Tag Archives: Ford

Tuning

The Roush F-150 Is Proof That Wheels and Tires Still Sell Trucks

Roush has built a career out of taking Ford’s greatest hits and turning the volume knob just enough to make enthusiasts notice. Its latest effort, a Roush-modified Ford F-150, follows that exact formula: subtle at first glance, aggressive once you start paying attention—and expensive once you read the price tag.

Visually, the truck walks a careful line between factory fresh and aftermarket brawler. The high-pass grille integrates cleanly into the front fascia, giving the F-150 a tougher, more technical face without screaming for attention. A lightly reworked hood adds functional heat extractors, while extended fenders give the truck a wider, more planted stance. It’s not cartoonish, but it’s definitely more “don’t tailgate me” than stock.

The biggest visual statement comes from the rolling stock. Roush fits satin black 20-inch wheels wrapped in meaty 33-inch General Tire Grabber A/TX all-terrains. Combined with a revised suspension setup—new springs, upgraded shocks, and a two-inch leveling kit—the truck sits taller and looks far more trail-ready than the average mall crawler. An active exhaust system with two modes adds some auditory theater, though Roush hasn’t said exactly how dramatic the difference is between quiet and loud.

Inside, details are scarce, but Roush promises carbon-fiber trim and a serialized plaque to remind you that this isn’t just another F-150. Aluminum pedals and an overhead auxiliary switch panel hint at future off-road ambitions, whether that means light bars, winches, or gear you haven’t bought yet.

For buyers with deeper pockets, Roush offers two upgrade paths. The Premium package brings black or tan leather seats with inserts that echo the grille pattern, embroidered headrests, and American flag graphics—because nothing says performance branding like patriotic upholstery. The Ready package is more practical, adding a console safe and an off-road kit that includes essentials like a jump box, tow straps, gloves, and D-rings.

Here’s the catch: none of this touches the engine. No supercharger, no extra horsepower, no torque bump. Just styling, suspension, and accessories. And yet, the conversion alone costs $18,995. Add the Premium package and you’re looking at $24,995 on top of the price of the truck itself.

That puts the Roush F-150 in an awkward middle ground. It looks tougher than a stock F-150 and carries a respected performance badge, but without any power upgrades, it’s more fashion statement than full-blown performance truck. For some buyers, the exclusivity and cohesive design will be enough. For others, spending nearly $25,000 on a “performance” package that doesn’t actually make the truck faster might feel less like a smart upgrade and more like a very expensive aesthetic filter.

Source: Roush

NEW CARS

Ford Mustang Dark Horse SC Is the GTD’s Rowdier, More Attainable Sibling

Ford’s modern Mustang strategy has been refreshingly clear: stop thinking of the pony car as a one-size-fits-all muscle coupe and start treating it like a performance ecosystem. The new Mustang Dark Horse SC—short for “Street Cred,” because of course it is—slots neatly into that plan, acting as a bridge between the already serious Dark Horse and the near-mythical, track-first Mustang GTD.

Developed in-house by Ford Racing, the Dark Horse SC takes the familiar Mk7 Dark Horse and injects it with DNA lifted straight from Ford’s top-tier programs, including the GTD road car and the GT3 race machine. The goal isn’t subtlety. The goal is to bring GTD-adjacent performance to buyers who aren’t quite ready—or financially prepared—for the full carbon-bodied experience.

Ford brand manager Ryan Shaughnessy calls the SC an “entry point into the world of ultra-high-performance models,” and that framing makes sense. Ford wants the Mustang mentioned in the same breath as the Porsche 911, not just as a value alternative but as a credible performance rival across a wide price and capability spectrum.

The biggest upgrade sits right under the hood. While the standard Dark Horse makes do with a naturally aspirated 5.0-liter Coyote V-8 producing just over 500 horsepower in U.S. spec, the Dark Horse SC steps up to the supercharged 5.2-liter V-8 used in the GTD. In the GTD, that engine produces 826 horsepower, and while Ford hasn’t confirmed final output for the SC, chief engineer Arie Groeneveld strongly suggests it’ll land much closer to GTD territory than Dark Horse numbers. Translation: this thing won’t be shy.

Power is routed through a seven-speed dual-clutch automatic transmission, differing from the GTD’s eight-speed manual setup. Variable traction control, adapted from the GTD, offers five levels of adjustability, broadening the car’s usability for drivers who want performance without being thrown straight into the deep end.

Chassis changes are extensive and purposeful. According to Groeneveld, the development focus was squarely on aerodynamics and vehicle dynamics, with an emphasis on predictable handling. New MagneRide dampers, controlled by Ford-developed software, can adjust each corner independently up to 1,000 times per second. Stiffer springs, revised anti-roll bars, modified front links, a lightweight magnesium strut, and forged suspension components all contribute to sharper responses and reduced weight. A revised steering rack and standard Brembo brakes—six-piston fronts and four-piston rears—round out the mechanical upgrades, with Pirelli tires fitted as standard.

Visually, the Dark Horse SC splits the difference between the standard Dark Horse and the aggressive GTD, but it doesn’t exactly whisper. Lead designer Aaron Walker describes the brief as “rough, attitude, and sinister,” and the result lives up to that promise. Larger front air intakes increase open area by 60 percent for improved cooling, while a carbon-fiber hood intake generates 7.5 times more downforce than the regular Dark Horse. Out back, a substantial rear wing works alongside a pronounced ducktail spoiler to generate a claimed 281 kilograms of downforce at speeds up to 306 km/h.

Inside, the SC borrows heavily from the GTD, incorporating similar gauges, materials, and steering wheel design. Buyers will also have access to new exterior colors and detailing options, including turquoise accents for seatbelts and decals—a nod to the legendary 1970 Mustang 429 homologation special.

For those who plan to spend more time chasing apexes than coffee shops, Ford will offer an optional Track Package. It adds bespoke MagneRide tuning, carbon wheels, Brembo carbon-ceramic brakes, and Michelin Pilot Sport Cup 2 R tires measuring a serious 305 section up front and 315 at the rear.

Pricing remains unannounced, but Ford has made it clear the SC will sit above the Dark Horse’s roughly $63,000 starting point. That said, the value proposition is hard to ignore. With 40 percent of Dark Horse buyers reportedly new to the brand, Ford is betting the Dark Horse SC will lure even more converts—drivers who might otherwise be browsing German showrooms but still want their performance served with a V-8 soundtrack and a galloping horse on the grille.

Source: Ford

Restomod

The Shelby GT350TR Proves There’s Still Room for One More Great Mustang Restomod

Just when it seemed like the Mustang-based restomod boom had reached peak saturation—every fastback reborn, every stripe reimagined—along comes another build that reminds us why this corner of the car world refuses to slow down. Meet the Shelby GT350TR, a sharpened, modernized reinterpretation of the classic Mustang by Oklahoma-based Trick Rides. Yes, it follows a familiar formula. No, that doesn’t make it any less compelling.

At $339,000 to start, the GT350TR clearly isn’t trying to win over casual nostalgia buyers. This is a no-compromises restomod aimed squarely at people who want their classic Mustang to drive like a modern performance car—without losing the attitude that made the original special.

As with any serious restomod, the magic begins underneath. Trick Rides ditches the original underpinnings in favor of a modern Roadster Shop chassis, instantly resetting expectations for ride quality and handling. An independent front suspension with Fox shocks brings a level of composure the original car could only dream of, trading vintage float for modern control. It’s the kind of upgrade that quietly transforms the driving experience long before you start leaning on the throttle.

The chassis revisions don’t stop there. Stiffer front and rear stabilizer bars work alongside a four-link rear suspension and a stout 9-inch rear axle. Together, these upgrades dramatically recalibrate how the Mustang behaves when pushed, trimming away much of the body roll and cornering hesitation that defined the original car. In other words, this is a classic Mustang that finally feels comfortable attacking a winding road rather than merely surviving it.

Visually, the GT350TR walks a careful line between reverence and reinvention. Trick Rides keeps the familiar silhouette intact, crafting the body panels from steel and preserving the proportions that made this generation of Mustang iconic. There’s an undeniable Eleanor vibe here, but it’s more restrained—less Hollywood hero car, more grown-up muscle with taste.

Up front, the changes are more pronounced. A new grille, revised headlights, and a custom hood give the GT350TR a sharper, more purposeful face. Three-piece Forgeline wheels fill the arches just right, while side-exit exhaust pipes add a touch of race-car menace without tipping into parody. From most angles, it looks properly aggressive, though the rear end plays things a bit safe compared to the bolder front fascia. That subtlety may disappoint some, but others will appreciate the restraint.

Then there’s the powertrain, which is exactly as unapologetic as you’d hope. The headline act is a supercharged 5.0-liter Coyote V8 pumping out a reported 710 horsepower. It’s paired with a six-speed Tremec T-56 manual transmission, because anything else would feel like a missed opportunity. A custom exhaust system with Magnaflow mufflers ensures the soundtrack matches the numbers, delivering modern V-8 fury through a classic American megaphone.

For buyers who want brute force without the whine of a blower, Trick Rides offers an alternative: a naturally aspirated 7.0-liter V-8. It’s a different flavor of excess, trading forced induction drama for big-displacement swagger.

Performance upgrades would be meaningless without serious stopping power, and the GT350TR delivers there too. Baer brakes handle braking duties, with six-piston calipers up front and four-piston units at the rear, promising fade-resistant confidence to match the car’s newfound pace.

The Shelby GT350TR doesn’t pretend to reinvent the restomod formula. Instead, it refines it—modern chassis, modern power, classic looks, and just enough restraint to keep it from becoming a caricature. In a crowded field, that focus might be exactly what helps it stand out.

Source: Ford Authority