Mustang front.png

Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

Ford has revamped the Mustang for 2024, gifting it new looks and an interior that’s inching away from the past few kicks at a so-called retro design. Whether one thinks the ’24 Mustang moves the needle enough from last year in terms of styling matters not – after next year, it’ll have the American pony car market all to itself.

Starting the rodeo is a $37,000 Fastback model, equipped with a 2.3L EcoBoost engine. Purists will wail about a four-banger under the hood but one needs to remember this ain’t the 1980s anymore, not with the engine in question belting out 315 horsepower and 350 lb.-ft of torque. Both those numbers vastly eclipse those found in the 5.0L GT most of us coveted in high school – in measure if not in exhaust note. These days, a 10-speed automatic is the only transmission.

Those new-for-’24 LED projector headlamps are found on this pony’s schnoz, along with a lighting signature that’s sure to draw attention at the Barrett-Jackson sale in 2045. Side mirrors have body colour caps, the exhaust tips are bright and the size of sewer cannons, and the LED taillamps retain their too-cool sequential action. Nearly a dozen paint hues are on tap, plus a yaffle of racing stripes and hood/side graphics. We’ll select the tasty Atlas Blue since it looks great and is a $0 option. As a Mustang, it’s also tough to go wrong with the $0 Race Red.

<img class="aligncenter size-full wp-image-177668" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-int.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="576" />

In the cabin, we find a 12.4-inch digital screen acting as an instrument cluster and a 13.2-inch tablet serving duty as an infotainment centre. At this price, those screens are contained in separate housings, making the place look like an office desk with two monitors. Spendier trims get both screens behind a single housing for a much more cohesive look. The cloth seats are manual (you can claim weight savings, if anyone asks for power adjustments), the climate is single-zone, and the flat-bottom steering wheel is clad in vinyl.

Still, it’s not like this is a stripped-out penalty box. Tilt/telescope steering column action means drivers of all sizes can get comfy at the controls, and that huge infotainment system mentioned above features the type of Track Apps that used to be reserved for the brawny GT. There’s leather on the gear shift knob and the type of driving aids (lane keeping, automatic emergency braking, et al) one expects in a new car these days.

<img class="aligncenter size-full wp-image-177669" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/Mustang-rear.jpg" alt="2024 Ford Mustang Ecoboost" width="1024" height="567" />

<strong>What We'd Choose </strong>

Our minds go straight to the $48,500 V8-powered GT, of course. But if prodded to buy the EcoBoost, we’d take a hard look at the $1,400 active valve performance exhaust, if not for the extra racket then for the Remote Rev abilities baked into the car’s keyfob. Note this option requires the selection of another option package costing $2,600 as well.

Less clear cut is the $6,500 2.3L High Performance Package. Even though it brings goodies like better rear-end gearing, summer tires, more bracing, the neato drift stick, and better brakes (just to name a few), marching to that price point almost puts customers behind the wheel of a GT. Decisions, decisions.

<strong><em>Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.</em></strong>

Base Camp: 2024 Ford Mustang

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For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

<strong>Pasadena, CA -- </strong>The 2024 model year is a big one for the Ford Mustang, as it represents both the debut of the new seventh-generation model as well as the car’s 60<sup>th</sup> anniversary, making it one of the longest-running nameplates in the automotive world.

This has led to legions of fans – according to the Blue Oval, there are Mustang clubs on every continent except Antarctica – who can be pretty specific about what they want changed, what they don’t, or what they want to be able to pick for themselves and so on.

Which is why they would appreciate the fact that the rear fascia gets a crease between its upper and lower third, as that recalls the ’67 fastback. They would also appreciate the “Fox Body ’87-‘93” digital gauge cluster option – one of five -- that even glows green at night.

<img class="aligncenter size-full wp-image-177033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9082.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177044" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9201.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Ah, yes – the digital gauge cluster. Not only is it digitized, but the entire dash is now two separate frameless displays, and that’s pretty much where it ends; there are no longer any supplementary gauges or vents atop the centre stack, and the gauge display is no longer deeply recessed. The dual displays are crisp and the customization is neat, but there was just something so cool and pure about how it used to look. It was a Mustang signature, that dash, and now that it’s gone so has some of the interior personality. Credit to Ford, however, for keeping the great short-throw shifter on manual cars and for including a flat-bottom steering wheel.

Styling upgrades include 12 new wheel styles, a completely redesigned front fascia, more muscular haunches, and a larger decklid spoiler. And yes, the three-bar taillamps still get sequential turn signals. Two new colours – Yellow Splash and Vapor Blue – join returning favourites like Race Red and Oxford White, and if you want to take things further in the styling department, a Bronze package adds rim colours and badges to fit the name.

<img class="aligncenter size-full wp-image-177042" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9143.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Of course, regardless of any complaints regarding the more digitized interior, once you sit in either of the two available seat styles – standard, or the more supportive Recaro seats – it’s all good, as long as that proud, long hood fills the windscreen.

The V8 model gets a set of heat extractors on the leading edge of its hood, the Ecoboost doesn’t. The seating position is right on and even though the Mustang is not a small car, all the controls are nicely within reach, including the manual handbrake on models equipped with the $6,500 Performance Package. That also gets you special summer performance tires, a Torsen limited-slip dif, a front strut tower brace, and Brembo brakes with six-piston calipers up front. That package also gives you the ability to spec the magnetic ride suspension which is well worth it, but at $2,500 it’s a shame it doesn’t come equipped as standard with the Performance Package.

<img class="aligncenter size-full wp-image-177036" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9088.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Ford is calling that special e-brake a “drift brake”, and it’s developed in partnership with Vaughn Gittin Jr’s RTR drift team. There’s no ratcheting when you use it, which has it feeling more like a motorcycle handbrake and it really does work; turn in, yank it and feel as that rear end swivels, ready to be controlled on the throttle. It’s darn fun and joins other “easter egg”-type stuff like a new remote rev feature, which allows you to remotely start – and rev – models equipped with the 10-speed auto ‘box.

Otherwise, the drive feels tauter and more responsive than previous. We started in the EcoBoost model, which makes 315 horsepower and 350 pound-feet of torque, compared to 480 and 415 in the GT (486/418 if you spec active valve exhaust). Power comes on after getting through a hint of turbo lag but once done, forward progress is befitting of a Mustang. The Ecoboost’s powertrain mostly delivers, but it’s a shame they’ve killed a manual transmission option for the four-cylinder.

Indeed, to get one of those you have to opt for a GT, where the stick shift is – huzzah! – standard. The clutch take-up is right on, as is the shift linkage; it's a pleasure to row the gearbox.

<img class="aligncenter size-full wp-image-177030" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_8969.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

Indeed, this is a Mustang and you want the power but you want your sports car to deliver the goods on the handling front as well. Ford has improved things by strengthening the steering column, quickening the steering ratio, and adjusting the bushings for a firmer, more responsive drive. Switching to the convertible, meanwhile, doesn’t have quite the same softening effect that lopping the top often does, which I was pleased to discover.

The Performance Pack does cost a pretty penny, but it does make its presence felt, especially on the small autocross track we spent a handful of laps on. The better brake response is easily felt, while the grip provided by the stickier tires is noticeable, providing traction where the all-season items would chirp away.

<img class="aligncenter size-full wp-image-177032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/07/IMG_9066.jpg" alt="2024 Ford Mustang" width="2000" height="1333" />

The question, of course, is whether or not the Ecoboost’s performance reflects the fact that it costs about 10 grand less to get into than the GT. 3

For “maximum Mustang”, though, you need to go with the GT. Even with that $10,000 premium over the Ecoboost, it can still be had for less than 50 grand.

Fans will unite at the fact this new Mustang has kept the vibe of the generation before it, the one before that, and on and on we go. It’s got the looks, the power, and the handling – enough that I can even come around on the digitized dash. For the most part.
<h3></h3>
<h3><strong>2024 Ford Mustang</strong></h3>
<strong>BODY STYLE:</strong> Two door performance fastback coupe or convertible

<strong>DRIVE METHOD:</strong> front-engine/rear-wheel drive
<strong>ENGINE: </strong>2.3-litre turbo four-cylinder, 315 hp, 350 lb-ft of torque or 5.0L V8, 480 hp, 486 lb-ft

<strong>FUEL ECONOMY CITY/HIGHWAY/COMBINED: </strong>N/A
<strong>TRANSMISSION:</strong> 10-speed automatic or six-speed manual (GT only)

<strong>Cargo Room: </strong>376 Litres (fastback coupe), 291 L (convertible)

<strong>Base MSRP: </strong>$37,000 (four-cylinder), $48,500 (V8)

<strong>WEBSITE:</strong> <a href="https://www.ford.ca/cars/mustang/2024/">Ford Mustang</a>

2024 Ford Mustang First Drive Review

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Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

Everything in the world of cars is expensive nowadays, if not flatly overpriced. Things are particularly dire if you want to drive something fun — something that lets you change your own gears, that sends the power exclusively to the rear wheels and which accelerates to 100 km/h with some excitement to the occasion.

There are of course some more obscure “enthusiast” options out there that haven’t seen an explosion in price. But there are reasons for that. In some cases, they’re simply not “icons” that have permeated pop culture — recognizable nameplates that garner a certain intangible appeal. In other cases, they were junk.

So don’t expect forgotten, alternative choices like the Dodge Stealth / Mitsubishi 3000GT or pure pain on wheels like the Pontiac Solstice / Saturn Sky on this list.

No, these are badges with some equity behind them and which the neighborhood kids will recognize. It’s just that even icons have generations that have fallen out of mainstream favour. And a lower demand, thankfully, means lower (or at least reasonable) prices.
<h3><strong>C5 &amp; C6 Corvette Base - </strong><em>(1997 - 2013)</em></h3>
<img class="aligncenter size-full wp-image-175845" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/ME_Corv09_17-scaled.jpg" alt="Chevrolet Corvette C6" width="2560" height="1707" />

Perhaps because the C8 has managed to steal all of the oxygen out of the room, or perhaps because the C7 is still so fresh in our consciousness, the market for previous-generation Corvettes remains puzzlingly soft.

The C5, the last generation ‘Vette to feature pop-up headlights, but the first to feature the mighty LS-based small block V8 can often be had for under $35,000 — with relatively low km and a manual transmission.

Interestingly, this low interest in millennial Corvettes seems to have spread to the more recent C6 generation. While special editions like the Z06, ZR1 and even Grand Sport still command high prices, low-km examples of the base model C6, like the C5, can be had for around $40,000. Prices go down if you’re willing to tolerate a convertible, targa roof, or automatic transmission.

While the C6 lacks the pop-up headlights, it does boast 400 horsepower from its 6.2-litre LS2 V8 and 0 - 100 km/h times around five seconds. Sure, it might be difficult to find one with all the most desirable options to fit your budget. But there’s simply no getting around the value of yesteryear ‘Vettes when comparing performance per dollar.

Sure, $40,000 is a nice chunk of cheddar cheese — but that’s what you’ll pay in markup alone on a C8.
<h3><strong>SN95 “New Edge” Mustang GT - </strong><em>(1999 - 2004)</em></h3>
<img class="aligncenter size-full wp-image-175842" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2001-Ford-Mustang-GT-Convertible1110036_-scaled.jpg" alt="1999 Ford Mustang" width="2560" height="1920" />

Now two generations old, prices are starting to soften on S197 Mustangs, particularly the three-valve 4.6-litre V8 powered cars.

However, the last SN95 cars, aka the “New Edge” Mustangs (one generation prior to the S197) seem to have hit the absolute bottom of their depreciation curve.

Of course, special editions like the Saleen cars or the infamous “Terminator” supercharged Cobra Mustangs still command a high price, and presumably always will.

However, the cars powered by the reliable 2V 4.6-litre V8 and equipped with a Tremec 5-speed manual transmission can be had for around $15,000.

Why exactly? The New Edge Mustang is in a bit of a weird place — not quite possessing the desirable styling of the S197 or the raw nostalgia / kitschy appeal of the Fox Body cars.

The performance is a little dated as well. The New Edge’s 260-horsepower and 6-second-ish 0 - 100km/h times seem sluggish compared to today’s muscle cars (because they are).

But on the positive side, the 4.6-litre V8 does shine in its exhaust note, durability, abundance of cheap replacement parts and seemingly bottomless catalog of aftermarket support.

Of course, there’s always the option to swap in a Coyote 5.0 — an increasingly popular upgrade for fans of the SN95.

Some special editions of the New Edge cars — such as the ‘99, ‘01 Cobra and ‘03 - ‘04 Mach 1 — which feature a 32-valve DOHC variant of the modular 4.6-litre, producing 320-horsepower can still be had for under $30,000 in decent knick.
<h3><strong>BMW 128i &amp; 135i - </strong><em>(2008 - 2013)</em></h3>
<img class="aligncenter size-full wp-image-175843" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/bmw-135i-scaled.jpg" alt="BMW 135i" width="2560" height="1920" />

BMW never sold its full 1 Series line-up in Canada. But honestly, who cares? Because the one 1 Series we did get was the rear-wheel-drive coupe equipped with an inline six producing 230 horsepower and available with a six-speed manual.

If you’re feeling like the newer M240i or M2 is just out of reach, this is your answer. Low mileage examples are trading for under $18,000.

And if you’re really keen, there are even a few 135i models floating around for about $20,000. The 135i features the same I6 engine as the 128i, however the 135i’s engine is turbocharged for a beefy 300 horsepower and a 0 - 100km time under 5 seconds. For context, that’s about the same kind of power and acceleration you get from a brand new GR Corolla or Civic Type R.

Are you getting the headlines here? Small bimmer. Inline-six engine. Turbo. Six-Speed. Rear-wheel drive. $20,000.
<h3><strong>Mazda RX-8 Series II - </strong>(2008 - 2012)</h3>
<img class="aligncenter wp-image-175844 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/Mazda_RX8_R3_273.jpg" alt="Mazda RX-8" width="2400" height="1600" />

It’s no mystery as to why people still don’t want <a href="https://www.wheels.ca/news/best-of-2012-used-mazda-rx-8-is-impractical-but-i-love-it">the RX-8</a>.

First, it’s just not and never will be the RX-7 — neither in terms of performance nor iconography.

Second because for most people after an inexpensive, compact, rear-drive sports coupe, they’re going to go for the 86 / BRZ and avoid all of the RX-8’s infamous gremlins (rotary-related or otherwise).

But if you’re someone who sees rotary-engine ownership as a plus (and yes, there are positives), then you’re in luck because the best example of the latest model of RX-8, with low KM can be had for about $15,000.

Yes, you’ll still need to top off the oil every third tank of gas. But you won’t complain when you scythe the RX-8 through corners, thanks to its low center of gravity, near 50-50 weight distribution and trick suspension geometry. You also won’t ever mind screaming the 1.3-litre rotary engine to 9,000 rpm just for the sake of daily maintenance (that’s a real thing).

A mid-cycle refresh for 2008, the “Series II” RX-8 received not only a cosmetic facelift, but also many mechanical upgrades including a trapezoidal shock tower brace and enhanced rear suspension geometry. Additionally, a more aggressive final drive ratio enhanced acceleration.

However, most importantly, an updated Renesis rotary engine included additional lubrication injectors — one more for each rotor housing — which ensured the apex seals lasted longer.
<h3><strong>Nissan Skyline R33 GTS-T (GT-R in image) - </strong><em>(1994 - 1998)</em></h3>
<img class="aligncenter size-full wp-image-175841" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/1995-Nissan-Skyline-GT-R1272030_-scaled.jpg" alt="1995 Nissan Skyline GT-R" width="2560" height="1707" />

No. Not a GT-R.

But, crucially, a noteworthy, true JDM sports coupe you can have for<em> not bonkers</em> money.

Unlike the RB26-powered, AWD GT-R, lesser R33 Skylines, such as the GTS-T were rear-wheel-drive and available with the less-powerful RB25DET engine.

Is it <em>the</em> <em>legend</em>? No. But it’s a real Skyline you can purchase and plate in Canada, with a turbocharged inline-six engine. And you can probably have one cheaper right now than a lot of other iconic ‘90s JDM cars.

Why?

Well, the R33 has always somewhat skirted under the radar — not quite achieving the legendary racing reputation of the R32 or the cultural significance of the R34. And since we’re not talking about the GT-R here, this one has just been overlooked by most.

If you were thinking of getting into something <a href="https://www.wheels.ca/vehicle-reviews/why-i-love-my-vehicle-2016-nissan-370z-sport-touring">like a 370Z</a> or maybe even a 300ZX, this could be an interesting alternative for similar money. Some searching should dig up a few desirable examples around the $35,000 mark.

Are these easy to find? No. Are they a bargain? No, not really. But this is probably the cheapest way to get a real JDM Skyline coupe right now. So take that for what it’s worth.

But, come on. Don’t you want to drive around having everyone go, “Whoa! Look! A Skyline!”?

5 Iconic Enthusiast Cars Everyone is Sleeping On

Mustang Dark Horse

I wish I could be a sensible, consumer-advice oriented auto journalist and tell you with a straight face that the cars worth looking forward to are your responsible family sedans or whatever new electric SUV is on the way.

But let’s be honest, the cars we really want to drive are almost totally irrational. The ones that get our hearts pounding. The ones we hope will live up to the hype. The ones that feel like a breath of fresh air amongst a sea of sameness. The ones that truly give us something to<em> look forward to</em>.

Like a holiday. You look forward to a holiday, “Where will we go? What will it be like? What memories will we make? How much <em>fun</em> <em>will we have</em>?”

So while you may not find an abundance of cargo space, towing capacity or tech trinkets on this list… you will find a heaping helping of excitement.
<h3><strong>2024 Ford Mustang</strong></h3>
<img class="aligncenter wp-image-174037 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/Mustang-Dark-Horse-10-scaled.jpg" alt="Mustang Dark Horse" width="2560" height="1706" />

The big news with the upcoming Mustang generation is not so much what’s different, but what isn’t. Yes, the exterior has received a very modern, very angular refresh. Yes, the interior is now clad in clunky screens, with an all-digital driver interface. Yes, there are new gimmicks like being able to rev the engine from your key fob (cool?).

But what seems to have impressed most and even upset some expectations is that the new Mustang lineup will still consist entirely of internal combustion-powered vehicles. For all of you who begrudged the <a href="https://www.wheels.ca/reviews/review-2021-ford-mustang-mach-e-gt">Mach E</a> — this just might be how Ford was able to keep the V8 alive in the OG Mustang.

The 2.3-liter EcoBoost and Coyote 5.0 V8 will return, albeit with increases in horsepower. The star of the show, however, is the new “Dark Horse” which is not only the first new Mustang nameplate in decades but also features a very healthy 500 horsepower in addition to other performance goodies over the standard GT.
<h3><strong>2023 Toyota GR Corolla</strong></h3>
<img class="aligncenter size-full wp-image-174033" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023_GR_Corolla_Black_018-scaled.jpg" alt="GR Corolla" width="2560" height="1707" />

We’ve had our go at some pre-production prototypes of the <a href="https://www.wheels.ca/reviews/2023-toyota-gr-corolla-first-drive-review">GR Corolla</a> and for the most part, everything you’ve heard about it is true. Sure, the stats are neat. 1.6-litre three-cylinder engine producing 300 horsepower. Proper six-speed manual. A configurable all-wheel-drive. Pilot Sport tires. Good stuff.

What the stats can’t tell you is how responsive the steering is. Or how easy the car is to rotate. Or how satisfying the gear selector is to slam into place as you nail a crisp shift. Or how joyful the engine is to rev out. A spec sheet cannot explain how you will never, ever get tired of hearing the turbo blow off valve.

If the production versions are anything like the pre-production cars, we can’t wait to have another go. However our biggest hope is this new hot hatch champ won’t be spoiled by vicious dealer mark up.
<h3><strong>2023 BMW M2</strong></h3>
<img class="aligncenter size-full wp-image-174032" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/P90482699_highRes_the-all-new-bmw-m2-r-scaled.jpg" alt="BMW M2" width="2560" height="1707" />

It’s difficult to imagine the latest M2 not being an instant slam dunk. The lesser M240i is already receiving high praise and as the original M2 became something of an instant classic akin to the original M3 — how could an evolution on the formula go wrong? Surely the upcoming M2’s power buff up to 453 horsepower is the only thing the new car needed, right?

Well, maybe. Because while there is a lot more power on tap, BMW has also added over 300 lbs to this new car.

The issue? More talented drivers than myself have sighted this may make the car less playful at the limit — ironically mirroring grievances with newer M3 cars — and cutting against what made the original small M cars so special.

Will it be a great sports coupe? Almost undoubtedly, yes. But will it recapture the magic of the original? That’s the real question.
<h3><strong>2023 Chevrolet Corvette Z06</strong></h3>
<img class="aligncenter size-full wp-image-174034" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/2023-chevrolet-corvette-z06-202-scaled.jpg" alt="Corvette Z06" width="2560" height="1707" />

670 horsepower. 460 lb ft of torque. A new 5.5-liter V8 that revs to 8,600 RPM. 60 miles per hour in 2.6 seconds. That’s hypercar stuff from what used to be a car most associated with golf and alimony payments.

Sure, prices will be outrageous, but if you can get one for what GM intends to charge — a base price of $128,198 — you’re talking about a vehicle which will still do the same tricks as cars with price tags worth twice, even three times as much. This is America’s answer to the <a href="https://www.wheels.ca/reviews/review-the-2022-porsche-911-gt3-touring-is-motoring-at-its-very-best">Porsche GT3</a> and mid-engine Ferraris.

Watching videos of first driving impressions, you could swear you were watching people achieve pure bliss through some kind of experimental drug trip in the rainforest. So, yeah… we want to drive it real bad.
<h3><strong>2023 Dodge Hornet</strong></h3>
<img class="aligncenter wp-image-174031 size-full" src="https://wordpress.wheels.ca/wp-content/uploads/2023/01/dodge-hornet-glh-scaled.jpg" alt="Dodge Hornet" width="2560" height="1707" />

Like Dodge being forced to make <a href="https://www.wheels.ca/news/first-look-2023-dodge-hornet">the Hornet</a>, we too had to eat our vegetables and put at least one sensible crossover on the list.

However, what’s most intriguing about the new Hornet is that it seems like Dodge at least made an effort to add a little hot sauce to their vegetables. Sure the Hornet is more or less just a rebadged Alfa Romeo. But it mercifully doesn’t look like another boring, shapeless, road-going space egg. Dare we say this crossover actually has some character, some attitude, and a little <em>meanness</em> to its presence.

More importantly, Dodge is also promising some sincere performance across the model range in the form of big brakes, sticky tires, as well as respectable power and acceleration.

The Hornet GT comes with 265 horsepower as standard. An upcoming R/T plug-in hybrid model will make another 20 horsepower — Dodge says the R/T PHEV can do 60 mph in 6.1 seconds when using something called “Powershot mode” which temporarily adds another 25 horsepower (cool).

And there's a GLH model on the way which will make… s’more power and presumably will “go like hell”.

The base GT starts at $40,000 and while that might be a notable premium over segment champions like the RAV4, it’s a small price to pay for personality.

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Base Camp: 2024 Ford Mustang

2024 Ford Mustang First Drive Review

5 Iconic Enthusiast Cars Everyone is Sleeping On

5 Vehicles We’re Looking Forward To In 2023