Ford's skipping the usual playbook: instead of launching Level 3 self-driving in a flagship, it's debuting the tech in an affordable electric utility vehicle arriving in 2028. It's a pragmatic move that says more about EV economics than it does about autonomous driving maturity.
Launching autonomous tech in a budget ute is either brilliant cost-engineering or a sign Level 3 isn't ready for premium buyers yet.
The Mach-E, Ioniq, and F-150 Lightning led the pack as traditional automakers clawed back market share. Ford's crossover strategy and Hyundai's pricing discipline are working. Tesla's slowing numbers opened a door everyone else is walking through.
The EV market is becoming real now that Tesla's monopoly cracked—turns out people will buy what's available if the price is honest.
This isn't a GT40 coupe—it's the roadster variant that Ford shelved, now surfacing on eBay as one of the program's rarest offshoots. The mid-engine, aluminum-chassis prototype represents a fork in the road the factory never took, complete with the original 427 big-block architecture that powered Le Mans dominance. Prices for documented GT40s have crossed into seven figures; this one's provenance will determine whether it's a steal or a cautionary tale about prototype tax.
Ford had the roadster right there and chose the coupe anyway. Forty years later, collectors are paying for that decision.
Ginetta's G4 was a masterclass in restraint—a Ford-powered roadster that weighed less than most modern hatchbacks and proved you don't need turbochargers or computers to go fast. Built in the '60s when British engineers still believed in subtraction, it's a relic of an era when a car's job was to move, nothing more. Clean examples command serious money now, which tells you everything about where the market's head is.
The G4 is what happens when someone actually thinks about weight instead of just bolting more power on. We've forgotten how to do that.
Someone welded together a military truck frame with Wrangler, Super Duty, and Charger parts to create the automotive equivalent of a Sheikh's fever dream. The result is functionally absurd and aesthetically offensive—a rolling contradiction that somehow works because money.
When you have enough petrodollars to ignore taste, you get vehicles like this: technically competent, culturally bankrupt, and somehow still cooler than whatever the rest of us are driving.
Ford's issued a recall on 45,047 Mustang Mach-E SUVs due to exterior lighting that can fail simultaneously without warning—the kind of thing that makes you wonder how this made it past validation. The issue affects multiple lighting systems at once, which is less 'minor defect' and more 'potential safety liability.' For buyers already skeptical about EV reliability, this lands at exactly the wrong moment.
The Mach-E's sales pitch was always 'practical EV for normal people'—electrical gremlins like this are the reminder that 'normal' costs less when you skip the software complexity.
The 2025 Ranger sits uncomfortably between the F-150 (segment juggernaut) and the Maverick (insurgent value play), failing to lead its midsize class for the first time. Ford's sales data shows the truck bleeding market share to the Colorado and Tacoma, a grim reminder that positioning matters more than product. The Ranger's identity crisis—too expensive to be the budget option, too small to justify the price against a base F-150—is a real problem.
The Ranger was supposed to be the goldilocks truck. Instead it's proof that "just right" doesn't win when your siblings are eating your lunch.
Ford's truck lineup dominates—F-150 owns full-size, Super Duty owns heavy-duty. But the 2025 Ranger, caught between segments, isn't leading anything. It's a competent truck in a market where competent doesn't move metal anymore.
The Ranger is the automotive equivalent of a compromise: good at nothing, adequate at everything. When buyers are either going full-size or going home, the middle seat stays empty.
Ford's betting big on eyes-off driving in an affordable electric truck, promising RAV4-level interior space at a price point that actually matters. L3 autonomy in a $30K vehicle sounds like marketing theater, but if the implementation works, it fundamentally changes what budget EV buyers can expect. The real question: will regulators let it happen, and will Ford's software actually be ready.
L3 in a $30K truck sounds like vaporware until we see real-world rollout—Ford's autonomy track record isn't inspiring confidence.
Spy shots of the GTD testing at the Ring suggest Ford isn't content with its August 2025 benchmark of 6:57.685. The Blue Oval is clearly hunting tenths—and probably looking over its shoulder at what Chevrolet and Dodge are doing in the pony car wars. This is what happens when you finally build something that matters.
Ford proved the Mustang could run with purpose-built track cars. Now they're just being greedy about it.
A Team-BHP member logs nearly a half-decade with Mahindra's compact SUV—55k kilometers of actual driving, not influencer theater. The W8-O diesel variant gets an honest reckoning on reliability, service costs, and whether the value proposition holds up past the honeymoon phase.
Long-term ownership stories from real users beat spec sheets every time. This is what the algorithm won't show you.
Clean Fox-body GT with the 302 V8 and five-speed manual—exactly what the template demanded in '89. 37k miles means this one either lived in a garage or actually got driven right. Bright Regatta Blue over gray cloth hits different than the usual red, and the numbers suggest someone knew what they had.
Fox-body GTs are finally pricing like they matter, but 37k miles at this asking price means the seller knows the market's turned.
Today's Bring a Trailer slate spans the full spectrum—from air-cooled 911s to family-kept '51 GMC pickups to a fresh 992 GT3 RS still wearing dealer plates. The trucks are the real story here: vintage F-250s and Dodges are moving on no reserve, a sign the market finally remembers that 1970s iron holds its own against euro exotica. One eye on the Ferrari 512 TR; Euro cars from that era are getting their due.
BaT's truck presence has quietly become the most honest meter of collector priorities—when 45-year-family-owned pickups outsell hype cycles, the market's telling you something real.
Autocar's staff went to war over which model defined each marque. From the MG ZT-T 260's sleeper credibility to whether a 911 variant beats the 356, they're parsing the real difference between good and generational. The gap between what journalists remember and what the market actually values keeps widening.
Ranking 'best ever' by brand is content comfort food—safe, divisive, and missing the point. The real story isn't the pick, it's that half these manufacturers peaked 15 years ago and everyone knows it.
Mitch Guthrie and Nani Roma swept a 371km desert stage, but Henk Lategan's Toyota isn't sweating. One stage win in rally raid is noise. Lategan's maintaining overall lead because consistency beats heroics on terrain that swallows mistakes.
Rally raid results pivot on fuel strategy and machinery durability, not single-stage aggression—Ford's showing speed but Toyota's showing they built the better car for the distance.
Farley's been hinting at an extreme Raptor variant for months, and next week's reveal could be the answer to whether Ford's willing to bet on a high-speed desert weapon instead of another boulevard cruiser. If it's real, the platform economics make sense—F-150 Raptor chassis, independent suspension geometry already proven in sand, and enough engineering to justify the price tag.
Ford building a Raptor buggy is exactly what they should be doing instead of chasing mid-engine supercar fantasies they can't deliver on.
Ford's Ranger has dominated Australian pickup sales for nearly four decades, but market dynamics are finally shifting. Toyota's refreshed lineup and BYD's aggressive EV truck strategy are poised to genuinely crack what's been an untouchable market position, forcing Ford to actually defend territory it's taken for granted.
When a truck has owned a market this long, complacency becomes the real competitor—and the Ranger's finally meeting one.
COBB Tuning's new Accessport calibration for Ford's Raptor twins extracts meaningful power gains through ECU remapping—45 hp and torque bumps that actually matter in the dirt. This is the kind of bolt-on that separates a truck you bought from a truck you built.
45 hp sounds modest until you remember these are 3.0L EcoBoosts already running hard; COBB knows how to squeeze without breaking something at 80K miles.
Ford's skipping the usual playbook: instead of launching Level 3 self-driving in a flagship, it's debuting the tech in an affordable electric utility vehicle arriving in 2028. It's a pragmatic move that says more about EV economics than it does about autonomous driving maturity.
Launching autonomous tech in a budget ute is either brilliant cost-engineering or a sign Level 3 isn't ready for premium buyers yet.
The Mach-E, Ioniq, and F-150 Lightning led the pack as traditional automakers clawed back market share. Ford's crossover strategy and Hyundai's pricing discipline are working. Tesla's slowing numbers opened a door everyone else is walking through.
The EV market is becoming real now that Tesla's monopoly cracked—turns out people will buy what's available if the price is honest.
This isn't a GT40 coupe—it's the roadster variant that Ford shelved, now surfacing on eBay as one of the program's rarest offshoots. The mid-engine, aluminum-chassis prototype represents a fork in the road the factory never took, complete with the original 427 big-block architecture that powered Le Mans dominance. Prices for documented GT40s have crossed into seven figures; this one's provenance will determine whether it's a steal or a cautionary tale about prototype tax.
Ford had the roadster right there and chose the coupe anyway. Forty years later, collectors are paying for that decision.
Ginetta's G4 was a masterclass in restraint—a Ford-powered roadster that weighed less than most modern hatchbacks and proved you don't need turbochargers or computers to go fast. Built in the '60s when British engineers still believed in subtraction, it's a relic of an era when a car's job was to move, nothing more. Clean examples command serious money now, which tells you everything about where the market's head is.
The G4 is what happens when someone actually thinks about weight instead of just bolting more power on. We've forgotten how to do that.
Someone welded together a military truck frame with Wrangler, Super Duty, and Charger parts to create the automotive equivalent of a Sheikh's fever dream. The result is functionally absurd and aesthetically offensive—a rolling contradiction that somehow works because money.
When you have enough petrodollars to ignore taste, you get vehicles like this: technically competent, culturally bankrupt, and somehow still cooler than whatever the rest of us are driving.
Ford's issued a recall on 45,047 Mustang Mach-E SUVs due to exterior lighting that can fail simultaneously without warning—the kind of thing that makes you wonder how this made it past validation. The issue affects multiple lighting systems at once, which is less 'minor defect' and more 'potential safety liability.' For buyers already skeptical about EV reliability, this lands at exactly the wrong moment.
The Mach-E's sales pitch was always 'practical EV for normal people'—electrical gremlins like this are the reminder that 'normal' costs less when you skip the software complexity.
The 2025 Ranger sits uncomfortably between the F-150 (segment juggernaut) and the Maverick (insurgent value play), failing to lead its midsize class for the first time. Ford's sales data shows the truck bleeding market share to the Colorado and Tacoma, a grim reminder that positioning matters more than product. The Ranger's identity crisis—too expensive to be the budget option, too small to justify the price against a base F-150—is a real problem.
The Ranger was supposed to be the goldilocks truck. Instead it's proof that "just right" doesn't win when your siblings are eating your lunch.
Ford's truck lineup dominates—F-150 owns full-size, Super Duty owns heavy-duty. But the 2025 Ranger, caught between segments, isn't leading anything. It's a competent truck in a market where competent doesn't move metal anymore.
The Ranger is the automotive equivalent of a compromise: good at nothing, adequate at everything. When buyers are either going full-size or going home, the middle seat stays empty.
Ford's betting big on eyes-off driving in an affordable electric truck, promising RAV4-level interior space at a price point that actually matters. L3 autonomy in a $30K vehicle sounds like marketing theater, but if the implementation works, it fundamentally changes what budget EV buyers can expect. The real question: will regulators let it happen, and will Ford's software actually be ready.
L3 in a $30K truck sounds like vaporware until we see real-world rollout—Ford's autonomy track record isn't inspiring confidence.
Spy shots of the GTD testing at the Ring suggest Ford isn't content with its August 2025 benchmark of 6:57.685. The Blue Oval is clearly hunting tenths—and probably looking over its shoulder at what Chevrolet and Dodge are doing in the pony car wars. This is what happens when you finally build something that matters.
Ford proved the Mustang could run with purpose-built track cars. Now they're just being greedy about it.
A Team-BHP member logs nearly a half-decade with Mahindra's compact SUV—55k kilometers of actual driving, not influencer theater. The W8-O diesel variant gets an honest reckoning on reliability, service costs, and whether the value proposition holds up past the honeymoon phase.
Long-term ownership stories from real users beat spec sheets every time. This is what the algorithm won't show you.
Clean Fox-body GT with the 302 V8 and five-speed manual—exactly what the template demanded in '89. 37k miles means this one either lived in a garage or actually got driven right. Bright Regatta Blue over gray cloth hits different than the usual red, and the numbers suggest someone knew what they had.
Fox-body GTs are finally pricing like they matter, but 37k miles at this asking price means the seller knows the market's turned.
Today's Bring a Trailer slate spans the full spectrum—from air-cooled 911s to family-kept '51 GMC pickups to a fresh 992 GT3 RS still wearing dealer plates. The trucks are the real story here: vintage F-250s and Dodges are moving on no reserve, a sign the market finally remembers that 1970s iron holds its own against euro exotica. One eye on the Ferrari 512 TR; Euro cars from that era are getting their due.
BaT's truck presence has quietly become the most honest meter of collector priorities—when 45-year-family-owned pickups outsell hype cycles, the market's telling you something real.
Autocar's staff went to war over which model defined each marque. From the MG ZT-T 260's sleeper credibility to whether a 911 variant beats the 356, they're parsing the real difference between good and generational. The gap between what journalists remember and what the market actually values keeps widening.
Ranking 'best ever' by brand is content comfort food—safe, divisive, and missing the point. The real story isn't the pick, it's that half these manufacturers peaked 15 years ago and everyone knows it.
Mitch Guthrie and Nani Roma swept a 371km desert stage, but Henk Lategan's Toyota isn't sweating. One stage win in rally raid is noise. Lategan's maintaining overall lead because consistency beats heroics on terrain that swallows mistakes.
Rally raid results pivot on fuel strategy and machinery durability, not single-stage aggression—Ford's showing speed but Toyota's showing they built the better car for the distance.
Farley's been hinting at an extreme Raptor variant for months, and next week's reveal could be the answer to whether Ford's willing to bet on a high-speed desert weapon instead of another boulevard cruiser. If it's real, the platform economics make sense—F-150 Raptor chassis, independent suspension geometry already proven in sand, and enough engineering to justify the price tag.
Ford building a Raptor buggy is exactly what they should be doing instead of chasing mid-engine supercar fantasies they can't deliver on.
Ford's Ranger has dominated Australian pickup sales for nearly four decades, but market dynamics are finally shifting. Toyota's refreshed lineup and BYD's aggressive EV truck strategy are poised to genuinely crack what's been an untouchable market position, forcing Ford to actually defend territory it's taken for granted.
When a truck has owned a market this long, complacency becomes the real competitor—and the Ranger's finally meeting one.
COBB Tuning's new Accessport calibration for Ford's Raptor twins extracts meaningful power gains through ECU remapping—45 hp and torque bumps that actually matter in the dirt. This is the kind of bolt-on that separates a truck you bought from a truck you built.
45 hp sounds modest until you remember these are 3.0L EcoBoosts already running hard; COBB knows how to squeeze without breaking something at 80K miles.
Why are you reporting this ?
Tell us more (optional)
Your feedback helps keep our community safe.
Would you like to take additional action?