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Ford has a pretty deep catalog of factory accessories and performance upgrades for its current-gen vehicles, and right now it’s running a sweet 20% off promotion on items under $1,000. That means you can score a great deal on all kinds of stuff, from horsepower-increasing engine tunes to pink Bronco emblems. And since it’s all straight from Ford, you can get this stuff installed at a dealership while keeping your warranty intact.

The promo code is “REDEEM20.” Open the Ford Accessories catalog, check out what you want, and add the code at the beginning of checkout to get the deal.

I can confirm it works as of this writing—I mock-ordered a Bronco 2021-2026 2.7L EcoBoost Performance Calibration kit (adds 30 horsepower and 33 lb-ft of torque, with its own three-year warranty), which is normally $850, and the promo knocks it down to $680. That’s a lot of extra oomph for that little money and effort, considering you won’t even have to get your hands dirty to install this.

Those performance tunes are available for almost every EcoBoost Ford, too (Ranger, Explorer, and more). If you don’t need extra power, the Ford Accessories page has everything from truck parts to decorative pieces to stickers and wheels. Take a look!

Get 20% Off Ford OEM Accessories

See It

Full disclosure: This promotion was active at the time of publication, but may change without notice. See full deal details and exclusions on Ford’s site.

Just days ago, President Trump met with auto execs from Ford and GM to discuss “Right to Repair,” a critical concept that will ultimately affect every car owner in America. The exact outcome of that mini-summit remains murky. But one follow-up comment from Ford CEO Jim Farley should raise your eyebrows.

Basically, having the Right to Repair means consumers should be allowed to choose their own mechanics. There’s been a long-standing debate in government regarding whether or not to codify legislation around this. Big corporations typically want to own all servicing rights exclusively for that sweet, sweet recurring revenue. Small business owners and consumers don’t want to be under the heels of monopolies.

It’s important to understand that Right to Repair is not just about dudes like me tinkering on old trucks in our driveways. If automakers are allowed to wall off auto repairs to a corporate-only business, independent mechanics will get squeezed out of existence. If that happens, your only option for service will be dealerships. And if you think their hourly labor rates are high now, what do you think’s going to happen when there’s literally no alternative?

Shortly after the White House meeting, the Detroit Free Press caught up with Mr. Farley at an event sharing a “$5 million joint investment from Ford Motor Co. and Bloomberg Philanthropies” to modernize and expand the Detroit Public Schools Community District Foundation’s auto technician program.

The conversation moved to Right to Repair, on which Farley made a comment that sounds like complete filler to me:

“I think Ford’s position is very reasonable. We’re really a big advocate for the ability to repair a vehicle, but it has to be done at a reasonable cost, and—”

Freep’s journalist then jumped in with the same question I would have wanted to ask: “But you don’t want people repairing their own vehicles?”

Farley’s reply: “No, that’s, that’s fine, not for warranty work, though. These are very complicated cars, and we don’t think that’s safe, for many of the repairs on our vehicles, someone at home like myself could never do it. I have no problem working on a ’73 Bronco, but to work on a brand-new Bronco? I need all sorts of specialty tools. That’s something that, um, you know, we would put people’s lives at risk.”

Road & Track presented that as “Ford CEO Jim Farley clarifies automaker’s position on ‘Right to Repair’ rules,” my read is pretty much the opposite. What “position” was he referring to? What the heck did he mean by “reasonable cost”?

As far as “specialty tools” go, the 2026 Bronco does have a few features you might not want to touch as a DIYer—things like ADAS calibration come to mind. But even that kind of technology is pretty commonplace today, and should be serviceable by an independent shop. The Bronco was a particularly weird example to call out, because by and large, the new Bronco is one of the most primitive new cars you can buy right now. (Don’t get me wrong, I absolutely love it.) The only way real barriers to non-factory service could be required to work on a ladder-frame gas-engine truck would be if the automaker intentionally loaded it with proprietary nonsense.

Farley’s comments make me nervous because I’m already feeling the pain of “factory fixes only” corporate culture with my Cub Cadet lawn mower. Last summer, I bought new grass-cutting blades for my ZT1 42E, and talking to the company’s customer service line was like a hostage negotiation. They really did not want to give me the torque spec on a part I had purchased directly from the manufacturer. And good luck finding anything beyond a basic user manual online.

I dropped Ford’s PR team a line to ask for clarification, and have heard they are sending me an official statement, but we haven’t seen it yet. I’ll update this space if and when it comes through.

I also reached out to Jeep about this. Stellantis was notably not represented at the Trump meeting, and I was kind of hoping somebody at Jeep would take the opportunity to say something like “hell yeah, brother, you’ll always be able to fix a Wrangler with Zip-Ties, duct tape, and WD-40.” To Jeep’s credit, it did send me a crafted statement, but it was a lot less exciting: “Jeep vehicles are built, shaped, and continually reimagined by the people who own them. And that deep, authentic customization culture is what sets the Jeep brand apart,” a spokesperson wrote. More marketing speak than a political stance, but at least it acknowledges the significance of the relationship between enthusiast vehicles and hands-on owners.

As it stands, my read on Farley’s words and body language in the video is that Ford would love to not let you work on your own vehicle, but he knows he needs to tread lightly because saying that out loud will bring out the pitchforks. That’s my opinion, not a statement of fact. I welcome challenges and other interpretations, if you have one.

If you have any expertise or insights on Right to Repair, I would love to hear about it. Hit me up at andrew.collins@thedrive.com.

It’s been six years since Ford culled all sedans and hatchbacks from its U.S. lineup, and the company isn’t regretting that decision, Andrew Frick, head of the Ford Blue and Model E business units that together encompass all of the automaker’s passenger cars, said in a recent interview with Automotive News. But he wouldn’t deny that Ford is considering a return to sedans.

Ford eliminated all cars from its U.S. lineup after 2019, leaving only SUVs, pickup trucks, and vans. When asked if, in hindsight, he thought this was a good decision, Frick replied “absolutely.”

“In some of those vehicle lines, we were competing to compete,” Frick said, adding that. “We took that capital and put that in other products where we are playing to win. We wouldn’t have had a Bronco, we wouldn’t have had a Maverick or Bronco Sport. We wouldn’t have some of the product lines like Tremor. We wouldn’t have expanded Raptor the way we did.”

Frick acknowledged that Ford might still have an “opportunity” in segments beyond its bread and butter pickups and SUVs, but said the way those vehicles are selling isn’t leaving him nostalgic for the days of the Focus, Fusion, and Fiesta (even if so many of us are).

“I would trade the way some of our cars were competing with the way Maverick’s competing every day of the week.”

It’s admittedly easy to see where Frick is coming from. In its best year (2014), the Fusion managed 306,860 sales. That was 81,514 units short of the Honda Accord and 121,746 less than the Toyota Camry. And it was about half the number of F-Series pickups sold that year. In the context of those truck sales, sedans are small potatoes to Ford. And as Frick said, Ford is playing to win in the truck segments, whereas it was never able to consistently fight the Japanese automakers in the sedan market.

But there might be more to this. The final-generation Fusion was great to look at and drive, even if interior space fell short of some competitors. Instead of addressing that issue, Ford put off a redesign until the Fusion slipped out of competitiveness. That’s because redesigns cost money, and it takes longer to recoup that initial investment with sedans, which generally sell for less than comparable SUVs, and thus have lower profit margins. The equation is even worse for true economy cars like the Focus and Fiesta.

Nonetheless, Ford and the other Detroit automakers seem to finally be acknowledging that increasing new-car prices could limit sales, and that sedans might be needed again. At the 2026 Detroit Auto Show, Ford CEO Jim Farley called the sedan market “very vibrant,” but said “we just couldn’t find a way to compete and be profitable.”

When asked about Farley’s comments, Frick played a similar tune. He said for a sedan to make sense, it would have to be “very cost-effective for us” and that it would likely come from “within a family that we may already offer.” He also said that “we look to expand on the Mustang family as we move forward.” So it sounds like a new Ford sedan could wear the pony car’s badge, if it happens at all. Ford’s current priority is achieving 8% profit margins by 2029, which likely means continued emphasis on more-expensive versions of its existing trucks and SUVs. And Ford’s much-discussed $30,000 EV will be another pickup.

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To say it smashed its previous time is quite an understatement. In the hands of pro racing driver Dirk Müller, a tuned and updated Mustang GTD Competition went out and stopped the clock at 6:40.835 on the Green Hell. That time didn’t just beat the previous Mustang GTD record but also bettered the Corvette ZR1X by more than 8 seconds. It also placed the GTD Competition as the sixth-fastest time at the Nürburgring under the Pre-Production/Prototype Class leaderboard.

The changes to the car aren’t simple. The new Ford Mustang GTD Competition’s 5.2-liter supercharged V-8 was retuned to make more than the standard GTD’s 815 horsepower, though the Blue Oval didn’t reveal the exact power figure. The aerodynamics are improved, too, as the rear wing is changed to reduce drag in DRS mode. Meanwhile, the GTD team added secondary front dive planes and rear carbon-fiber wheel-aero discs. Weight is lowered thanks to the use of a brand-new set of magnesium wheels, a new set of carbon-fiber seats, and a lighter suspension damper system. Tire grip is also increased with a new set of high-performance rubber (Ford didn’t specify the spec), all to make the GTD Competition faster than ever before.

Even better, this isn’t a one-off vehicle. Ford has already announced that the Mustang GTD Competition will be a part of the next set of Mustang GTDs going up for sale. Applications to own the ultimate Mustang are open once again and will be a part of the celebration of the 62nd birthday of the original pony car. Pricing and availability have not been announced yet, but we’ll let you know as soon as Ford gives us those details.