power band and slightly better fuel economy.

Interior

The Explorer Sport Trac's comfortable cabin is virtually identical to that of its namesake SUV, with highlights that include solid build quality and a straightforward layout of controls. That said, the Explorer's materials quality remains mediocre and its design rudimentary. Most of the climate and audio controls are packed with plenty of similar-looking black buttons, and the regular audio head unit still displays its info in Ford's old-school, '80s-look green LED readout. Thankfully, the optional Sync phone/MP3 voice activation and hard-drive-based navigation systems are both effective and modern.

The 60/40-split rear seats fold to create a flat cargo area, and the 4.5-foot utility box out back features a power point and is constructed of corrosion-proof composite material with a molded liner that resists scratches and dents. The box is also notched, facilitating two-tiered storage of materials. Three cargo bins are built into the bed's load floor, with drain plugs enabling their use as ice boxes or for storing wet items.

2010 Ford Explorer Sport Trac models

The 2010 Ford Explorer Sport Trac is essentially an Explorer SUV with a pickup-like cargo bed behind the second-row seat. Two trim levels are offered: XLT and Limited.

The well-equipped XLT features a composite cargo box, 16-inch alloy wheels, foglights, full power accessories, a power-sliding rear window, air-conditioning, a leather-wrapped steering wheel and a CD player with satellite radio and an auxiliary audio jack. The Limited model adds 18-inch wheels, color-keyed bumpers, heated side mirrors, leather seating, heated front seats, a power driver seat, Ford's Sync multimedia interface and a premium six-CD audio system with a subwoofer.

An Adrenalin Sport package is optional on the Limited and adds 20-inch alloy wheels and unique exterior and interior styling details. Depending on model and equipment, other available Sport Trac extras include V8 power, dual-zone automatic climate control, a sunroof, rear parking sensors, power-adjustable pedals and a voice-operated navigation system with Sirius Travel Link and 10GB of digital music storage.

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2023 "FORD MAVERICK" $22,595

Flexible, fun, capable — this pickup is breaking all the stereotypes. With endless customization opportunities, a roomy interior and the technology you need, the Ford Maverick is made for people who never knew they needed a truck.

Prep your pickup for when the pavement ends or choose a sharp style with these available packages. Enjoy the do-it-yourself possibilities of the FLEXBED System, along with a 4.5-ft. bed, up to 10 available tie-downs, a 110V outlet and a multi-position tailgate.

Ford's bread and butter is trucks, and for 2022 the automaker introduced its first new truck in years. The Maverick is smaller and more affordable than the Ranger or F-150, and its standard hybrid powertrain makes it the most efficient pickup on the market. Unlike those larger trucks, the Maverick shares its platform with compact Ford SUVs, the Escape and Bronco Sport. The Maverick competes with the only other compact truck on the market, the Hyundai Santa Cruz, as well as capable small SUVs like the Subaru Crosstrek and entry-level midsize pickups including Ford's own Ranger.

For 2023, the off-road oriented Tremor package is newly offered. Although Ford hasn't confirmed anything, there's also a chance that the Maverick Hybrid will make AWD optional.

The Maverick is a wonderfully executed little truck and a sharp reminder that you don't need some hulking, 6,000-pound monster to get work done. Fuel economy is outstanding with the standard hybrid powertrain—which we now have in our long-term review fleet—and we've found minimal performance differences between the hybrid setup and the more powerful but significantly less efficient turbo-four. We've been impressed with the Maverick's compliant suspension and surprisingly fun handling, too.

There are a couple reasons to opt for the larger engine, though; for the 2022 model year, it's the only way to get the FX4 off-road package, the 4K Towing package, and independent rear suspension. That truck won a comparison against the Hyundai Santa Cruz for its great value, boxy styling, and clever interior. We look forward to seeing whether Ford makes any of those options available on the standard hybrid model for the 2023 Maverick.

Speaking of the interior, it deserves special praise. Not only does Ford provide thoughtful storage solutions, the mix of materials, textures, and shapes create a low-cost interior that doesn't feel cheap. That said, the seats lack much support and the back seat will be tight for six-footers.

As a package, the Maverick reintroduces the compact pickup as a legitimate option for buyers who was the added capability of an open bed without the poor fuel economy, lethargic handling, and rich pricing of larger trucks. Nicely done.

Ford surprised us with the Maverick's standard hybrid powertrain. It pairs a 2.5-liter inline four-cylinder with a 1.1 kWh battery, an electric motor, and a CVT automatic for a combined 191 hp and 155 lb-ft of torque routed through the front wheels. We have a strong suspicion Ford will be adding AWD in the coming years. Fuel economy is the best of any pickup truck on the market, with the Maverick hybrid returning 42/33 mpg city/highway and when we tested one, it reached 60 mph in 7.6 seconds.

For those who want more power and AWD, Ford also offers the Maverick with a 2.0-liter turbo-four. That engine is offered with FWD or AWD, as well as the FX4 off-road package and the 4K tow package. The turbo-four kicks out 250 hp and 277 lb-ft of torque, and it's paired with an eight-speed conventional automatic instead of the hybrid's CVT. With the extra dose of power, the 2.0-liter Maverick scoots to 60 mph in 7.0 seconds but efficiency numbers drop to 22-23/29-30 mpg.

We're also hoping for an electric Maverick Lightning.

Although the Maverick hasn't been crash tested by the IIHS or the NHTSA as of this writing, Ford offers a handful of its Co-Pilot360 driver-assist active safety features to reduce fatigue and minimize the possibility of a collision. Automatic emergency braking and automatic high beams are standard on all variants. If you can spend a little more cash, though, adaptive cruise control, lane keep assist, blind-spot monitoring, and rear cross-traffic alert are on the table.

Yes, it's small, but the Maverick is still capable of putting in work. With the hybrid setup, it can hold up to 1,500 pounds in the bed, plus there's enough space for a standard ATV. The hybrid is only rated to tow 2,000 pounds, but if you go for the turbo-four with the 4K towing package, the Maverick can tow up to 4,000 pounds. We tugged a 3,000-pound trailer with such a truck, and it felt right at home. That said, for a compact truck with higher towing and payload capacities, check out the Hyundai Santa Cruz.

Despite its small size, the Maverick manages reasonable interior passenger capacity although those up front have much more space than those riding in back.

Legroom (front/rear) Headroom (front/rear)

2023 Ford Maverick 42.8/35.9 (Hybrid)/36.9 (2.0L) 40.3/39.6 inches (38.0/39.5 with sunroof)

2023 Hyundai Santa Cruz 41.4/36.5 inches 40.7/40.1 inches

New for 2023, Ford is expanding the offerings of its off-road Tremor trim to its smallest truck after previously applying the name to the Ranger, F-150, and Super Duty pickups. The Maverick Tremor builds on the FX4 off-road pack offered on turbo-four AWD Mavericks, adding Tremor orange accents inside and out and 17-inch wheels wrapped in all-terrain tires. There's also a one-inch lift and a tweaked front bumper that improves approach angle, plus steel skid plates. It's a fun little rig.

We don't see Ford changing up the infotainment setup in the 2023 Maverick, which means it'll likely carry forward with an 8.0-inch touchscreen which includes Apple CarPlay and Android Auto. The Maverick's standard Wi-Fi hotspot can support up to 10 devices.

Not only is the Maverick the most efficient pickup on the market, it's also the most affordable—that's unlikely to change for 2023. The entry-level 2022 Maverick XL with the hybrid powertrain starts at about $21,500, the XLT starts around $24,000, and the top-spec Lariat approaches $27,000. For the 2022 truck, the 2.0-liter turbo-four was a $1,085 option.

Our pick? We'd get an XLT hybrid—performance is damn near identical to the 2.0-liter and the efficiency numbers are outstanding. If they offer it with AWD for 2023, the choice will be even easier.

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Ford Puma ST-Line

Ford’s compact SUV is best bought in mid-spec ST-Line, with a great price tag, heaps of tech and tons of room. Right off the bat, I’m going to blame you – dear reader – for the plight of Ford’s shrinking passenger vehicle line. You'll see, though, that it's a transparent attempt to create tension in your mind that I'm genuinely mad at you. I'm not really; it's just a literary device to keep you reading, so play along, it should be a laugh.

The Focus wagon was an early casualty within a year of going on sale, the Focus hatch is now gone unless it’s an (excellent) ST, the (again, excellent) Fiesta can only be had in ST form and apart from that, it’s SUVs and utes. Oh, and Mustangs. The Focus and Fiesta are both great cars and you let them die. Shame on you. Collectively of course. Don’t feel too bad though, some of you did what you could.

The Ford Puma is probably not going to die but it should be in far ruder health than it is. While folks are still unaccountably buying thousands of the two oldest SUVs in the market – Mazda’s still-good CX-3 and Mitsubishi’s emphatically not very good ASX – the Puma struggled to just over 3000 units in 2021. If you’d been desperate for a car last year and bought most other compact SUVs and not this one you probably paid too much and waited too long.

You can tell I feel very strongly about this. And not because I’m a Ford fan per se – I’ve never owned one. But when I stand back and look at just how good is the Puma and how ordinary some of its competition is, I have to wonder what on earth is going on.

Your $32,340 buys you this mid-spec ST-Line, which sits above the base-spec Puma and below the ST-Line V (for Vignale). You get 17-inch alloys, a six-speaker stereo, single-zone climate control, leather wheel, digital dashboard, cloth seats, reversing camera, cruise control, auto LED headlights, auto wipers and a space-saver spare.

An 8.0-inch touchscreen familiar from the Fiesta ST and Focus sprouts out of the dashboard offering sat nav, DAB+, AM/FM as well as Apple CarPlay and Android Auto. It works quite well and runs Ford’s SYNC3 system which is a far cry from its earlier efforts and vastly better than some of its segment fellows’ software. Sadly the phone integrations require USB.

The Puma’s safety equipment includes six airbags, the usual traction and stability controls, forward AEB, lane keep assist with lane departure warning, traffic sign recognition, forward collision warning and if you stick it on its roof or into a tree, it will call in the cavalry for you if there’s mobile coverage.

The forward AEB and collision warning works at both high and low speeds.

The $990 Park Pack adds self-parking, adaptive cruise control, blind-spot monitoring, evasive steering assist and front parking sensors. Irritatingly, there is no reverse cross-traffic alert or rear AEB available even as an option.

The Puma range scored a five-star ANCAP safety rating in 2019.

The other options on the ST-Line are a selection of $650 paint colours and the $750 electric tailgate which also adds keyless entry and the $2000 panorama roof which nicks headroom but not too much.

The ST-Line’s Goldilocks spec includes an improved pair of front seats with more adjustment, support and a slightly sportier fabric combination. I found them very comfortable but they are manually adjusted so if you’re sharing this with another driver of very different proportions to you, that might be worth knowing.

Moving to the rear, you get small door pockets to put some small things. What you don’t get is an armrest or cupholders, nor do you get rear air vents, a bit of a hobby horse of mine. The seats themselves are comfortable and my lanky son folded himself through the small-ish door apertures but was comfortable enough for the short Christmas Day trip to my parents (“Can I take my car?” No. “Why?” I need you to test the back seat for me. It’s also not your car.)

The boot is a huge 410 litres when you add together all of the space. The boot floor lifts to reveal a really big secondary space and the spare is under there as well. This kind of space really embarrasses many cars of similar dimensions as well as some in the next size up. When you remember that it’s based on the Fiesta, Ford has taken the extra height afforded by the SUV bodyshell and actually delivered more space as a result.

If it’s Euro style you want in your engine, the Puma delivers. Ford has gone with a tiny 1.0-litre turbocharged three-cylinder, which spins up 92kW at 6000rpm and 172Nm between 1500rpm and 4500rpm. That’s an impressive number for a displacement the same as a milk carton. Power is delivered to the front wheels via a seven-speed twin-clutch automatic transmission which is…well, it’s not the best but at least it isn’t a CVT or the terrible old PowerShift transmission that got everyone up in arms.

Rather sadly, we don’t get the 48-volt mild hybrid offered in Europe and for some insane reason we also don’t get the full-fat ST version, with Ford Australia probably mumbling something about it only being manual or whatever. I get the price-sensitivity of the hybrids and a general buyer apathy in this segment about those sorts of things but locking out the ST, especially given this car’s global platform in the WRC from 2022, seems a mite silly. Australians have been, historically speaking, rather fond of rallying connections

I’m going to tell you right now that the Puma is a ball of fun to drive, specifically in ST-Line form. It rides a little lower than the entry-level but shares pretty much everything else with it. As is the Ford way, the steering is really quick, with a fantastic change of direction, not something you commonly associate with a small SUV.

Few cars in this segment have any kind of get up and go – it’s almost like there’s legislation limiting compact SUVs to around 100kW/200Nm. A Toyota C-HR with a 1.2-litre turbo four isn’t nearly as sprightly. The 1.0-litre triple sounds terrific in a fairly distant kind of way and delivers its power and torque without the peakiness you might expect from such a small turbo engine.

The transmission could be a little more enthusiastic – and is in Sport mode, one of the several selectable modes – but is really the only part of the drivetrain I’m not in love with. And the mode selection button is in a stupid place on the console, not readily identifiable and every time you start the car, it reverts to the less capable comfort mode.

Ford of Europe’s chassis department is clearly staffed with a bunch of hoons who are entirely correct when they apply a sporting philosophy to a chassis. There’s a reason that someone who steps out of a Corolla and into, say, the driver’s seat of a rear-wheel drive 1 Series (RIP) and says, “Oh, this feels much better.” Firmish damping, lots of thought put into the way it brakes, steers and turns delivering that nice-to-drive feeling for most people and, “Oh, this is good” for people who care about how the car feels.

A little disappointing was the real-world fuel consumption. I got an even 8.0L/100km in the week and a bit I had it  – granted the climate control probably had to extract more water from the air than is normal given how disgustingly humid it was in late December/early January in Sydney, but it’s a fair way off the claimed 5.3L/100km of the ADR figure. The WLTP of 5.8 is closer, but not close enough.

Ford’s competitive 5-year/unlimited-kilometre warranty comes with a four-year/60,000km fixed-price service package. Each of the first four services (up to four years) is $299 and you’ll need to visit the dealer once every 12 months or 15,000km. After that, it seems to move up to $320 per service, which is still okay going if not outstandingly cheap.

The Ford website actually gives service pricing well beyond the first four years, but only guarantees the price of the first four.

Nothing else in the segment is quite like it and I’m firmly of the opinion that if more people considered the Puma in their search, they’d buy it after driving it. Not even the more expensive (and inexplicably hybrid) Toyota C-HR GR Sport is as much fun as the Puma, good as it is.

The Puma is at least the right car for the market it’s just that the market isn’t paying it the attention its overall quality suggests it should. And that's a shame because while it isn't the best at every single thing it does, it's better than so many others in the segment.

Body Five-door compact SUV

Drive FWD

Engine 1.0-litre turbo three-cylinder petrol

Transmission Seven-speed twin-clutch

Power 92kW @ 6000rpm

Torque 170Nm @ 1400-4500rpm

Bore/stroke (mm) 71.9 x 82.0

Compression ratio 10.5 : 1.0 

Fuel consumption 5.3L/100km (combined)

Weight 1287kg

Suspension MacPherson strut front/torsion beam rear

L/W/H 4207mm/1930mm/1548mm

Wheelbase 2588mm

Brakes 278mm ventilated disc front / 271mm solid disc rear

Tyres 215/55 R17

Wheels 17-inch alloy wheels (spae-saver spare)

Price $32,340 + ORC

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2024 Ford Bronco SUV

The Ford Bronco is an off-road vehicle that offers minimal road driving capability. Disadvantages include energy savings, wind noise, slow mileage, and some cheap-looking interior equipment. Plus, the Bronco is fun to drive and comfortable to live with.

From its character and design to its helpful driving modes and extensive out-road package availability, the Bronco is the most attention-grabbing model among its competitors to get the most buyers.

Off-road adventures have enjoyed a prime time in recent times. Maybe this is the answer for many people who are stuck during the epidemic, but it could also be because several new vehicles can be used on the roads.

The Ford Bronco is one of the most popular, and its all-terrain capability is on par with the iconic Jeep Wrangler.

For 2024, the Broncos are making slight changes to the lineup. A new Code Orange package is available for the Bronco Raptor, adding orange accentuation and cool orange plates to the rear doors, quarter panels, and windows. The Raptor is now also available in Shelter Green and Velocity Blue makeup schemes.

Within the lineup, the initially voluntary 12-inch touchscreen is now standard, and the Everglades trim returns (the product breaks down midway through the 2023 model).

The Bronco used to be one of those stylish, but not perfect, off-road SUVs, and we cover every aspect in our Expert Ratings below. However, you really can't do much better against similarly powerful rivals like the Jeep Wrangler, and Land Rover Defender, if you're hoping to get out into the wild.

What is it like to live together?

For a more immersive power experience, Edmunds added the 2021 Ford Bronco First Edition to its long-term test track. Across time and 20,000 timeframes, we'll report on what's working and what needs improvement.

The Ford Bronco is an off-road vehicle that offers minimal road driving capability. Disadvantages include energy savings, wind noise, slow mileage, and some cheap-looking interior equipment.

Plus, the Bronco is fun to drive and comfortable to live with. From its character and design to its helpful driving modes and extensive out-road package availability, the Bronco is the most attention-grabbing model among its competitors to get the most buyers.

How does the Bronco drive? Whether you stick with the turbo four-cylinder or end up with the turbo V6, the Bronco has enough power and is smooth for diurnal driving with the quick-shifting 10-speed automatic transmission.

The V6's excessive oomph makes short ramps and merges easier and more fun, and the V6 Bronco reaches 60 mph from a standstill in 7.3 seconds, a noticeable average considering the big tires and four-door configuration.

Jumping hard in the bushes results in a lot of diving—normal for a highway SUV, but urgent stopping distances are much longer than we'd like. From 60 mph, the fear stop occurs at 146 bases - we usually see that kind of distance with heavy-duty volley exchanges.

It's worth noting that our test Bronco was equipped with the Sasquatch off-road package and its rugged tires, but another Bronco we tested with less aggressive rubber stopped just 10 bases shorter—which is still longer than we'd like.

The real star is the steering. Thanks to the independent front suspension, the Bronco's steering wheel provides the driver with confidence and stability when driving on the road.

Even if you don't anticipate the excitement of winding roads, you'll appreciate that long-distance driving won't tire you out.

How comfortable is the Bronco? While far from a luxury vehicle, the Bronco is more comfortable on the road than the original Jeep Wrangler, its main competitor. The Bronco's seats have better support and enough adaptability to reduce fatigue on long highway trips. Its truck-mounted construction means it lifts a little firmer and bouncier than other SUVs, but not enough to make you want to drive it any less.

Plenty of headroom makes the Bronco's interior feel spacious. This feeling continues in the back seats, even in two-door models, but accessing those seats in the two-door Bronco can feel like a squeeze because the front seats can't be slid far enough forward.

How is the technology? There's a mix of standard and available driver aids, including adaptive cruise control and an exterior camera. Additionally, the Bronco is available with a suite of useful off-road driver aids that can be controlled individually by experienced drivers or automatically engaged by the vehicle via different driving modes for beginners. Unfortunately, we found some systems, including adaptive cruise control and lane-keeping assist, weren't tuned well.

The center screen offers clean graphics and easy integration with Android and Apple smartphones whether you want to go wired or wireless. The stereo on our test vehicle struggled to mask road noise at freeway speeds.

How is it stored? The Bronco's larger size compared to the Wrangler results in a larger interior with more cargo volume. But the four-door Bronco has less space than a similarly sized Toyota 4Runner. The Bronco's rear swing gate opens to the passenger side and stays in place thanks to a kickstand. On the hardtop model, the rear window can be folded easily, but the soft top doesn't open very far and requires a support rod to keep it upright.


Interior storage options are adequate, with a suitable number of cup holders and nooks and crannies for personal items. The mesh on the door pockets is too shallow for most water bottles. The front seat backs on some models have Molle-style mounting points for hanging fixtures.

All Broncos can be flat towed (all four wheels are on the ground).

What about fuel savings? Since this is a new vehicle with a 10-speed automatic transmission, we expected the Bronco's fuel economy to be better. Four-cylinder Broncos have EPA-estimated fuel economy ranging from 17 to 20 mpg combined. Likewise, six-cylinder versions range from 17 mpg combined to 19 mpg combined. In general, these figures are lower than similar Jeep Wrangler models.

Our test vehicle, a four-door First Edition Bronco with a 2.7-liter V6 engine, had an EPA estimate of 17 mpg. We were able to match those estimates in mixed driving, but other than a V8-powered Jeep 392, those estimates are lower than any Wrangler you can buy.

Is the Bronco a good value? Some may be put off by some of the Bronco's cheap-looking interior materials, especially on higher-end models, but others may see the benefit of long-term durability when the interior is exposed to the elements. The Bronco features a broader range of off-road hardware across its price spectrum than the Jeep Wrangler, providing greater accessibility for buyers at different price points. But it's worth noting that our test vehicle was a First Edition Bronco that cost more than $60,000. That's a steep price, but luckily it comes with nearly every standard and optional equipment the Bronco offers.

Warranty and ownership perks are average with a three-year/36,000-mile basic warranty and a five-year/60,000-mile powertrain warranty. The corrosion warranty is valid for five years regardless of mileage, and roadside assistance is provided for five years or 60,000 miles.
The Bronco offers commendable capability and character in equal measure. The rugged design looks cool without trying too hard. As with the Wrangler, removing the Bronco's roof and doors makes for a very pleasant driving experience, but the Bronco has more appeal on the road with its superior ride and handling.

Off-road driver aids not only welcome beginners but tools like Trail Turn Assist add to the fun even for experienced off-road riders. And if getting a manual transmission isn't something to brag about, the Bronco does one better by giving you a super high-ratio crawler kit.

 

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2024 Ford "Mustang GT" The Le Mans winning legacy

THE FIRST MUSTANG GTD: WORLD-CLASS TECHNOLOGY DELIVERS A NEW FORD STREET-LEGAL PERFORMANCE CAR READY TO BEAT THE BEST. 

The Mustang® GTD is the boldest and most sophisticated Mustang ever, a limited edition street performance car designed parallel to the Mustang GT3 race car and ready to take on the world's best performance cars. Engineered to work hard: Extensive use of carbon fiber in the body; first-of-its-kind suspension that adjusts spring rates and ride height settings for track or road conditions; active aerodynamics; supercharged V8 with unique dry sump oil system; 8-speed dual-clutch rear transaxle and carbon fiber driveshaft for near-ideal weight balance; magnesium wheels; available titanium exhaust; and carbon ceramic brakes combine to create an agile, ultra-high-performance Mustang Targeting more than 800 horsepower* and a Nürburgring time of less than 7 minutes, the technology in the Mustang GTD goes beyond what is allowed in racing.

Deep inside a metal storage garage hidden behind a wind tunnel building in Allen Park, Michigan, a handful of team members gathered in 2021 for a new after-hours mission that on paper felt like an impossible dream: designing a Mustang to serve as Europe's best sports car . The result is a limited edition, ultra-high performance street legal car with the soul of a Mustang. 

 The new 2025 Ford Mustang® GTD debuted today, a technological tour de force inspired by the Mustang GT3 slated to race at Le Mans next year. Unapologetic about its heritage, its performance is superb, its wide body made mostly of carbon fiber and soaring rear wing say it all in just a glance. It's unlike any Mustang ever seen. “The Mustang GTD shatters all notions of supercars,” said Jim Farley, Ford president and CEO. “This is a new approach for us. We don't engineer road cars for the track, we build race cars for the road. The Mustang GTD takes the racing technology from our Mustang GT3 race car, wraps it in a carbon fiber Mustang body and unleashes it on the street.” Every precision part of the Mustang GTD is designed with purpose. Every form is driven by function. It's designed to do one thing: Go faster around the track with more technology than the race car it's based on. The Mustang GTD was developed by many of the same people behind the Ford Mustang race car and the Le Mans-winning GT. It was built to be the fastest Mustang ever. 

 The Mustang GTD plants itself on the asphalt with incredible downforce from available active aerodynamics and incredible grip from the massive tires mounted to the advanced dual ride height short-long arm front suspension and multi-link rear suspension. The vehicle stops solidly thanks to carbon ceramic brakes, including a rear-mounted 8-speed dual-clutch transaxle and a lightweight carbon fiber driveshaft for near 50/50 weight distribution. And it's all driven at breakneck speed by a symphony supercharged 5.2-liter V8 targeting and estimated at 800 horsepower. “We are obsessed with racing technology. What makes it run is even more interesting than what you can see driving past it,” said Mark Rushbrook, global director of Ford Performance Motorsports. “If you look at the engineering, the aerodynamics, the way the powertrain works, the Mustang GTD is a rocket ship for the road.”

Maintaining the Le Mans winning legacy The Mustang GTD was born from the Mustang GT3 race car concept that returns to Le Mans next year and will be the culmination of a Mustang family that now includes both street-legal and track-only race cars. This family includes the recently revealed Mustang GT4, Mustang GT3, as well as the upcoming Mustang Dark Horse R spec racer and more. All will maintain the Mustang's position as Ford's most successful and successful brand and will roam roads and tracks around the world. 

The GTD name for the new Mustang refers to the IMSA “GTD” racing class for cars built to FIA GT3 technical regulations. “This is our company, we threw down the gauntlet and said, ‘Come take it,'” Farley said. “We felt comfortable telling everyone. I will be setting track times in a Mustang GTD against other automotive bosses in their best road cars.” Designed and engineered as a collaboration between Ford and Multimatic**, which developed the Mustang GT3, Mustang GT4 and Le Mans-winning Ford GT, the Mustang GTD represents the culmination of decades of engineering progress resulting from continuous learning through racing. Built with intention and precision, this car is destined to become an iconic part of Mustang and Ford history. “The Mustang GTD represents the best of Ford Motor Company and what our team needs to do every day,” said Farley. “This is what happens when we leverage our expertise and push the boundaries to see where the bubble stops. It represents the essence of the transformation we are undergoing at Ford, from software to special edition cars.”

Chiseled to Exploit the Air    The Mustang GTD design is pure purpose. Every line drives aerodynamic performance at track speed, from the front splitter, vented hood and fenders to the available C-pillar mounted hydraulically controlled active rear wing. Mustang GTD takes advantage of the extensive use of carbon fiber body panels to reduce weight, lower center of gravity and improve responsiveness.

 The fenders, hood, cover that replaces the trunk lid, door sills, front splitter, rear diffuser and roof are all carbon fiber with optional carbon fiber front and rear fascias.    An available aero package that includes a comprehensive underbody aerodynamic tray is also executed in carbon fiber and includes features pioneered in motorsports racing, as well as some technology that would be illegal in racing, such as hydraulically controlled front flaps to manage airflow for aerodynamic balance in coordination with the active rear wing. 

 Where there once was a trunk is now the semi-active suspension, a hydraulic control system, and a transaxle cooling system that uses a race-inspired cover that replaces the trunk lid and includes two air scoops to funnel air off the back glass into the area and through the heat exchangers. “Our design team worked in conjunction with the Mustang GT3 design team and the aero team, sharing solutions between race car and road car, and vice versa,” said Anthony Colard, Ford Performance design manager, “This is an aerodynamics-driven design.” The combination of purposefully designed aerodynamic features will result in massive downforce balanced across both front and rear axles and will in turn drive corner speeds up, produce consistent control and incredible lap times at some of the world’s most hellish tracks.  

Extreme Performance and Technology    “The hardware has been carefully selected and developed to enable blistering lap time performance,” said Greg Goodall, Ford chief program engineer, “The target for this project was clear – go much, much faster than we’ve ever gone before with a targeted sub-7-minute Nürburgring time. This makes it the fastest roadgoing Mustang ever from Ford.”  Mustang GTD utilizes a purpose-developed supercharged 5.2-liter V8 with dual air inlets and the first dry-sump engine oil system fitted to a roadgoing Mustang to help keep the engine lubricated during sustained and demanding cornering. 

The engine’s more than 7,500 rpm redline generates exceptional notes through the available titanium active valve exhaust system. It’s the highest horsepower street-legal Mustang ever developed by Ford.   All of that power is sent from the engine to the rear wheels through a carbon fiber driveshaft connected to an 8-speed rear transaxle for near 50/50 weight distribution between the front and rear. Lap time drive simulations and powertrain dyno testing led to the selection of the powertrain and transaxle architecture to put power to the ground.   The Mustang GTD's exceptional performance is further enhanced by a state-of-the-art semi-active suspension that can vary both spring rates and ride height. The adaptive spool valve damper technology with hydraulically actuated dual spring rate and height suspension provides two unique states which enhance on-road and on-track performance independently. 

The suspension settings allows for nearly 40 mm lower ride height in Track Mode and overall has a nearly four inches wider track than the Mustang GT. A short-long arm front suspension provides enhanced lateral stiffness and improved kinematics especially in high-G cornering. The rear suspension features an integral link pushrod and rocker arm architecture where the inboard Adaptive Spool Valve shock absorbers and coil over springs are arranged in a horizontal cross pattern and integrated with a strong, stiff, and weight-efficient motorsport-style tubular subframe. The unique architecture creates a motion ratio from pushrod to damper of 1:1 so the car responds precisely to track conditions.   “We are extremely proud of our work on the Mustang GTD,” said Larry Holt, Executive Vice President, Multimatic Special Vehicle Operations. “It showcases our state-of-the-art DSSV spool valve suspension technology, with features not even allowed in racing. The Mustang GTD sets a new benchmark for roadgoing racers, and we can't wait for clients to experience the thrill of driving it.”   Road grip and cornering stability for the Mustang GTD come from 325 millimeter in width front tires – as wide as the rear tires of Ford GT – while the rear are 345 millimeters, these are mounted on 20-inch forged aluminum wheels or available forged magnesium wheels. The magnesium wheels offer the ideal combination of weight and durability and with a similar design to the Mustang GT3 race car.   

     Behind those wheels are massive BremboTM carbon ceramic brakes, which are optimized for heat rejection leading to harder, more consistent stopping further into the braking zone. Rear brake heat is shed with the aid of cooling ducts mounted below the rear suspension.    Mustang GTD features technology new to Ford with Variable Traction Control in track mode. This allows the driver to push the limits of the car by modulating engine output and traction control intrusiveness. Adjustments can be made without taking hands off the wheel, allowing the driver to match track conditions to their driving ability.    Embracing the future of automotive technology, the Mustang GTD utilizes an advanced electrical architecture leveraged from the new seventh-generation Mustang, helping to offer seamless connectivity, a myriad of personalized driving modes, and over-the-air software updates. These technologies work in perfect harmony, designed for unparalleled handling and control. Whether mastering track after track or driving some of the world’s best roads, the Mustang GTD will offer an exhilarating and dynamic driving experience.

Cabin Space    The cockpit features are finished in premium materials including Miko suede paired with leather and carbon fiber, while digital displays keep drivers engaged and in full command. RECARO® seats optimized for track days are complemented by available 3D-printed titanium paddle shifters, rotary dial shifter and serial plate, all made from retired Lockheed Martin F-22 titanium parts. The rear seating area has been removed to reduce weight and provide cargo space.   

  Mustang GTD will be available with multiple interior color combinations and in several special option packages that take the exterior to another level. The car can also be ordered in any color, even color-matched to a customer-provided sample. These customizable options allow buyers to personalize their example should they choose to make it entirely unique.   

The end result is an unmistakable presence, as close to a race-ready Mustang GT3 for the street as possible.    Production of Mustang GTD will be limited, and pricing is expected to begin at approximately $300,000 MSRP***. It will start life at the Ford Flat Rock Assembly Plant and then be transported to Multimatic facilities in Markham, Canada, where it will be handcrafted for racing-inspired precision by the Ford Performance and Multimatic teams. Mustang GTD will be available in late 2024, early 2025.

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Ford Everest 2023 Titanium

The two 7-seater SUV variants retain the 2.0-liter, 4-cylinder, Bi-Turbo diesel engine, with 210 PS power at 3,750 rpm and 500 Nm of torque from 1,750-2,000 rpm. Everything is supported by a 10-speed automatic transmission and 4×4 drive system, like the previous model. This third generation is larger than before (length 4914 mm x width 2207 mm x height 1841 mm x wheelbase 2900 mm vs. length 4893 mm x width 1862 mm x height 1836 mm). Ground clearance is also higher from 225 mm to 246 mm. From the exterior, the car looks more muscular with curves on the body and a new style of bumper. A modern impression is obtained from the design of the lights with LEDs and the new grille. The interior of this SUV, which shares a platform with the Ford Ranger, has received no less refreshment. The new dashboard design features a 10.1-inch vertical touch screen that can be connected to the owner's smartphone. The design of the buttons, gear lever, and steering wheel is much more modern. 

The 2023 Ford Everest Titanium variant features a sunroof, leather seats, electric front seat adjustments, and power windows. "The next generation Ford Everest has safety features such as 7 airbags, Hill Descent Control, Rear-view camera, electric parking brake, Blind Spot Information System (BLIS), and others. Ford wants to disrupt the automotive market by presenting high-performance vehicles, meeting the needs of car enthusiasts who are looking for a different option from conventional ones. "The Next-Gen Ford Everest Titanium was chosen as the primary launch vehicle because of its superior performance that puts it at the top of its class."

As additional information, the 2023 Ford Everest has double wishbone front suspension with coil spring and anti-roll bar, rear coil spring suspension with Watt's link and anti-roll bar; ventilated disc front brakes, and the same aft brakes. This 7-seater SUV with ladder frame chassis construction is the rival of the Toyota Fortuner and Mitsubishi Pajero Sport. The 2023 Ford Everest was tested in more than 10 countries, from the harsh outback of Australia to the jungles of Thailand, the frozen snow-capped mountains of New Zealand, and the searing desert sands of Dubai.

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