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The 2026 Ford Mustang RTR is a lot of things. It’s turbocharged, loaded with performance-package goodies, and tuned to let you have as much fun as possible before its electronic babysitters kick in. But despite its badge and all that implies, the Mustang RTR is not actually a drift car. But it could be.
First, let’s go over the recipe Ford cooked up. At a brief glance at the spec sheet, you might mistake the RTR for just a visual punch-up package, but don’t let the 315-horsepower output fool you. There’s actually quite a bit going on here. Compared to a stock EcoBoost, the RTR ships with a Torsen limited-slip differential (3.55:1), Brembo brakes, an active exhaust, a unique spoiler, a custom suspension, and wider wheels. It even has a unique calibration for the optional MagneRide suspension and, to top it all off, nearly 20% more maximum steering angle.
This all comes at a price—well, two prices, really. There’s a literal increase of $6,520; there’s also the metaphorical weight penalty of about 200 pounds over a base EcoBoost. Part of that comes from the added mass of the Dark Horse’s rear subframe, which the RTR uses; it also lifts the front and rear sway bars and adjustable strut top mounts from the Dark Horse’s Handling Pack. All in, that makes the RTR nearly as hefty as a zero-option Mustang GT, which comes with the 5.0-liter Coyote V8.
This isn’t the first time we’ve seen a fun Mustang built around something other than a V8. We’ve seen turbocharged SVOs, the V6-powered “Mayhem,” and most recently, the EcoBoost High Performance Package. Each time, the formula has been pretty much the same: Offer the performance advantages of a high-spec GT without having to spring for the eight-cylinder upgrade. Not only do you spend less up front, but if you plan to take it to the track, your consumable prices (fuel, tires, etc.) will be lower too. Win-win.
Vaughn Gittin Jr. and his merry band of miscreants didn’t build “RTR” just to go a little faster around a race track. It doesn’t stand for “Ready to Race,” after all; it stands for “Ready to Rock.” That doesn’t mean you couldn’t build the RTR into a race car; that’s entirely within its brief. But really, the RTR is the latest in an intermittent line of cars built for a singular, but catch-all purpose: hooning.
Remember the Focus RS, with its over-the-top all-wheel-drive system and “drift mode” toggle? This is like that, only it’s a rear-wheel-drive pony car, not a ‘roided-out hot hatchback. The Mustang is longer and far more graceful in rotation than the Focus ever was, making it a more natural platform for something that wants to go sideways.
From the description, the RTR sounds like it might be a bit of a handful, but on the road, that couldn’t be further from the truth. In fact, if you set off in the RTR without activating Sport mode, the only tell you’re driving anything other than a base EcoBoost Mustang is the abundance of “Hyper Lime” accents.
It helps, of course, that all the test vehicles had Ford’s MagneRide adaptive dampers (a $1,750 standalone option), but even with the firmness Sport mode adds, the RTR’s ride isn’t punishing. If anything, that’s the Mustang chassis’s sweet spot. The one thing that does get a bit rougher as you dial up the aggression is the exhaust note. It doesn’t sound bad; it just doesn’t really sound like much of anything.
The RTR may weigh about as much as a Mustang GT, but it wears its surplus weight more gracefully than its V8-powered sibling. The Coyote’s extra mass sits up front, where you least want it. That big engine wants to lead you around; the smaller EcoBoost isn’t quite so insistent. Combined with the RTR’s bonus steering angle, this little thing really enjoys rotating—which, again, sounds a bit sketchy in a car like this, but that’s where the last unique element comes in: the drive mode calibration.
These days, most even remotely sporty or youthful cars have a drive mode that eases off stability and traction control, letting the driver get closer to the limit of grip when the car starts to rotate. Proper performance cars, like the Mustang, tend to have more than one. Here, for example, you’ve got both Sport and Track modes. Typically, Track mode (or its equivalent) is rather lenient, but the stability control will still attempt to intervene before you can get the car completely crossed up.
And at some point during the RTR’s development, somebody dared to ask the obvious question: “Does it have to intervene?” After all, Track mode gives most drivers enough rope to hang themselves already, so what harm would it do to teach the car’s calibration to allow more rear-end tomfoolery? Apparently, nobody came up with a good enough reason not to, and the RTR’s software advantage was born. Couple that with a physical “drift brake,” and you’ve got the makings of a fun, funky little car.
If the RTR is trying to defy the “drift car” label, its hand brake certainly isn’t helping. If you’ve looked around lately, you’ve probably noticed that legit handbrakes have gone extinct. Even in most cars with a six-speed stick, you get an electronically actuated parking brake. This, meanwhile, is a manual handbrake that doesn’t function as a parking brake; its sole job is to temporarily break rear traction.
Stupid, right? It is, in the best possible way.
From a purely enthusiast standpoint, there’s no downside. The RTR steers quicker and harder, rotates more before the computers intervene, and looks pretty good doing it. What’s not to like (ahem, besides the mandatory 10-speed automatic)? To prove the point, RTR set us up with some track time on Thunderhill’s West circuit to see exactly what their playful little pony could do.
I don’t think I’m that old, but I’m old enough to have shopped for brand-new Mustangs back when a 315-horsepower, 4.6-liter V8 was the top dog; this 2.3-liter 4-pot even has more torque, but it also has more work to do. Down on cylinders, though, this little Mustang may weigh nearly 300 pounds more than that old Mod-motor GT.
By modern standards, I would hesitate to call the RTR Mustang “fast,” but it gets out of its own way well enough. Pushing all that tire out to the corners gives the RTR an aggressive look, to be sure, but it also increases the feedback you feel in the front end. On a modern performance car with electric power steering, every bit of communication counts. Fortunately, part of that hefty curb weight comes from the RTR’s big brakes. Six-piston Brembos grab the 15.4-inch front calipers; four-piston fixed calipers clamp down on 14-inch discs out back. They work splendidly.
The RTR’s tendency to rotate works both for and against it when it comes to fast lap times. Turn-in is crisp and rewarding, but the RTR tends to get squirmy under hard downhill braking, and despite its nimble character, it’s still a lot of car. Get off the brakes before you have it collected, and that rear end will take you for a ride. Fortunately, this is the sort of car that likes to be driven a bit loose. Still, open lapping isn’t the best place to get sideways. Fortunately, RTR scored us some time on a skidpad to do just that.
I say RTR, but in this case, I really mean Gittin himself. While the RTR Mustang may be his baby, this side of the house is obviously where he feels most at home. And because he wanted me to get the most out of my time in the RTR, he structured my skidpad session as a miniature clinic on getting sideways.
Until you’re in Track mode with the proper toggle enabled, the RTR’s drift brake lies dormant. Once it’s enabled, you can modulate it like a real handbrake, only it springs back to the rest position immediately after you release it. There’s no way to latch it in place. It responds like an analog brake, so you need to use it decisively if you want to break traction.
If you’ve ever done handbrake turns in an empty parking lot, you’ll feel right at home with the RTR’s drift brake. The action is natural and predictable. Like a real handbrake, you can use it in concert with the throttle, and, like a real handbrake, you can completely overpower it if you’re using too much right foot.
The skidpad was divided into two stages. The first half was designed to get me comfortable with the basics (J-turns and pirouettes), and the second half was structured to help me learn transitions—the trickiest thing for beginner drifters. Getting loose in one direction is easy. Weaving from one to the other like you know what you’re doing? That’s a lot tougher.
After 30 minutes and about a million hoots, hollers, and grins, I would have been perfectly content to stay right there and keep working on transitions. It’s hard to describe the sensation of using a handbrake in 2026, except to say it simply feels right.
Ultimately, that’s how I feel about the RTR itself. It’s not a drift car, and it’s not a track car, but it can be either. And that feels right. This car gives enthusiasts a jumping-off point from which to build pretty much anything. A drift car? Certainly. A track or autocross car? Why not? The bigger wheels and tires don’t make it too well-suited to drag racing, I suppose, but even that is fixable.
The field of fun, sub-$45,000 cars is awfully barren these days. The 2026 Ford Mustang RTR slides in just under that threshold, and offers a lot of fun for the dollar in a segment that lacks high-output, rear-wheel-drive entries. Apart from the Nissan Z and the now-departed Toyota Supra, this price range is largely the domain of high-output hatchbacks and low-output sports cars. As compromises go, the RTR doesn’t seem so bad in this company.
Ford provided The Drive with travel, accommodations, access to Sonoma Raceway, and the use of a vehicle for the purpose of writing this review.
| Base Price (as tested) | $44,860 ($51,840) |
| Powertrain | 2.3-liter turbocharged inline-4 | 10-speed automatic | rear-wheel drive |
| Horsepower | 315 @ 5,500 rpm |
| Torque | 350 lb-ft @ 3,000 rpm |
| Seating Capacity | 4 |
| Curb Weight | 3,783 pounds |
| Cargo Volume | 13.3 cubic feet |
| EPA Fuel Economy | 21 mpg city | 30 highway | 25 combined |
| Score | 8/10 |
The underdog Mustang gets a new hero spec, and it’s surprisingly fun.
The post We Drifted the 2026 Ford Mustang RTR. Its Old-School Handbrake Is the Star appeared first on The Drive.
I’ve already logged almost 4,000 miles in The Drive‘s 2026 Honda Prelude long-term test car, and I’ll put in many more before the project wraps up next year. That’s already enough seat time to get to know a car pretty darn well, but most importantly, to explore its tech, safety, comfort, and entertainment features.
Like most cars from any manufacturer today, the Prelude shares a standard suite of equipment found across the Honda lineup. It also runs on the same hardware and software as our previous long-termer, so you‘ll definitely see some stuff that isn’t super unique to the sporty coupe. That said, I’ll also touch on features that impact its driveability; specifically, its driving modes and multi-purpose paddle shifters.
I’m jumping straight to the nitty-gritty and classifying these into three categories: Like, Dislike, and On the Fence. Each item will include a brief explanation of why it’s in that category, plus any relevant details or rambling thoughts.
Email the author at jerry@thedrive.com
The post 2026 Honda Prelude Long-Term Test: Let’s Talk Features appeared first on The Drive.
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