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Ayrton Senna
The McLaren Senna has been designed, engineered and developed with single-minded purpose: to be the ultimate McLaren track-concentrated car for the road. Legalised for road use, but not sanitised to suit it, the new Ultimate Series deliberately compromises McLaren’s trademark breadth of supercar daily usability; instead it provides the purest connection between driver and car, to deliver the most intense circuit experience of any road McLaren.
The technical recipe is classic McLaren Automotive supercar, a pedigree established and earned in the short time elapsed since the pioneering sports and supercar company was founded in 2010, but taken to another level entirely in the McLaren Senna. Ultra-lightweight construction, with carbon fibre chassis and body panels. Mid-mounted, twin-turbocharged V8 McLaren engine. Rear wheel drive. Sophisticated race-derived suspension that delivers an unparalleled blend of control and dynamic balance. Electro-hydraulic steering that rewards accurate inputs and gives the purest feedback. And two seats – but with absolute focus on the importance of the one that the driver occupies.
The carbon fibre Monocage III chassis that forms the core of the McLaren Senna is a further development of the structure that underpins the McLaren 720S and the strongest monocoque ever built by McLaren for a road-legal vehicle. Every body panel is made from carbon fibre, in line with a relentless focus on the weight of every individual component that has resulted in the McLaren Senna being the lightest road-legal McLaren since the iconic F1 road car, at just 1,198kg.
With maximum power of 800PS (789bhp), the McLaren Senna enjoys a power-to-weight ratio of 668PS per tonne. This statistic immediately underlines the performance credentials of the newcomer to the McLaren Ultimate Series, a product family introduced with the McLaren P1â„¢ that is reserved for the rarest and most extreme McLaren cars.
Unsurprisingly, there are strong echoes in the new McLaren Senna of the incredibly focused philosophy behind the McLaren P1™; where the latter was designed to be the best driver’s car on road and track, the ambition for the McLaren Senna is for it to be the best road-legal track car, setting a new benchmark for circuit excellence with track prowess absolutely taking precedence.
“The McLaren Senna is a car like no other: the personification of McLaren’s motorsport DNA, legalised for road use but designed and developed from the outset to excel on a circuit. Every element of this new Ultimate Series McLaren has an uncompromised performance focus, honed to ensure the purest possible connection between driver and machine and deliver the ultimate track driving experience in the way that only a McLaren can.â€
Mike Flewitt, Chief Executive Officer, McLaren Automotive
Given the famous name that this new McLaren bears, its unrivalled extreme performance and dynamic excellence should be no surprise. The legendary Formula 1 racing driver was renowned for his exceptional powers of concentration and single-minded focus on being the best on the track. The McLaren Senna driver is hardwired into the dynamic experience the car delivers. Their connection to the car comes through the steering wheel, the pedals and the seat. Every sensation that comes from driving at speed is precisely communicated, putting the driver in total control.
The indomitable spirit of Ayrton Senna has always been alive at McLaren and the McLaren Senna will further amplify his global legacy and link to the McLaren brand.
“Our family is extremely proud of the naming of the new Ultimate Series McLaren Senna. This is the first project that really connects with Ayrton’s racing spirit and performance. The McLaren Senna honours my uncle because it is so utterly dedicated to delivering a circuit experience that allows a driver to be the best they can possibly be. There is an absolute, seamless connection between car and driver and this pure engagement, these sensory cues that a driver responds to and relies upon, ensure an experience so focused and immersive that you are left in awe of the depths of excellence the McLaren Senna possesses.â€
Bruno Senna, racing driver and McLaren Ambassador
Visually, the McLaren Senna shocks. The first impression is of an aggressive, unforgiving machine, organic shapes having given way to a design language that is purposely fragmented in pursuit of absolute performance. With downforce and aerodynamic balance the guiding principles, this car is the purest expression yet of the ‘form follows function’ design philosophy embraced by McLaren.
Viewed from above, the body is nature’s most efficient shape – a teardrop – with body components ‘clipped’ onto the cabin to deliver optimal aerodynamic performance. McLaren’s designers went to extremes by cutting open the ‘shrink-wrapped’ body to reduce weight visually and functionally; while recognisably a McLaren in proportional terms, you cannot follow a single line from the front to the rear without it passing through a functional air intake or vent.
The McLaren Senna introduces a new generation of ground-breaking front and rear active aerodynamics, raising downforce and aero control to an unprecedented level to ensure the performance potential can be fully exploited. Every element of the body design, from the front splitter to the double diffuser at the rear, has been developed to optimise downforce and aerodynamic balance, whether under braking, adjusting the throttle mid corner, or applying power on corner exit. There is also an opportunity for added visual drama, with the front aero blades available finished in one of five ‘By McLaren’ theme specifications that include Azura Blue and McLaren Orange. The same linked accent colour can also feature on the brake calipers, visible door gas struts and seat trims.
Cooling requirements played an equally crucial role in the overall design of the McLaren Senna: the rear clamshell, for example, was born from the twin demands of aerodynamic and cooling performance, with prominent ‘gurney’ flaps ahead of a succession of stepped louvres directing air away from the rear deck and down the sides of the body. The resulting area of low pressure draws hot air out from the high-temperature radiators and engine bay, with the louvres ensuring that the airflow does not impact the efficiency of the rear wing. The ‘slash cut’ finishers of the unique Inconel and titanium exhaust exit through the lowest rear deck (measured at the trailing edge) of any McLaren road car, the angle of the pipes directing exhaust gas away from the rear wing. The slim, rear LED taillights have been subject to the same exacting attention to detail as the headlights and every other aero-relevant component, the single-blade design minimising interruptions to airflow.
The double diffuser at the rear of the car is unmistakable. Created as a single piece of carbon fibre, it begins under the rear axle and as it increases in height accelerates air out from under the vehicle. This creates a low-pressure zone that sucks the McLaren Senna even tighter to the ground. Equally unmissable is a huge, double-element carbon fibre rear wing that at its highest point sits 1,219mm from the road when the car is stationary. Hydraulically actuated and with a planform surface area of more than 6,500cm2, the wing constantly adjusts to optimise the levels of downforce and aerodynamic balance and functions as an airbrake under heavy braking.
The depths of connection with the new Ultimate Series car will be experienced in full once in the driver’s seat and on a circuit, but the intimate relationship with the McLaren Senna begins before that, simply by entering the car. McLaren F1-inspired dihedral doors hinge forwards and upwards, opening with a portion of the roof to expose noticeably low sills and an aperture of sufficient size for drivers or passengers to easily enter or leave the cockpit, even when wearing a helmet and a race suit.
The doors, which are constructed of carbon fibre, feature two-piece glass side windows with a fixed top part and a smaller opening section below. Both the door upper (effectively part of the roof) and the lower half of the door side can be specified with glass as a replacement for the carbon fibre panels that are standard-fit. This enhances the sense of space inside the cockpit and in the case of the glazed door lower, dramatically reinforces the visual connection between driver and track environment. To accommodate the door design, the release mechanisms and window switches are housed alongside the engine start button in a carbon fibre console above the driver’s head.
The cockpit environment reflects the stripped-back, functional nature that is evident in every aspect of the McLaren Senna. Visual carbon fibre is used extensively. Dependent on customer preference, Alcantara® or leather covers the seats, facia and side airbags, but the absence of any other interior trim both saves weight and reveals the construction of the doors. Even the gas struts are exposed to save vital grams.
Driver controls have been deliberately kept to a minimum to reduce ‘cockpit clutter’ and the three-spoke steering wheel is free of buttons and switches, creating a pure focus on sensory feedback. All the information the driver needs comes from the high-definition McLaren Folding Driver Display and central infotainment screen. And while McLaren designers stopped short of removing the second seat altogether, there is no contingency for excess baggage; storage space is restricted to a chamber behind the seats integral to the Monocage III with just enough room for two helmets and race suits.
Codenamed M840TR, the 4.0-litre twin-turbocharged V8 engine at the heart of the McLaren Senna is the most powerful road car internal combustion engine ever created by McLaren, producing 800PS (789bhp) and torque of 800Nm (590 lb ft). The engine’s dry sump lubrication and flat-plane crankshaft are technologies with their roots in motorsport. Lightweight internal components reduce mass in the powertrain and combine with ultra-low inertia, twin-scroll turbochargers and electronically controlled wastegates to deliver lightning-quick throttle responsiveness.
From the outset of the programme, McLaren engineers determined that the full mechanical symphony of the engine – from intake to combustion to exhaust – had to be central to the sensory experience. Those fortunate enough to drive the McLaren Senna will feel the cockpit come alive with the sound of air rushing into the roof-mounted ‘snorkel’ intake and mixing in the carbon fibre plenum, producing precisely tailored high-frequency sounds that deliver a vivid experience. At the same time, low-frequency sounds from the engine are transferred into the cockpit through unique engine mounts, exciting the double-walled rear structure of the carbon fibre Monocage and amplifying every change in engine revs, making it seem almost as if the V8 is sitting alongside the driver.
A dual-clutch, seamless-shift, seven-speed gearbox delivers power to the rear wheels. A fully automatic mode is the default, with the driver able to choose full manual control of gear shifts via paddles mounted on a rocker behind the steering wheel. The elongated carbon fiber paddles are optimized to be used both with or without racing gloves, and create a deep sense of mechanical connection with the McLaren Senna.
The character of the 4.0-litre twin-turbo McLaren V8 and the transmission can be tailored using the Active Dynamics Panel, with the driver having a choice of Comfort, Sport or Track powertrain modes. Whatever the mode, performance is suitably savage. Throttle response is immediate and neck-snapping, pinning the driver back into their seat.
“The McLaren Senna delivers true performance, all the way to the limit of a driver’s ability. With a truly astonishing power-to-weight ratio, this car is about performance that is accessible and attainable, yet at the same time exciting and challenging for the very best drivers in the world – and with an intense, sensory experience to match.â€
Andy Palmer, Vehicle Line Director, McLaren Ultimate Series
RaceActive Chassis Control II (RCC II) hydraulic suspension works in harmony with front and rear active aerodynamics and the ultra-rigid Monocage III to deliver an incredibly intensive experience on a circuit. Every element of the McLaren Senna has been designed to maximise the connection between driver and car, at all speeds and in every situation. Painstaking work on the damping and steering weight has ensured that the car feels fully ‘alive’ well below its upper limits; even when the suspension is not fully loaded and tyres not absolutely compressed, the rich texture of communication blends with the feedback transmitted to the driver as aero levels and cornering speeds build.
RCC II is a double-wishbone suspension system that additionally features hydraulically interconnected dampers and a hydraulic replacement for conventional mechanical anti-roll bars. It also further develops the variable stiffness and ride height technology first seen in the pioneering hydraulic system in the McLaren P1â„¢.
The adaptive dampers are interconnected hydraulically, both left to right and front to back, with two valves per damper to independently adjust for compression and rebound. The stiffness of the McLaren Senna is separately controlled using a kinetic roll system, or K-damper. The continuously variable RCC II system advances the control strategy introduced on the McLaren 720S and also adds a Race mode, which introduces a lower ride height, lower centre of gravity and significantly stiffer suspension.
Dynamic parameters are adjusted by the driver through the Active Dynamics Panel located on the centre console to select Comfort, Sport or Track modes or via a switch in a roof-mounted panel to access Race mode.
The braking system of the McLaren Senna is the most advanced ever fitted to a McLaren road car, using carbon ceramic discs and motorsport technologies to deliver extreme performance. Tyre choice is equally focused, with bespoke Pirelli P Zeroâ„¢ Trofeo R tyres developed in conjunction with McLaren technical partner, Pirelli. Designed for race tracks but approved for road use, they enable a McLaren Senna to be driven to a circuit. Only one style of wheel is available: an ultra-lightweight alloy wheel with a race-inspired centre lock system.
The third model introduced under the McLaren Track22 business plan, the McLaren Senna will be hand-assembled in England at the McLaren Production Centre. Production will be limited to 500 vehicles, each costing from £750,000 including taxes (UK price) and all already allocated.
The ultimate road-legal, track-concentrated McLaren hypercar will make its public debut in March, at the 88thGeneva International Motor Show. More information about the McLaren Senna, together with images and films, is available now athttp://cars.mclaren.com/ultimate-series/mclaren-senna.
For years, buying a pickup truck often meant making compromises. You gained cargo capacity and towing power, but you also accepted a larger footprint, a stiffer ride, and fuel economy that wasn’t always ideal for daily commuting.
The 2026 Hyundai Santa Cruz takes a different approach
Instead of trying to compete with traditional midsize and full-size pickups, Hyundai has created something that sits comfortably between an SUV and a truck. After spending time with the Santa Cruz Limited AWD, it’s easy to understand why it continues to attract buyers who want versatility without committing to a conventional pickup.
The Santa Cruz isn’t designed for construction sites or heavy-duty workloads. What it does offer is a practical solution for people who need occasional truck capability while still wanting the comfort, technology, and drivability of a modern crossover.
Performance That Exceeds Expectations
Under the hood, the Limited trim comes equipped with Hyundai’s turbocharged 2.5-liter four-cylinder engine producing 281 horsepower. Power is sent through an 8-speed automatic transmission, while Hyundai’s HTRAC all-wheel-drive system comes standard.
On paper, those specifications look strong for a compact pickup. Behind the wheel, they feel even more impressive.
Acceleration is quick and confident. Whether merging onto a busy interstate, navigating mountain roads, or passing slower vehicles on a two-lane highway, the Santa Cruz responds immediately when called upon. There is no sense of hesitation or struggle that sometimes accompanies smaller trucks.
The turbocharged engine delivers power smoothly, making the vehicle feel more energetic than many first-time shoppers expect.
For buyers wondering whether they’ll have enough power for everyday driving, the answer is an easy yes.
Does It Feel Like a Pickup Truck?
One of the most common questions potential buyers ask is whether the Santa Cruz drives like a traditional truck.
The simple answer is no.
And for many shoppers, that’s exactly the point.
The Santa Cruz shares much of its DNA with Hyundai’s SUV lineup, and that becomes apparent almost immediately. Steering feels precise and predictable. The suspension does a good job absorbing rough pavement, and the overall driving experience feels composed and refined.
Parking lots, tight city streets, and crowded shopping centers are areas where the Santa Cruz shines. Unlike larger pickups that can sometimes feel cumbersome in everyday situations, the Hyundai remains easy to maneuver and surprisingly approachable.
Drivers transitioning from an SUV will likely feel comfortable within minutes.
For commuters who spend most of their week navigating traffic and urban environments, that everyday usability becomes one of the Santa Cruz’s biggest advantages.
Interior Quality Impresses
Step inside the Limited trim, and it’s clear Hyundai wanted to elevate the experience beyond what buyers might expect from a compact pickup.
The cabin feels modern, upscale, and thoughtfully designed.
Leather seating surfaces, heated and ventilated front seats, a fully digital instrument cluster, integrated navigation, wireless smartphone connectivity, wireless charging, and Hyundai’s Digital Key system all contribute to a premium atmosphere.
The available Bose premium audio system delivers strong sound quality, while the overall fit and finish throughout the cabin reflects the attention Hyundai has invested in recent years.
Nothing feels cheap or out of place.
In fact, buyers cross-shopping upscale compact SUVs may be surprised by just how refined the Santa Cruz feels once they get behind the wheel.
Practical Utility Without the Bulk
A truck ultimately needs to provide utility, and the Santa Cruz offers enough capability for the vast majority of lifestyle-focused buyers.
The bed may not be as large as those found in traditional pickups, but it has been designed intelligently.
Features such as the lockable integrated tonneau cover, under-bed storage compartment, cargo management rails, bed lighting, and a 115-volt power outlet add genuine functionality. These features make it easier to transport tools, bicycles, camping equipment, gardening supplies, or weekend adventure gear.
For many owners, that’s exactly the type of flexibility they’re looking for.
Can it handle serious truck tasks?
To a reasonable extent, yes.
When properly equipped, the turbocharged Santa Cruz can tow up to 5,000 pounds. That opens the door for towing small boats, personal watercraft, utility trailers, lightweight campers, and recreational equipment without issue.
While dedicated towing enthusiasts may still prefer a larger pickup, most recreational users will find the Santa Cruz more than capable.
Fuel Economy and Ownership Considerations
The turbocharged Limited AWD prioritizes performance over maximum efficiency, but fuel economy remains competitive for the segment.
EPA estimates are rated at 18 mpg in the city and 25 mpg on the highway.
Those numbers won’t set any records, but they strike a reasonable balance considering the available horsepower and standard all-wheel-drive system.
Another factor worth considering is Hyundai’s warranty coverage, which continues to be among the strongest in the industry. For buyers planning long-term ownership, that additional peace of mind adds meaningful value.
Is It Worth the Price?
With a tested price of approximately $45,185, the Santa Cruz Limited AWD enters territory occupied by well-equipped SUVs and some traditional pickup trucks.
That naturally raises the question: Is it worth it?
For the right buyer, absolutely.
The Santa Cruz delivers a combination of comfort, technology, utility, performance, and ease of use that few vehicles currently offer. It fills a niche that many consumers didn’t realize existed until they experienced it firsthand.
Rather than trying to be the biggest truck or the most capable workhorse, it focuses on being exceptionally good at the tasks most owners encounter every day.
That’s a different value proposition, and one that makes a lot of sense in today’s market.
Final Verdict
The 2026 Hyundai Santa Cruz Limited AWD isn’t built for buyers who need a heavy-duty pickup capable of handling demanding commercial work.
Instead, it’s designed for people whose lives require flexibility.
It’s a vehicle that can comfortably handle the daily commute, haul home improvement supplies on the weekend, carry outdoor gear for a camping trip, and still provide the comfort and technology expected from a modern crossover.
For many consumers, that balance may be more valuable than maximum towing figures or oversized dimensions.
The Santa Cruz continues to prove that not everyone needs a traditional pickup truck. Sometimes, the right amount of truck is exactly enough.
I didn’t expect the 2025 Ford Maverick Lobo to have this much personality.
On paper, it sounds like a trim package. A lowered Maverick with some sporty suspension tuning, black wheels, unique styling, and a special drive mode doesn’t exactly scream game changer. But after spending time with it, I came away thinking Ford accidentally created one of the most charming vehicles on sale right now.
In a world where so many trucks feel oversized, bloated, and designed purely for flexing on social media, the Maverick Lobo feels refreshingly honest.
It knows exactly what it is: a compact street truck built to make everyday driving more fun.
It Has the Energy of Old-School Mini Trucks
The moment you see the Lobo, you understand Ford wasn’t aiming for rugged off-road vibes here. The lowered stance, black 19-inch wheels, revised front fascia, and subtle black trim give it a planted look that feels much closer to a hot hatch than a traditional pickup.
Honestly, it reminds me of the era when compact trucks actually had personality. There’s a little bit of old-school mini-truck culture mixed with modern sport compact energy, and somehow it works without feeling forced or nostalgic for the sake of nostalgia.
The Oxford White paint helps too. It gives the truck a clean look that feels mature instead of loud. People who know trucks will notice it immediately, but it doesn’t beg for attention everywhere it goes.
Inside, it’s still a Maverick, which is mostly a compliment. The cabin layout is simple and practical, storage space is everywhere, and the overall ergonomics make daily driving easy. The ActiveX seats and Black Onyx interior add enough contrast and texture to make the truck feel more premium than you’d expect from a compact pickup in this price range.
What I appreciate most is that Ford didn’t overcomplicate the formula. The Lobo still feels approachable.
The Best Part Is How It Drives
This is where the Lobo completely separates itself from the standard Maverick.
Under the hood is the familiar 2.0-liter EcoBoost making 250 horsepower, paired with a seven-speed automatic and all-wheel drive. The numbers themselves are fine, but the real story is the chassis tuning.
Ford gave the Lobo a lowered sport suspension, upgraded brakes, sharper steering calibration, and a torque-vectoring rear differential that genuinely changes the truck’s character. Then there’s Lobo mode, which sounds gimmicky until you actually understand what it does.
Throttle response sharpens noticeably, the transmission becomes more aggressive, and the rear end suddenly feels playful in a way no compact pickup really should. Multiple reviewers described it as surprisingly tail-happy when pushed hard, and honestly, that’s exactly the kind of energy this truck needed.
The best way I can describe it is this: the Maverick Lobo feels like a hot hatch disguised as a pickup.
It’s quick enough to be entertaining, small enough to throw around confidently, and balanced enough that you actually want to take the long way home. That’s not something I expected to say about a compact Ford truck.
What impressed me even more is that the Lobo doesn’t ruin the Maverick’s everyday usability to achieve that personality. The ride is firmer than a standard Maverick, sure, but not harsh. Highway driving still feels composed, road noise stays reasonable, and the truck remains easy to live with in traffic or tight parking lots.
The only real weak point is the factory all-season tires. Nearly everybody who drives the truck hard comes away saying the same thing: better tires would unlock even more potential. And honestly, they’re probably right.
Still One of the Most Practical Trucks You Can Buy
What makes the Lobo work so well is that underneath all the sporty tuning, it’s still a Maverick. That means it remains one of the smartest daily-driver trucks on the market.
Fuel economy stays genuinely impressive for an AWD turbo truck, with real-world numbers regularly landing in the mid-20 mpg range and highway driving stretching toward 30 mpg. That’s the kind of efficiency that makes this truck feel realistic to own long term, especially compared to full-size pickups that can become expensive very quickly.
The bed is still useful for weekend projects, bikes, tools, or furniture runs, and the compact dimensions make urban driving dramatically easier than larger trucks. For a lot of buyers, this is probably the sweet spot. Enough truck capability to handle real life, without the size and compromises of a full-size pickup.
And that’s really why the Maverick platform has connected with so many people in the first place. It feels designed around how people actually live.
The Lobo simply adds emotion to that formula.
Carsfera’s Thoughts
The 2025 Ford Maverick Lobo isn’t trying to dominate towing charts or become the toughest truck in the segment. Ford already builds trucks for that audience.
This truck exists for people who miss when vehicles had personality.
It’s stylish without being obnoxious, practical without being boring, and genuinely fun in a way most modern crossovers simply aren’t.
In a market filled with safe, forgettable appliances, the Maverick Lobo feels alive. And honestly, that might be the best compliment you can give any modern vehicle.
I’ve always had a soft spot for trucks that actually work for a living, so when Ford handed me the keys to a loaded 2026 F-250 Super Duty Platinum in Argon Blue Metallic, I was excited to spend a full week with it around Virginia. This wasn’t a quick media-drive loop or a short test route. I lived with the truck daily, tackled I-95 traffic, towed a trailer, ran errands, and even took it down a few gravel roads just to see how it handled real-world use.
By the end of the week, I understood exactly why the Super Duty lineup continues to dominate America’s heavy-duty truck market.
Why the Super Duty Matters
Heavy-duty trucks like the F-250 are deeply woven into American life. Construction crews rely on them to haul equipment, farmers depend on them every day, and small business owners use them to tow trailers, move tools, and transport materials across the country. Even recreational owners depend on trucks like this for boats, campers, and horse trailers.
The Super Duty lineup succeeds because it delivers the capability people genuinely need. Ford has spent decades refining these trucks while maintaining the toughness that built the brand’s reputation. That balance of durability, technology, and usability is a big reason the F-Series remains America’s best-selling truck lineup.
This Particular 2026 F-250 Platinum
The truck I tested was a Crew Cab 4×4 Platinum with a hefty $105,235 sticker price. Under the hood sat Ford’s 6.7-liter High-Output Power Stroke Turbo Diesel producing 500 horsepower and an astonishing 1,200 lb-ft of torque, paired with a 10-speed TorqShift automatic transmission.
The Platinum trim transforms the Super Duty into something far more luxurious than most people expect from a heavy-duty pickup. Quilted leather seats with massage and recline functions, a panoramic moonroof, the FX4 Off-Road Package, Pro Power Onboard, advanced towing cameras, smart hitch technology, and power running boards made this truck feel like a blend of work-truck toughness and premium SUV comfort.
Living With It for a Week
The first thing that struck me was how refined the cabin feels. Older heavy-duty diesels could feel loud, rough, and industrial. This Platinum trim is the opposite. The cabin stays impressively quiet even at highway speeds, and the seats are genuinely comfortable for long drives.
The large SYNC 4 touchscreen is intuitive, and the 360-degree camera system quickly became essential because this truck is enormous. Driving through suburban Virginia parking lots and tighter residential streets definitely requires attention, but Ford’s camera technology makes the size feel manageable surprisingly quickly.
Unloaded, the F-250 accelerates with shocking authority. That massive torque reserve makes highway merging effortless. Pulling onto I-95, the truck never felt strained or sluggish, even with aggressive traffic moving around me.
One afternoon, I hooked up a moderately loaded trailer to see how the truck behaved under real towing conditions. This is where the Super Duty truly separates itself from half-ton pickups. The truck stayed composed, stable, and remarkably confident. The diesel power delivery feels smooth and endless, almost like the trailer barely existed.
I’ve driven competitors like the Ram 2500 and Chevrolet Silverado 2500HD, and both are excellent trucks. The Ram arguably has a softer ride and a more luxurious interior presentation, but the Ford gave me more confidence while towing. The steering, chassis feedback, and towing technology simply feel more dialed in for serious work.
Fuel economy during my week averaged around 14 to 16 mpg unloaded, which feels reasonable considering the truck’s size and capability. Under towing loads, fuel economy drops noticeably, but that comes with the territory in any heavy-duty diesel.
Ford Keeps Refining the Formula
What impressed me most was how Ford has modernized the Super Duty without stripping away its identity. This still feels like a serious work truck, but now it includes features that make long days behind the wheel far more comfortable.
The Pro Power Onboard system proved genuinely useful, allowing tools and equipment to run directly from the truck bed without needing a separate generator. Contractor friends of mine would absolutely appreciate that functionality on job sites.
The FX4 package added enough off-road confidence that gravel roads and rough surfaces never felt intimidating. Small details also stood out throughout the week, including the power running boards and the Max Recline seats, which unexpectedly turned the truck into a comfortable place to relax during breaks.
Ford clearly understands that modern truck buyers want capability without sacrificing comfort.
Carsfera’s Thoughts
After seven days with the 2026 F-250 Super Duty Platinum, I genuinely didn’t want to hand the keys back.
No heavy-duty truck is perfect, especially one this large and expensive, but the Super Duty continues to set the benchmark because it delivers exactly what buyers expect: immense capability, impressive refinement, and technology that genuinely improves everyday usability.
Whether you compare it with the Ram’s comfort-focused approach or Chevrolet’s strong diesel offerings, the Ford still feels like the most complete package overall. It’s a truck built not just for spec-sheet bragging rights, but for the people who actually rely on these machines every day.
After a full week behind the wheel, it’s easy to understand why the Super Duty remains America’s heavy-duty king.
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