Romulus — The FX is back. And so is Toyota attitude.

The Toyota Corolla FX is low, dark and mean. I circled my Midnight Black Metallic tester like Hiccup assessing his Night Fury dragon. Chocolate mirror caps, wheels with machined accents crouched on shortened springs with a chocolate spoiler out back that would make a Corvette proud. This is a Corolla? The vanilla ice cream of compact cars?

The FX is a throwback to the Corolla FX16 hatchback of 1987, when hot hatches were the new, new thing (my first car was the hot-hatch, segment-busting, FX16 competitor, 1984 VW Rabbit GTI). The U.S. was in a trade war with Japan, and Toyota (in the words of enthusiast mag Car and Driver) was “run by a bunch of gonzo back-yard tinkerers.”

The ‘80s are back, baby.

Henry Payne, The Detroit News

The rowdy FX16 was assembled in California to avoid the threat of steep Washington tariffs (and get around the Reagan administration-negotiated Japanese import quotas), and Toyota was tinkering with fun toys like the FX16, Supra coupe and innovative engines like dual-overhead-cam hellions. Sound familiar?

Supra came back in 2019, and Toyota’s elves have introduced mills like the 100-plus-horsepower-per-liter, 1.6-liter turbo-three.

As for the FX16, it has actually been reborn as the GR Corolla hot hatch. Like the FX16 and its high-revving, innovative DOHC engine, the all-wheel-drive GR gets a different engine from the standard Corolla — that Godzilla-in-a-briefcase, 300-horse turbo-3. And, like the ‘80s FX, the GR is laugh-out-loud fun — one of the most entertaining cars introduced in the last decade. Period.

The FX is no GR, but it’s plenty OK.

At just $27,635 — a four-grand bump from the base vanilla model — FX is the bargain of the Corolla family. That crouched stance isn’t just for looks. Approaching a series of twisties in Oakland County, I gripped the heavy steering wheel in SPORT mode, which made FX feel rooted to the asphalt.

I flung my steed into a righthander, and it went right where FXpected. Minimal body roll, minimal push. Sharing an independent suspension with its more expensive GR and XSE siblings, the short-sprung FX rotated beautifully. In sedan form, FX has a roomier cabin than the GX hatch, so I could take three friends to the Sign of the Beefcarver for dinner after I was done carving corners.

Of course, at 10 grand cheaper than the stick-shift GR hot hatch, something is missing, and that’s the drivetrain.

Under the hood is the standard 169-horsepower, 4-cylinder gerbil wheel controlled by the dreaded CVT transmission. Sliding across a corner apex, I nailed the throttle. My Night Fury Dragon was toothless:

DROOOOOOOOOOOONE!

My ears bled. Make it stop. I reached for the stick shift, but that’s only available on GR. I reached for shift paddles on the back of the steering wheel. Same.

DROOOOOOOOOOOONE!

The CVT is why six-speed automatic transmissions in, say, the Mazda3, are prized in the compact performance segment. And why Honda and Hyundai worked hard to implement shift points in their, respectively, Civic Sport and Elantra CVTs. Toyota is content for the CVT to prioritize fuel efficiency.

Add 34 mpg to FX’s long list of standard features: Bullet-proof reliability, wireless Apple CarPlay and Android Auto, adaptive cruise control with lane-keep-assist, rear-cross traffic alert, blind-sport assist and 10.5-inch tablet touchscreen display.

The latter is new to Corolla and will be an option on other trims. Positioning is excellent — high on the dash like a Mazda for good visibility, but — unlike Mazda — a touchscreen for easy access. Upon entry, the infotainment system mirrored my smartphone on the screen. Google Maps popped up complete with my pre-loaded destination, and the Sirius XM app played Comedy Greats.

Alas, the new FX is plagued by Toyota’s ol’ ergonomics issues.

Henry Payne, The Detroit News

I reached for the volume knob to turn up the volume on a Brian Regan bit, and — um, volume knob?

Curiously, Toyota has chosen a volume slider at the base of the screen instead of a simple knob. Honda and Cadillac tried similar solutions and returned to knobs after owners judged them hard to operate when driving.

I ignored it for the volume controls on the steering wheel, but here too Toyota ergonomics come up short. Where competitors like Hyundai, Honda and Mazda use lifted buttons to select volume and adaptive cruise controls, Corolla’s wheel buttons are flat, necessitating that you take your eyes off the road to find them. The good news is the adaptive cruise features lane-keep assist, so I could afford to look away while adjusting volume on I-275.

Typical of Toyota, the nannies are always close by if you remove your hands from the wheel for too long (Hyundai, for example, will allow you about a minute hands-free) on long hauls.

It was short trips that I really enjoyed — made shorter by the fun-to-drive FX. For Corolla, GR and FX are a needed shot of adrenaline in a segment boiling with performance. In addition to VW’s Teutonic threesome of Jetta GLI sedan and Golf GTI/R hatchbacks, Toyota’s Asian competitors have also stepped up their game.

Most formidable is the roomier Honda Civic with its full range of sedans, hatches and hybrids, starting with the base Civic sedan all the way to the rowdy Type R hot hatch. Hyundai, too, sweetens the deal with a 100,000-mile drivetrain warranty — and is coming on strong with variations of the Elantra sedan, which include a compelling N-line performance line. N for Nürburgring, a nod to the legendary German race track.

Toyota Chairman Akio Toyoda is an auto enthusiast, has raced the ‘Ring several times, and has been on a mission to push the brand toward more performance. He’s established a Le Mans-winning Toyota racing team, Supra and GR86 sports cars, and GR Corolla. Now he is resurrecting the FX badge.

It’s affordable, stylish, nimble, with — ahem — droooooooning CVT. Keep pushing, Akio!

Next week: 2025 Ford Expedition

2025 Toyota Corolla FX

Vehicle type: Front-engine, front-wheel-drive, five-passenger sedan

Price: $27,635, including $1,335 destination fee ($28,144 as tested)

Powerplant: 2.0-liter inline-4 cylinder

Power: 169 horsepower, 151 pound-feet of torque

Transmission: Continuously-variable automatic

Performance: 0-60 mph, 8.1 seconds (Motor Trend)

Weight: 3,070 pounds

Fuel economy: EPA, 31 mpg city/40 highway/34 combined

Report card

Highs: Balanced, fun-to-drive chassis; new, big screen

Lows: The curse of the CVT; poor screen ergonomics

Overall: 3 stars

 Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Like the Terminator, the Mustang GTD came back.

In August 2024, the 2025 Ford Mustang GTD became the first American-made production car to lap Germany’s famed 12.9-mile Nürburgring race track in under 7 minutes. Not satisfied, the Ford team said it would return for another go. Last month, Mustang’s 815-horsepower beast shattered its own 6.57.7 record by five seconds with a 6:52.1 minute lap.

The feat makes the Mustang GTD the fourth-fastest production sports car to ever lap the so-called Green Hell, trailing only the Porsche GT2 RS, Mercedes AMG GT Black Series and Porsche GT3 RS.

“We’re proud to be the first American automaker with a car that can lap the Nürburgring in under seven minutes, but we aren’t satisfied,” Ford President and CEO Jim Farley said last year after GTD’s first sub 7-minute lap. “We know there’s much more time to find with Mustang GTD. We’ll be back.”

The new time came as the halo Mustang — estimated to cost $325,000 — ramps up for production this spring for customer delivery. Improvements to the car over the August, 2024 test included updated powertrain calibration, chassis stiffening, refined aerodynamics, and reconfigured traction control for better acceleration out of Nürburgring’s corners.

The GTD’s 2024 achievement was celebrated at the New York Auto Show last week where the ultimate ‘Stang was featured in a special exhibit on the show floor detailing the car’s 2024 accomplishment. For its next stop, the display will have to be updated to reflect the new time. The high-speed, roller-coaster, 73-turn track is the benchmark for performance car testing with speeds cresting 180 mph for long stretches.

Like last year, the Nürburgring lap was clocked by Ford pro-race driver Dirk Müller. Along with co-driver Joey Hand, Müller also piloted the Mustang GT3 — the race car version of the production GTD — in North America’s IMSA Weathertech Sportscar series. The pair placed 7^th at the Detroit Gand Prix and 10^th overall for the year.

The Mustang GT3 kicked off 2025 by winning the Rolex 24 Hours of Daytona — following up on an impressive 2024 when it debuted internationally with a third-place finish at the 24 Hours of Le Mans in France.

The winged GTD monster validates Ford’s ambitions to compete against elite sports car brands including Porsche, Ferrari, McLaren, Mercedes, Aston Martin, Lamborghini and Corvette. Ford will also be entering the top-rung prototype class in 2027 to compete for the overall world championship for the first time since the GT40 dominate Le Mans in the late 1960s.

“Motorsports is in Ford’s DNA, back to our founding,” said Ford in a press release. “Our vehicles are bred to race, because there’s nothing better than high-stakes competition with the best in the world for improving quality, reliability, and performance. No current Ford vehicle exemplifies this philosophy like the Mustang GTD.”

The GTD’s 2024 attempt was marred by inclement weather, a common issue in the remote Eifel Mountains where Nürburgring resides.

The lap time closed the gap to the lap times of the Mustang’s Porsche and Mercedes rivals, both of which compete against Ford (along with Chevrolet’s mid-engine Corvette) in the international GT3 class with race versions of their own supercars.

The supercharged 5.2-liter V-8 engine is similar to the mill in the last-generation, 760-horsepower Shelby Mustang GT500 but includes upgrades like a rear-mounted transmission, lightweight carbon-fiber driveshaft, dry-sump oil system and swan-neck rear wing for better downforce. The carbon-fiber-skinned GTD was developed by Ford’s Toronto-based racing partner Multimatic, which also developed the mid-engine Ford GT.

The lap record by a production hypercar is 6:29.1 set by the Formula 1-based Mercedes-AMG ONE. The outright lap record is held by the Porsche 919 Hybrid Evo race car at 5.19.5.

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Summit Point, West Virginia — WAUUGGGGH! At West Virginia’s premier Summit Point Motorsports complex, I wrung the 2025 Volkswagen Golf GTI’s neck through the Jefferson Circuit’s technical Turn 2-3-4-5 complex. The V-dub proved remarkably poised for an oversized shoebox.

At $33K, GTI is an appetizer to an industry performance menu that includes $100K filet mignon steaks like the Porsche 911. But Golf is plenty filling. Savor its recipe of limited-slip front wheel-drive, 273 pound-feet of torque, intuitive steering. Yum.

This talk of food reminds me of a recent dinner conversation with friends that turned to cars.

“Which car should I buy?” asked a successful 27-year-old New Yorker at the table who was about to venture beyond the comfort of Gotham’s public transit system into the vast American frontier of personal transportation.

He wanted something peppy — but with good fuel economy. With utility — but not a cookie-cutter SUV. Stylish — but under $50,000. Around the table we went with suggestions:

BMW 3-series

Ford Mustang GT

Tesla Model 3

When the conversation came to me, I offered my stock response: a hot hatch. Specifically, Golf GTI/Golf R. The OGs.

Like their Honda Civic Si/Type R peers, the twin hotties have it all: fun-to-drive, 30 mpg, cargo utility, cool design, all for $33,000-$50,000. Affordable hot hatches are the Cade Cunninghams of autodom. They can do it all.

“I’ve heard those are really good,” our New York colleague commented.

I offered one caveat: the eighth-generation-and-a-half Golf GTI and Golf R are the first of the V-dub hot hatches to ditch the stick.

“I don’t need a manual transmission anyway,” he replied with a shrug.

But the other enthusiasts at the table went ashen.

A hot hatch without a stick shift?! Especially the sainted Golf GTI? Would Townsend be the same without a guitar? Picasso without a paint brush? Thor without a hammer?

For enthusiasts, GTI’s (and Golf R, which joined the lineup in 2012) stick shift was the straw that stirred the drink. Just as the stick is at the heart of rival pocket rockets like Civic Si, Acura Integra Type  S, Subaru WRX, even the Johnny-come-lately to the segment, GR Corolla.

American consumers in particular coveted the stick, which made up a healthy 35-40% of sales in a car market that has few manual transmissions. But Europe, VW’s home market, has largely moved on from the stick shift with just 3% take. Just 3% in the land of Nürburgring? Was gibt?

VW explains that it is simply following economics — it makes little sense to offer a stick for one market in a small-volume car. And I suspect the brand’s move to electrification is a contributor as well. But this is no average small-volume car. Like the Mazda Miata (also available in stick) it’s the soul of the VW brand.

Even Porsche has flirted with ending the manual, but continues with the GT3 and T models. If GTI/R see a big drop-off in sales as buyers flee to Civic and Corolla (even sibling sedan Jetta GLI still offers a stick) expect the manual to return. Perhaps as a premium upgrade (see Mazda 3).

In the meantime, whether you are a hot hatch neophyte or a grizzled veteran, we’ll have to live with the seven-speed, dual-clutch automatic transmission. The GTI and R are still a hoot.

Performance

WAUUUUGH! Back at Summit’s Jefferson Circuit, I warmed to GTI’s stick substitute — shift paddles behind the steering wheel to shift the dual-clutch automatic’s gears yourself.

Not as much fun to row — but quicker on the upshift so I could better maintain momentum. WHAP! I grabbed 4^th gear on the back straight and — cresting 100 mph — the uphill, right-to-left Turn 13/14 complex came up in a hurry.

Stab the brakes. Downshift to third. The summer tires (standard on the Autobahn model) chirped as I stood the car on its nose. The magic of the GTI’s front, limited slip diff rotated the car and I shot out of the corner with all four tires squealing on to the front straight.

Want more capability? Opt for the 328-horse, all-wheel-drive Golf R — its hind legs augmented by a sophisticated twin clutch pack that can throw 100% of torque to the outside real wheel to rotate on a dime.

Utility

When the track day is done, GTI/Golf R will get you home in comfort. If I brought my three dinner pals along, they would have fit comfortably in the front and rear seats, the Golf’s square back design easy on the neck even for six-footers. Plenty of room in back for folding chairs and picnic food.

When the snow comes, just fold down the second-row sets and throw in four Blizzack winter tires to be mounted at, say, Belle Tire.

Design

The Golf bros are easy on the eyes. Like their Porsche and Audi stablemates, the hot hatch design is simple, timeless. I especially like the GTI’s five fog-light cluster — one on each front corner — a unique design trait. The higher-cost (by a whopping 15 grand) Golf R looks more blunt instrument with its gaping front air dams for better engine breathing — and cannon-sized quad pipes out back. For 2025, it even gets a new Black edition for added menace.

Open the door, however, and the Teutons offer similar, rich interiors with practical living space. New for its 2025 mid-cycle refresh, GTI gets a full red “eyebrow” across the fascia as well as a suite of standard features, including twin digital screens, 12.9 infotainment display, wireless phone apps, adaptive cruise control, blind-spot assist. Echoing the exterior, designers have opted for a simple, streamlined look devoid of volume/climate buttons, which will irk purists.

Again, GTI outdoes Golf R with intuitive, raised steering wheel buttons. Both vehicles sport voice commands so you can order changes like:

Hey, Volkswagen, change the temperature to 70 degrees.

The Germans even have a sense of humor.

“Hey, Volkswagen, tell me a joke,” I said.

“What has four legs and flies?” responded my tester. “Two birds.”

My favorite package? The base GTI S model dressed in Moonstone Grey with classic plaid seats and phone-dial wheels. It all makes for a compelling package that — like its hot hatch competitors — reaffirms GTI/Golf R as two of the best all-around players in the U.S. market.

Now, if we all just write lots of emails to VW urging they #SaveTheManual.

Next week: 2025 Toyota Corolla

2025 Volkswagen Golf GTI and Golf R

Vehicle type: Front-engine, front-wheel-drive (GTI) and all-wheel-drive (Golf R), five-passenger hot hatches

Price: $33,670, including $1,225 destination fee (GTI, $42,295 Autobahn model as tested); $48,325, including $1,225 destination fee (Golf R, $53,731 Black Edition as tested)

Powerplant: 2.0-liter turbo-4 cylinder

Power:  241 horsepower, 273 pound-feet of torque (GTI); 328 horsepower, 310 pound-feet of torque (Golf R)

Transmission: seven-speed dual-clutch automatic

Performance: 0-60 mph, 5.5 seconds (GTI, Car and Driver); 4.0 seconds (Golf R, Car and Driver); top speed, 130 mph (GTI), 155 mph (Golf R)

Weight: 3,250 pounds (GTI, est.); 3,400 pounds (Golf R, est.)

Fuel economy: EPA, 25 mpg city/34 highway/28 combined (GTI); 25 mpg city/34 highway/28 combined (Golf R)

Report card

Highs: Superb chassis control; premium, utilitarian, digital interiors

Lows: Golf R gets pricey; no stick shift

Overall: 3 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

Carlsbad, California — On April 14, San Diego County experienced an earthquake that made national news. It registered 5.2 on the Richter scale. Residents recounted hearing a rumble as loud as a freight train. Floors rattled. Vases fell off tables.

Riding on top of the smooth, adaptive suspension inside the whisper-quiet, three-row Lincoln Navigator, I didn’t feel a thing.

New for 2025, the Navigator land yacht isn’t so much a vehicle as it is a rolling sanctuary. Like a  basement entertainment room, it comes with multi-way lounge chairs, wood accents, 48-inch jumbotron screen and remote voice control. Heck, in San Diego, developers may want to start building homes to Lincoln spec.

Navigator drivers don’t even have to drive.

On Interstate 5, I selected Blue Cruise hands-free drive assist, and Navigator … navigated itself. I settled back into my 24-way La-Z-Boy-like seat, adjusted the headrest and spoke to the Google Built-in assistant:

Hey, Google, tune to Sirius XM Comedy Greats Channel.

A favorite Brian Regan bit popped up on the jumbotron, lighting the cabin with laughter. I selected Mystic Forest from the smaller control screen (one of three odors on offer) and its subtle scent filled the cabin.

Hey, Google, order a Shake Shack burger. With fries, please?

Just kidding, Navigator can’t accept food deliveries. Yet.

Since it inaugurated the super-sized, three-row, truck-based SUV segment in 1998, Navigator has been the patriarch of the Lincoln brand. It’s weathered market storms like $4 gas prices, “What Would Jesus Drive?” activism and government electric-vehicle mandates.

Now it leads a transformed Lincoln family of four SUVs into the high-tech, digital age. Its $100,000 price tag is as exclusive as a six-figure, three-row Tesla Model X — but, like Model X and its entry-level $40K Model 3 sibling, Navigator promises a unique brand experience that should trickle down into every Lincoln, including the entry-level $40K Corsair. On sale now, the Navigator and two-row, midsize Nautilus are the first family members to share the Lincoln Digital Experience.

Like Tesla, the experience centers around a screen, steering wheel and simplified interior.

Elon Musk’s brand reimagined the automotive interior with its Apple phone-simple layout and big center screen. Lincoln has done the same while maintaining lush leather, wood and stitched materials synonymous with the brand. Black Label trims turn up the decadence — for example, the Atmospheric theme wows with quilted seats, ash wood, and copper accents echoed in its 24-inch wheels.

The sleek cabin is uncluttered by door-mounted seat controls or climate knobs. These features have been moved on to the console controller screen and steering wheel. Like a Tesla, the ergonomics take a moment to learn (and drive some traditionalists mad), but the reward is one of the coolest interiors in autodom.

While the A-pillar to A-pillar screen is the focus, the steering wheel is a work of art. Lincoln took a page from Corvette’s book by designing a square wheel so the driver can better see the horizontal screen. The two-spoke steering wheel is clean and deceptively simple.

I moved my thumb over the left spoke touchpad and avatars illuminated on the jumbotron to adjust Blue Cruise speed, radar distance. On the right spoke touchpad, my right thumb adjusted mirrors, steering wheel, even pedals. Like a Tesla.

Why the Tesla obsession? The digital generation has made the Model Y SUV and 3 sedan the nation’s No. 3 and No. 12 best-selling, respectively, non-pickup vehicles. After a year in the market, the redesigned Nautilus’ buyers are already trending eight years younger. Want traditional ergonomics with a dash jumbotron? Buy a Cadillac Escalade.

Lincolns are now vehicles that symbolize 21^st-century tech — not just a 19^th century president. The Navigator console screen even comes with tutorial videos to walk you through the tech toys — even simulating while parked what it’s like to drive Blue Cruise.

What is not Tesla-like is Navigator’s drivetrain. Family-focused Lincolns are gas-powered, and that’s a good thing.

I never sweated range anxiety during my day across southern California. The mega-ute uses the same twin-turbo V-6 drivetrain as its Ford F-150 pickup cousin, and its 510 pound-feet of torque and 519 miles of range are plenty capable.

When I wasn’t being chauffeured around on Blue Cruise, I dipped into Navigator’s library of drive modes (ECO, SLIPPERY, SPORT, SAND, EARTHQUAKE — kidding about that last one) and selected SPORT, which tightened the suspension and lowered the V-6’s mighty voice.

GROWWWWWL! went the four pipes out back, and the land yacht made waves. The coddled second and third-row passengers may protest, however.

The rear-seat spaces are as comfortable as the front and therein lies the appeal of the Navigator (and Cadillac Escalade and Jeep Grand Wagoneer) over all other luxury chariots in the six-figure space.

I got back!

If I were a kid on a family trip, I’d call dibs on the third-row bench seat. Let my other sibling(s) have the second-row captain’s chairs.

It is palatial back here. I rode for hours in the back bedroom — er, row — and had everything I needed.

Legroom for my 6-foot-5-inch legs? Check.

Reclining seats? Check.

Seat heater? Check.

Room to lie down and take a nap? Check.

USB-C ports? Check, two on each side.

Cupholders? Check, two on each side.

Burger and french-fry holder? Check, dish on both sides.

Panoramic roof? Check, standard on all Navigators bringing the sunshine in.

Middle armrest? Check.

Coat hook? Check, four of them: two on each side and two in the back of the second-row seats.

Wait, what? Coat hook, Payne?

I told you this is a rolling domicile. The third row even has access to the rear cargo area’s 110-volt outlet so I could plug in my laptop. Eat your heart out, second row.

The cargo hold bears more goodies like a split tailgate (complete with seatback) so that Mrs. Payne and I could sit in back and watch, say, a school soccer game (the tailgate holds up to 500 pounds). A spare tire is underneath and more cargo room is available with the long wheelbase model.

The drive modes on the 2025 Lincoln Navigator are a two-step process: push the button on the console, then choose the mode in the control screen.

Henry Payne, The Detroit News

I arrived in the small town of Julian in the Cuyamaca Mountains where the epicenter of the earthquake had been earlier in the day. TV news crews were crawling all over town quizzing residents about their shaky morning. The hill town is also epicenter to the world’s best apple pie maker: Julian Pie Company.

I ordered a warm slice and devoured it on the spot. Or I could have dined while driving hands-free back to San Diego. Hey, Google, play “American Pie” by Don McLean.

Next week: 2025 Toyota Corolla FX

2025 Lincoln Navigator

Vehicle type: All-wheel drive, four-door, seven- or eight-passenger SUV

Price: $101,990, including $1,995 destination charge ($108,355 Reserve as tested)

Powerplant: 3.5-liter turbocharged V-6

Power: 440 horsepower, 510 pound-feet of torque

Transmission: 10-speed automatic

Performance: 0-60 mph, 5.3 seconds (Car and Driver); towing, 2,000 pounds

Weight: 5,929 pounds (standard length model as tested)

Fuel economy: EPA 15 mpg city/22 highway/17 combined (AWD)

Report card

Highs: Tech-tastic interior; comfort in all three rows

Lows: Touch controls take getting used to; priced for the few

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.

New York — The New York International Auto Show celebrates its 125^th birthday this year and the auto-palooza has it all with a display of classics, concepts, supercars, race cars, electric vehicle test tracks, and outdoor off-road tracks.

Well, almost all.

Missing are manufacturers like BMW, Mazda, Cadillac, Jaguar, Volvo, Land Rover, Tesla and Rivian that decided to sit out the birthday party. Showgoers will still enjoy plenty of eye candy including the epic Hudson Yards development across 11^th Avenue. With multiple skyscrapers (I swear a new one goes up every month) 9 million-square feet of office space, a mall, and more restaurants than Metro Detroit, the development has transformed Manhattan’s west side skyline.

No longer an isolated convention center, Javits-on-the-Hudson is part of a triangle of activity with Times Square to its northeast and Hudson Yards on its south flank. Inside are three floors of automotive toys.

Here are the highlights.

A (noisy) EV test track. VROOOOOOM! Sitting shotgun in a Dodge Charger Daytona, I was pinned to my setback as the brand’s first EV hit 40 mph after launch control before Graham Hooper — a Hollywood stunt driver — slammed on the brakes and rotated it through a series of turns. SCREEEEEE! “This is by far the most fun I have had in an EV! Ever!” yelled Hooper over the roar and screaming tires.

There are 18 EVs for showgoers to choose from on the test track. But only the Dodge EV has an external, so-called Fratzonic Exhaust Chamber that simulates the sound of an engine. A V-8 engine. The other EVs are silent. VROOOOM!

Bronco/Wrangler unbridled. If you want real V-8 sound, head outside to the Camp Jeep test track where you can jump into an insane Wrangler 392 and ride around the rollercoaster-like structure. Ford offers a similar Bronco Build Wild so you can experience its Bronc dirt-kicker. The rides pause at the top of the coaster hill so you can ogle the taller scrapers nearby.

Porsche 911 hot rod. Between the outdoor and indoor test tracks is a sprawling R2XPO display of modified cars. Front and center is a Porsche 911 (sixth, 997 generation) ready to be transformed on April 23-24 during public week by Japanese mod legend Akira Nakai using a wide-body kit and enormous, 13-inch-wide rear tires. Not only will the 911 get the Dodge Hellcat-like widebody, it’s been stuffed with a 650-horse, Chevrolet LS3 V-8 engine in back. Its a Porsche with a Motown accent.

125^th birthday party. To celebrate, show organizers have brought 13 models representing 13 decades of automotive innovation. The lineup stretches from a 40-horsepower 1909 Cadillac Model 30 to a 502-horse 2022 Porsche 911 GT3. In the middle are a pair of silver, split-window, 1963 Corvettes. Yum. Other brands represented? Ford, Dodge, Mercury, Pierce Arrow, Mercedes, Pontiac, Chevrolet (a Volt in addition to the ‘Vettes), DeLorean, Acura and Bugatti.

The first Chrysler. Want more history? The first Chrysler made was the 2024 Six which, legend has it, Walter P. Chrysler himself drove to the New York Show in January 1924. It’s in the Stellantis display right next to the only Chrysler model built today, the Pacifica minivan.

Big Mack. The venerable truck company is also celebrating its 125^th birthday. Mack was founded in 1900 by the Mack bothers in Brooklyn (now headquartered in Greensboro, North Carolina). The show celebrates with a restored 1925 AB model complete with 34 horsepower and solid rubber tires. The original customer? Ely and Walker Dry Goods Company in St. Louis.

Rolls and Bentley. Only in New York. Rolls and Bentley have their own stand between Honda and Toyota. The assembled $400k sedan, SUV and convertible chariots are waiting for the gazillionaires who occupy the Hudson Yards sky suites across the street.

Sports cars. Speaking of Toyota, the brand’s big disply has a football theme. The Japanese brand is the official car of the NFL, and flag football will debut as an official sport of the 2028 Summer Olympics in Los Angeles. It’s the league’s nose under the Olympic tent as it intends to expand American football globally. Toyota isn’t the only pro sports league sponsor on the floor. Kia sponsors the NBA, Honda the NHL, and Chevrolet Major League Baseball.

Chevy Equinox. No, you’re not seeing double. There are two Equinox RS utes on the floor — one EV, the other internal combustion powered. They are distinguished by design — EV sleek vs. ICE chunky truck chic. Also different? The prices: The EV model costs about $13k more.

Super-ru. Japan’s wee auto company has the show’s most epic stage. Walk through the forest of trees and chirping (fake) birds and you’ll find a new EV (Trailseeker), updated EV (Solterra) and the big draw, the redesigned Outback station wagon. The latter was the talk of media week with its blocky design that screams off-road SUV. The all-terrain-tired Wilderness model looks like it could climb Mt. Everest.

Ford’s power pony. The Mustang GTD is a $300,000-plus, 815-horsepower rocket ship and the first U.S. stallion to record a sub-7 minute lap around the world’s most fearsome track, Germany’s 13-mile, 170-turn Nürburgring. Ford celebrates the accomplishment with a special display, and the ‘Stang looks like no other with its huge rear wing, front splitter and aero wardrobe.

King Corvette. Gotham is renowned for its exotic European car stable. This year you can feast on everything from a $3 million Koenigsegg to a $600k Lamborghini Reveuelto and $350k Ferrari 296. But stroll over to GM’s display and you’ll find a Chevy that will smoke any of them.

The $174,995, mid-engine ZR1 hypercar is the King of Corvettes with an insane 1,064 ponies and 233-mph top speed. Don’t expect that Mustang American Nürburgring record to last long.

K4 hatched. If the Chevy’s still too rich for your blood, check out Kia. The hatchback is sibling to the $23,165 K4 sedan that has been the Korean brand’s best seller this year. The hatch gives the compact a double threat in the market like the Mazda 3 sedan/hatchback or Honda Civic sedan/hatch. It shares K4’s Cadillac CT5-like styling, hoodless dash screens and engines — but adds 7 cubic feet of cargo space. Hey, Kia, how about a hot-hatch version to rival the new 2026 VW Golf GTI on display?

Italian stallion. The Stellantis-owned Italian supercar brand oozes sex appeal with a lineup of hotties including a purple GT2 Stradale. Translation: Road-going version of Maserati’s mid-engine GT2-class race car. This beast makes 631 horsepower with enhanced aerodynamics and scissor doors. New York cops ticket it just standing still.

Genesis Hypercar. Hyundai will enter the endurance racing wars in 2027 with the GMR-001 hypercar, South Korea’s first effort to conquer the high bankings of the 24-Hour Le Mans and Daytona endurance races. Look under its sleek orange skin and you’ll find Formula One-like keel wing aero tweaks and a twin-turbo hybrid V-8 to take on front-runners from Porsche Penske and Cadillac.

Hyundai family. Hyundai shows off its all-new, three-row, Palisade ICE SUV for the first time — alongside the (Big Apple) debut of its three-row, electric Ioniq 9, which was first seen in L.A. last fall. Like Chevy, Hyundai and Kia are committed to producing parallel ICE and EV lines to gauge customer preference. For now, the Palisade — available as a 600-mile-range hybrid for the first time — has the upper hand as one of the best-selling three-rows in the United States. “The only thing that matters to customers,” said Hyundai North America product chief Olabisi Boyle, “is how far they can go, and how easily they can get there.”

If it’s easy to get there, check out the New York Auto Show, which runs through April 27.

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or @HenryEPayne.