Running a magazine takes serious hustle—and when you add in raising a 16-year-old son and a 12-year-old daughter, I need a rig that can keep up with my life. Nothing says “getting it all done” quite like a 777-horsepower supercharged V-8. I am absolutely thrilled to see gas-powered SRT performance returning to the center stage where it belongs. School drop-offs are about to get a whole lot faster.

Here is the full breakdown of the lineup that is putting V-8 muscle back on the map.

The Lineup: Four Ways to Fly

Ram isn’t just dipping a toe in the water; they are diving in with four distinct trim levels, all packed into an exclusive Quad Cab/short bed configuration that shaves 13 inches off the wheelbase for razor-sharp handling.

• Rumble Bee: Powered by the proven 5.7-liter HEMI V-8 (395 hp / 410 lb.-ft. torque).
• Rumble Bee 392: The first time the Ram 1500 platform gets the legendary 6.4-liter 392 HEMI V-8 (470 hp / 455 lb.-ft. torque).
• Rumble Bee 392 Track Pack: Adds an electronic spool differential, track-tuned air suspension, and severe aero upgrades.
• Rumble Bee SRT: The apex predator. A 6.2-liter supercharged Hellcat HEMI V-8 pushing a mind-blowing 777 horsepower.

Performance by the Numbers

The top-tier Rumble Bee SRT is now the quickest, fastest, and most powerful V-8 production pickup ever created. It rockets from 0-60 in just 3.4 seconds and is chasing a targeted top speed of 170 mph.

Engineering & Aero: Built for the Track, Ready for the Street

Ram engineers completely overhauled the chassis to make the Rumble Bee handle like a true muscle car, widening the track and stiffening the frame.

• Massive Rubber: The SRT variant rides on exclusive 22-by-12-inch wheels wrapped in 325/40R22 all-season tires—the widest combination Stellantis has offered since the Viper.
• Serious Stopping Power: Up front, the Track Pack and SRT models feature 16.1-inch inverted hat rotors clamped by six-piston Brembo performance calipers.
• Active Aero: Pushing a truck to 170 mph requires serious downforce. Ram added a 4.5-inch SMC front splitter, aerodynamic belly pans, and an aggressive 80mm swept rear tailgate spoiler to generate 192 pounds of positive downforce at top speed.
• RWD Mode & Launch Control: Every Rumble Bee features full-time active 4WD with a dedicated button to disconnect the front axle for pure, tire-smoking rear-wheel-drive fun. The 392 Track Pack and SRT add a dedicated Launch Control button for flawless dragstrip starts.

Inside the Hive: Sinister and Purpose-Built

The interior of the Rumble Bee lineup ditches the work-truck vibe for a pure, driver-focused cockpit. Across all models, you’ll find a flat-bottom performance steering wheel, aluminum paddle shifters, and a G/T console shifter.

Step up to the SRT, and the cabin is drenched in premium Natura Plus leather, suede, and Carbon Fiber Deco trim. Unique Desert Orange stitching pays homage to the orange-painted Hellcat engine block lurking under the hood. For the tech enthusiasts, the SRT and 392 models feature a massive portrait-style Uconnect screen (up to 14.5 inches), a full-color Head-Up Display (HUD), customizable digital gauge clusters, and an ear-shattering 19-speaker Harman Kardon audio system with a 10-inch subwoofer.

A Generational Leap: 2027 vs. The Original

For those of us who fondly remember the V-10 Viper truck, the progress Ram has made over the last two decades is staggering.

The 5.7-liter Rumble Bee will start hitting the streets in late 2026, with the 392 and the monstrous SRT arriving in the first half of 2027. It’s time to start clearing out some garage space—the golden era of muscle trucks is officially back!

Originally teased as a one-off concept at the 2025 Easter Jeep Safari, the enthusiast response was so loud that Stellantis actually listened and put it into production. Serving as the halfway point (the sixth release) in their yearlong “Twelve 4 Twelve” campaign, the Rewind editions prove that Jeep knows exactly how to hit us right in the feels while delivering the modern capability we actually need for the weekend trails and the daily carpool.

The design team completely leaned into the era of roller skates, 8-bit arcade games, and bold geometric patterns (yes, think of those iconic ’90s food court cups). But they managed to pull it off with a premium touch.

• The Stance: Gold accent wheels and matching gold tow hooks give it a totally unique, retro-forward pop against the painted body-color fender flares.
• The Graphics: Multicolor exterior decals that look like they were pulled straight from the mixtape era.
• The Cabin: Inside, you get bespoke Nappa Leather seats featuring 8-bit arcade-inspired embossing, era-appropriate accent stitching, and a very cool dot-matrix-inspired shift knob cap.

As we’ve seen with previous test drives, the Willys trim is the absolute sweet spot for getting serious off-road hardware and an aggressive look without completely breaking the bank. The Rewind editions are built directly on this proven foundation. This isn’t just a flashy sticker package; you are still getting genuine trail credibility:

• Steel rock rails and aggressive off-road tires.
• A locking rear differential and Off-Road+ mode.
• Trailer hitch and programmable auxiliary switches.
• Modern creature comforts that we didn’t have back in the day, like the 7-inch driver display, heated front seats, a heated steering wheel, and remote start.

The Rewind package is available on both the Wrangler and the Gladiator, meaning you can get that open-air pickup utility wrapped in a serious retro aesthetic.

The limited-run color palette includes a mix of vibrant and classic shades: Bright White, Granite Crystal, Gloss Black, Hydro Blue, Joose, Reign, Earl (Wrangler only), and of course, that gorgeous Anvil grey we absolutely love on the Gladiator.

The best part? This entire nostalgia trip is priced at just $1,900 over a comparably equipped Willys model. Order banks open in May, which is the perfect time to secure one for summer cruising. Who’s ready to dig out their old CDs?

Fresh off the floor at the 2026 New York International Auto Show, Dodge pulled the covers off the 2026 Dodge Durango GT America250 (A250) Edition. As the first vehicle to roll out under Stellantis’ official partnership with the America250 celebration, it’s dripping with unapologetic, Detroit-built attitude.

Patriotism Meets Performance

Dodge didn’t just slap a flag decal on the tailgate and call it a day. For the first time on the GT trim, they’ve raided the top-tier parts bin to elevate the cabin. The A250 interior features premium Black Laguna leather seats with a wild blue perforation that pops through the inserts, an embossed American flag, and Demonic Red seatbelts that bring that signature Mopar aggression. Add in a tricolor-stitched steering wheel and forged carbon-fiber appliqués, and the interior feels significantly more upscale.

On the outside, the aggressive stance is dialed up with 20-inch Black Noise wheels, custom fender badging, and exclusive star-pattern dual stripes with blue tracer accents. If you want the stripes, you’ll need to spec it in White Knuckle, though Red Oxide, the dark blue Night Moves, Destroyer Gray, and Diamond Black are also on the menu.

Under the Hood: Pick Your Power

Because it’s a modern Dodge, you get to choose your level of rowdy across three AWD trim levels:

• Durango GT Plus: The reliable workhorse Pentastar V-6 pushing 295 horsepower and 260 lb.-ft. of torque.
• Durango GT HEMI® Plus: Stepping up to the legendary 5.7-liter V-8 HEMI, delivering 360 horsepower.
• Durango GT HEMI Premium: The fully loaded experience, bringing top-spec tech and convenience features to the HEMI powerplant.

Builder’s Note: If you’re planning on hauling a trailer full of project car parts or a boat to the lake, the GT HEMI models can be optioned with the Tow N Go package, unlocking a best-in-class 8,700 lbs. of towing capacity.

The Details

Built proudly at the Detroit Assembly Complex, the Durango A250 is a fitting tribute to American automotive heritage. The order banks open in early April.

• GT Plus V-6 AWD: Starts at $49,590
• GT HEMI Plus AWD: Starts at $51,270
• GT HEMI Premium AWD: Starts at $54,270 (Note: MSRP excludes tax, title, and fees).

If you’re looking for a way to haul the crew while still commanding respect at the next cruise-in, this limited-edition Durango might just be your perfect patriotic daily driver.

The 2026 Ram 1500 Rebel X rejoins America’s most competitive off-road half-ton lineup, blending trail-ready hardware with real-world comfort and tech in a way that feels purpose-built for enthusiasts who actually use their trucks.

This isn’t a decal package. This is the Rebel turned up.

What Makes Rebel X Different?

Offered as an upgrade package to the Ram 1500 Rebel equipped with the Level 2 Equipment Group and the 3.0L S.O. Hurricane Twin Turbo I-6, the Rebel X adds meaningful performance and interior upgrades without pushing into TRX-level pricing.

At its heart is the S.O. Hurricane Twin Turbo inline-six, delivering a stout 420 horsepower and 469 lb.-ft. of torque — more than enough to keep things interesting both on-road and off.

But the real story? The details.

Rebel X builds on the Level 2 Equipment Group with:

• Dual-pane panoramic sunroof
• Console-mounted leather-wrapped performance shifter
• Steering wheel-mounted paddle shifters
• Premium leather/vinyl bucket seats with red accent stitching
• Red-accented glass-encased “Rebel X” console badge
• Exclusive “Rebel X” bedside graphics

It’s aggressive without being overdone — exactly how a Rebel should feel.

Trail Tech That Actually Matters

The Rebel has always been capable. The Rebel X adds something new: Rough Road Cruise Control — exclusive to this package.

This advanced system uses adaptive speed control and adjustable steering weight to maintain consistent speed over uneven terrain (up to 20 mph). Instead of feathering throttle constantly, drivers can focus on wheel placement and obstacle management.

For anyone who has crawled rocky trails or navigated rutted forest roads, you know how big that is.

Standard Rebel off-road hardware remains intact:

• 1-inch factory lift
• Bilstein monotube shocks (front and rear)
• Electronic locking rear differential (E-locker)
• Underbody skid plates
• Front tow hooks
• Black 18-inch wheels wrapped in 33-inch all-terrain tires

This is still a real-deal off-road truck — not a mall crawler.

Tech & Comfort: No Compromises

Modern Ram interiors continue to set the benchmark in the full-size segment, and Rebel X benefits fully:

• 12.3-inch digital instrument cluster
• Massive 14.5-inch Uconnect 5 touchscreen
• 19-speaker Harman Kardon premium audio
• Class-exclusive 10.25-inch passenger display
• Dual wireless charging pads
• Heated and ventilated front seats
• Heated rear seats
• Heated leather steering wheel
• Eight-way power passenger seat with lumbar

It’s rugged outside. Refined inside. That balance is what has defined Ram’s recent success.

Introducing Tank Clear-Coat

Rebel X also debuts Tank Clear-Coat, a new military-inspired green that fits the Rebel personality perfectly. The color expands across select Ram 1500 models for 2026 — and if you’ve been craving something tougher than traditional metallic greens, this one hits the mark.

Pricing & Availability

Orders are officially open, with pricing starting at $71,930 (including destination) and including the Rebel Level 2 Equipment Group.

For buyers who want the full Rebel experience — more tech, more comfort, more exclusivity — without stepping into TRX territory, Rebel X lands right in that sweet spot.

The Modern Mopar Magazine Take

As a long-time Mopar publication, we love seeing performance and capability driven by owner demand. The Rebel X doesn’t feel like a marketing experiment — it feels like a response to real-world buyers who wanted the right mix of capability and content.

And when Ram leans into enthusiast feedback? That’s when the best trucks happen.

Would you spec yours in Tank Clear-Coat, or go classic black or white?

Let’s be honest—the new Charger has had a rough introduction to the Mopar faithful. Between the controversial new body lines and the heavy focus on the EV launch, it’s been a tough sell for the purists. But with the gas-powered SIXPACK engines finally hitting the order books, we’re seeing the first signs of traditional muscle car DNA returning to the lineup.

Today, Dodge announced they are leaning into that heritage with new factory-customization options for the 2026 Charger Scat Pack and R/T models. If you are planning to pick up one of the new Hurricane-powered options, you can now order them with a little more visual attitude straight from the factory.

The “Satin Black” Treatment First up is a new Satin Black Hood Graphic. For $395, this adds a high-contrast accent to the sculpted power dome (the center area of the hood). It’s a classic Mopar look that breaks up the body color and highlights the lines of the front end. It’s available now for the SIXPACK models and gives the car a much more aggressive, two-tone aesthetic that reminds us of the T/A and Daytona packages of the past.

The Return of the Fratzog (with a Twist) Dodge is also rolling out Fratzog Dual Stripes for the gas-powered lineup. We know the “Fratzog” logo has been the face of the new “electric muscle” era, but Dodge is porting it over to the ICE (Internal Combustion Engine) models as a heritage play.

These aren’t just solid vinyl strips. The stripes feature a repeating pattern of the Fratzog logo inside the stripe itself, along with red trim accents. They run $1,695 and are designed to work on both steel roofs and the full-glass roof options. Interestingly, if you have the glass roof, the pattern is designed to be visible from the inside of the car looking out.

Mopar Accessories Ramp Up Matt McAlear, Dodge’s CEO, noted that this is “just the beginning” of the factory personalization program. Mopar is gearing up to release more exterior bits, including bodyside graphics, bright pedal covers, and—most importantly—cat-back exhaust kits to help that Hurricane engine find its voice.

The Bottom Line Dodge is clearly trying to bridge the gap between the new design language and the customization culture that made the previous generation Charger and Challenger so popular.

We want to hear from you: Does a blackout hood and a stripe package help the new body style grow on you, or are you still not sold on the 2026 look? Let us know in the comments.

We’ve spent quality time with the Demon, both on the street and doing exactly what Dodge designed it to do: annihilate a drag strip. This isn’t just a Hellcat turned up to 11. It’s a factory-built, warranty-backed drag car that somehow still has turn signals.

Features: A Drag Car With a VIN

At the heart of the Demon is a heavily reworked version of the familiar 6.2-liter supercharged HEMI V8—but calling it “familiar” feels wrong. Dodge upgraded nearly everything that matters:

• Supercharger: 2.7-liter (up from the Hellcat’s 2.4L), pushing up to 14.5 psi
• Output:
  • 808 hp / 770 lb-ft on 91-octane pump gas
  • 840 hp / 770 lb-ft on 100+ octane race fuel
• Redline: 6,500 rpm
• Transmission: TorqueFlite 8HP90 8-speed automatic, beefed up for abuse
• Driveline: Reinforced driveshaft, upgraded differential, stronger half-shafts

Dodge didn’t stop at raw horsepower. The Demon introduced a suite of firsts for a production car:

• Factory TransBrake (activated via paddle shifters)
• Torque Reserve, which preloads the driveline and supercharger at launch
• After-Run Chiller, using the A/C system to cool the intercooler after shutdown
• Power Chiller, redirecting A/C cooling to the intake charge under load

The result? Dodge-certified numbers that still sound fake years later:

• 0–60 mph: 2.3 seconds
• Quarter-mile: 9.65 seconds @ 140 mph (on race fuel)

Yes, it literally lifts the front wheels. Dodge even supplied the NHRA paperwork to certify it as the world’s first production car capable of a wheelie.

Styling: Function Over Flash (But Still Mean)

Visually, the Demon takes the Challenger widebody look and turns the aggression dial all the way clockwise. The most obvious feature is the Air-Grabber hood, crowned with the largest functional hood scoop ever fitted to a production car. At wide-open throttle, it feeds cooler, denser air directly into the supercharger—up to 173 cubic feet per minute more than a Hellcat.

Other standout design cues include:

• Widebody fender flares, accommodating massive rubber
• Lightweight 18×11-inch wheels at all four corners
• 315/40R18 Nitto NT05R drag radials, factory-installed and street-legal (barely)
• Demon-specific badging, including the now-iconic snarling devil emblem

Dodge also obsessed over weight savings. Depending on how you spec it, the Demon can shed more than 200 pounds compared to a Hellcat:

• Rear seat delete (standard)
• Front passenger seat delete (no-cost option)
• Trunk carpeting delete
• Minimal sound deadening

Air conditioning and the 8.4-inch Uconnect infotainment system were optional—and cost exactly one dollar each. That’s not a typo. Dodge wanted owners to choose comfort.

Performance: Built to Do One Thing—Perfectly

On the street, the Demon is surprisingly civilized—until you dip into the throttle. Below that, it idles with a cammy lope, the supercharger whining like it’s impatient. But let’s be honest: this car lives for the drag strip.

Engage Drag Mode, heat the rear tires, activate the TransBrake, and the Demon becomes a physics experiment. Launches are violent but controlled, thanks to drag-specific suspension tuning, adaptive Bilstein dampers, and that massive tire footprint.

The steering feels lighter than a Hellcat’s, partly due to the skinny front runners included in the Demon Crate (more on that in a second). Braking is handled by Brembo hardware that’s more than adequate—though repeated hard stops will remind you this is not a road-course toy.

Ownership: Extreme, But Thoughtfully So

Dodge limited production to 3,300 units total:

• 3,000 for the U.S.
• 300 for Canada

Every Demon came with a serialized build plaque, and every owner received the now-legendary Demon Crate, a factory-included, Dodge-licensed kit containing:

• Skinny front wheels with tires (for drag racing)
• High-performance jack
• Cordless impact wrench
• Torque wrench
• Tire pressure gauge
• Laptop mount and ECU unlock cables
• Performance control module for race fuel

Living with a Demon requires a bit of commitment. Those Nitto drag radials wear quickly, don’t love cold weather, and will happily hydroplane if you’re careless. Insurance companies know exactly what this car is. Maintenance is Hellcat-adjacent, but consumables—tires especially—add up fast.

That said, Dodge didn’t abandon owners after delivery.

Dodge-Licensed Post-Sale Components

Through Mopar and Direct Connection, Dodge has continued to support Demon owners with factory-backed performance and restoration parts, including:

• Direct Connection engine components (superchargers, internals, controllers)
• Drag Pack wheels and accessories
• Replacement Demon-specific body panels and graphics
• Serialized Demon Crate replacement items
• Harness Bar and Harness Belts through licensed vendor Speedlogix
• Performance calibration tools and race-oriented hardware

This matters, because it keeps the Demon in a rare category: a modern collectible that can still be serviced, raced, and restored using factory-authorized parts.

Final Thoughts: A Muscle Car Mic Drop

The Challenger SRT Demon wasn’t built to chase Nürburgring lap times or win comparison tests. It was built to dominate one very specific arena—and it did so with unapologetic excess and engineering brilliance.

From its outrageous factory specs to its drag-strip-first design philosophy, the Demon represents a high-water mark for internal combustion muscle. Dodge didn’t just build a fast car. They built a statement, handed you the keys, and said, “Go prove it.”

Years later, the Demon still feels unrepeatable. And honestly? That’s exactly how legends are supposed to feel.

The Heart of Darkness: Supercharged HEMI Power

At the core of the Hellcat beats a 6.2-liter supercharged HEMI V8 that produces an absolutely insane 717 horsepower and 656 lb-ft of torque. That supercharger alone displaces 2.4 liters and spins at up to 14,600 rpm, force-feeding the beast with 11.6 psi of boost.

This isn’t some detuned engine borrowed from another platform—this is purpose-built American muscle designed to embarrass supercars costing three times as much.

Performance Numbers That Speak Volumes

The Hellcat doesn’t just sound good on paper—it delivers brutal real-world performance:

• 0-60 mph: 3.6 seconds
• Quarter-mile: 11.2 seconds at 125 mph
• Top Speed: 199 mph (electronically limited)
• 60-0 braking: 108 feet with available Brembo brakes

These numbers put the Hellcat in legitimate supercar territory, all while maintaining the classic muscle car attitude and that unmistakable HEMI rumble.

Transmission and Drivetrain

Power gets to the pavement through your choice of a 6-speed manual transmission (for the purists) or an 8-speed TorqueFlite automatic that’s been beefed up to handle the Hellcat’s monstrous output. Both transmissions feature launch control to help you achieve those blistering acceleration times without destroying the drivetrain.

The rear differential is a heavy-duty 9.92-inch unit with electronic limited-slip capability, ensuring maximum traction when you’re putting all that power down.

Handling and Suspension

Don’t let anyone tell you the Hellcat is just a straight-line monster. The adaptive Bilstein suspension keeps this 4,500-pound beast planted through corners, while the available widebody package adds 3.5 inches of width and accommodates massive 305mm tires at all four corners.

The performance-tuned electric power steering provides surprising feedback for a car this size, and the available six-piston Brembo brakes up front haul you down from triple-digit speeds with confidence.

Track-Ready Technology

The Hellcat comes loaded with performance tech:

• Launch Control: Optimizes acceleration from a standing start
• Line Lock: Locks the front brakes for epic burnouts and tire warmup
• Drive Modes: Street, Sport, Track, and custom settings adjust throttle response, transmission behavior, and stability control
• Performance Pages: Real-time monitoring of boost pressure, coolant temps, 0-60 times, and more

Fuel Economy (Or Lack Thereof)

Let’s be honest—you don’t buy a 717-horsepower muscle car for fuel economy. The EPA rates the Hellcat at 13 mpg city and 22 mpg highway. But when you’re having this much fun, who’s counting?

The Bottom Line

The Dodge Challenger SRT Hellcat represents everything we love about American muscle cars: massive power, aggressive styling, and performance that embarrasses cars costing twice as much. With 717 horses on tap and a supercharger whine that’ll make your spine tingle, the Hellcat isn’t just fast—it’s an experience.

Whether you’re launching at the drag strip, carving canyon roads, or just making your daily commute infinitely more exciting, the Hellcat delivers thrills that few cars at any price can match. This is Mopar performance at its absolute finest.

Long live the Hellcat. Long live American muscle.

• James Pranis, Pennsylvania: 1968 Dodge Charger (Big Tire)
• Peter Bokedon, Michigan: 1972 Dodge Dart (Small Tire)

Big Tire Winner
Lil Jimmer Kline, Michigan: 1966 Pontiac GTO

Small Tire Winner
Alen Danial, Michigan: 1979 Chevrolet Malibu

In addition to the street-legal drag racing, celebrities, local sheriffs and NHRA racers also hit the drag strip on Woodward Avenue this weekend.

The team of Leah Pritchett and David Freiburger won the celebrity showdown challenge, with a $10,000 prize purse donated to United Way. In total, $21,210 was donated to United Way for Southeastern Michigan through the celebrity showdown challenge, charity auction and raffle tickets.

Macomb County Sheriff Anthony Wickersham defeated Oakland County Sheriff Michael Bouchard in the ‘Sheriff Showdown,’ an old-school grudge match on Woodward Avenue on Saturday, where they each drove a 2019 Dodge Challenger SRT Hellcat Redeye with respective County decals.

Leah Pritchett in her NHRA Top Fuel Dragster and Matt Hagan in his Dodge Charger SRT Hellcat Widebody NHRA Funny Car wowed the crowd with exhibition runs.

On Friday and Saturday, the Mopar Career Automotive Program (CAP) public booth spread awareness of the program, which is designed to develop the most highly skilled service technicians in the auto industry. Mopar CAP hosted 20 students and 20 metro-Detroit area dealers to network for dealership placement after the completion of the program. Approximately 1,000 interested prospects received information regarding the Mopar CAP program during the “Roadkill Nights Powered by Dodge” event.

This specific loaner showed up in Anvil Grey, which, in my opinion, is an absolutely gorgeous color. (I really wanted Anvil when I bought a ’17 Grand Cherokee Trailhawk, but ended up with Rhino which was also cool.)

The Willys package always hits the sweet spot for styling, with the blacked-out wheels, a black grille and exterior accents. It completely transforms the stance and makes the Gladiator look significantly more expensive than its actual sticker price.

Step inside, and you’re met with the standard “new” Wrangler and Gladiator interior—which is to say, it’s remarkably nice. Jeep has completely elevated the cabin with modern touches, most notably that massive new 12.3-inch horizontal touchscreen dominating the dash. It feels premium, quick, and lightyears ahead of the older generations (and it handles Apple CarPlay flawlessly).

But the absolute best part of the interior design? Jeep didn’t jump on the trend of burying every single function inside a digital menu. Unlike so many other modern vehicles where you have to tap a screen three times just to turn down the AC or adjust your heated seats, the Gladiator is still packed with hands-on, physical buttons. From the chunky climate control dials and center-mounted window switches to the dedicated off-road toggles and the beefy manual transfer case shifter, you have immediate control over the vehicle.

From a practical, daily-driving perspective, you immediately notice the length. Parking requires that typical wide-swinging pickup truck math, but that’s exactly what you sign up for when you want a bed on the back. What really surprised me, though, was the ride quality. I fully expected an unweighted Jeep truck to have a light, jumpy back end over bumps, but the suspension felt remarkably planted and composed, even when the bed was completely empty. It handled the highway runs and local errands with ease and was a pleasure to drive.

You can’t have a Willys sitting in the driveway and not take it off the pavement. I took it out into the wild at the J.W. Corbett Wildlife Management Area to see how it handled the local terrain. While South Florida woods don’t offer extreme rock-crawling or any true off-roading, Corbett provides plenty of mud to play in. The Gladiator ate it all up effortlessly. It was genuinely enjoyable to wheel through the trails, and it felt just as sure-footed cruising back home on the pavement in the rain.

After a week of driving it, my takeaway is this: The Gladiator is built for the person who loves the Jeep lifestyle but absolutely needs a bed. If you want the iconic styling, the off-road capability, and a place to toss muddy gear, wet dogs, or oversized shop supplies, it is an absolute no-brainer. For those who want that unmistakable Jeep freedom with the added utility of a tailgate, the Gladiator Willys completely delivers.

Besides the color, I was immediately drawn to the wheels. It came equipped with my all-time favorite Alfa Romeo wheels – the 5-holes, which were finished in a sleek black with machined faces. These wheels really make a statement, giving the car an aggressive look that’s hard to ignore, with the large red brake calipers in full view.

Let’s talk about the driving dynamics first, because that is where this car truly shines. The Giulia is flat-out fun to drive. Alfa gave it a 280-hp turbo charged engine, with a smooth 8-speed transmission (paddles included), and has tuned the chassis and steering to feel incredibly responsive and nimble. Honestly, it drives like a go-kart with four doors. (Having spent some time behind the wheel of the 4C, I do know what an actual go-kart Alfa feels like!)

As a busy mom and business owner with a lot on my plate, I appreciate a car that’s not just fun to drive, but also practical and easy to use. So, I decided to put the Giulia to the test – I used it to run all my everyday errands and handle my family’s busy schedule. I wanted to see how it would hold up to the chaos of real life. The four-door setup was practical, although not overly roomy, and the Giulia handled the ‘daily grind’ aspects of family life without issue.

The front of the car is where the Alfa Romeo design really stands out. The aggressive and unmistakable grille is just amazing. The rear has a good look to it also, and I am huge fan of the Alfa Romeo logo in full color everywhere possible!

Inside the car, the dashboard and center console is well laid out and pretty plain, but not in a bad way. In the age of car makers tossing an iPad onto the top of the dash, I really appreciate how well Alfa integrated the screen smoothly into the contoured lines of the Giulia’s interior. Everything is simple, clean and has an upscale, not flashy, feel. The floor-mounted pedals carry on the race-inspiration as does the push button start on the steering wheel.

The Alfa Romeo Giulia Veloce Q4 is a great choice for someone who wants a car that’s practical for everyday use, but still exciting to drive and unique looking on the road. It’s a great option for people who don’t want to give up the joy of driving just because they need a practical car. It’s a car that can handle the daily commute and family duties with ease, but will also put a smile on your face when you’re behind the wheel.