Currents & Curves: 2026 Ford Marlin GT Review

Overview — a sporty catch

The Marlin GT arrives like a fishing story told by someone who actually knows boats: confident, streamlined, and a touch boastful. Ford grafted marlin-derived cues — the long nose, a dorsal-inspired roof fin, and a paint option called "Pelagic Blue" — onto a chassis that shares DNA with the latest Mustang platform. The result is a car that looks faster standing still than many are under the hood.

But this is 2026, so the performance is hybrid: a twin-scroll turbocharged 3.0-liter V6 paired with a rear-motor e-boost system. Ford's engineers tuned it for sprint-and-smile behavior rather than the white-knuckle theatrics of some rivals. The Marlin GT is at its best when you want measured aggression, long-ish runs, and a cabin that doesn't smell like you spent the weekend in a bait shop.

Powertrain & Performance

Under the hood, or more honestly under the scalloped bonnet, sits 3.0L twin-turbo V6 + 110 kW rear e-motor. Combined output: 520 hp and 590 lb-ft of torque directed to a standard 8-speed dual-clutch. The electric assist fills torque gaps and gives the Marlin a very modern shove off the line.

Real-world 0-60: 3.8 seconds. I saw 186 mph on a long, legally-questionable stretch of autobahn-equivalent freeway — the Marlin kept composure and nose-down attitude through that run. The twin-turbo V6 is eager at midrange, the e-boost keeps torque delivery linear, and the transmission is programmed for crisp upshifts under heavy throttle while remaining forgiving in traffic.

Fuel economy is one of the Marlin's quieter victories. With a 14.5-gallon tank and Ford's most aggressive regenerative mapping, I averaged 29 mpg on a mixed run that included city commutes and a blast down the interstate. Not mustachioed hybrid frugality, but excellent for a 520-hp coupe.

Handling & Ride

The Marlin rides on a revised MacPherson front / multilink rear setup with adaptive dampers and an electronically controlled limited-slip differential. It can switch from compliant cruiser to taut corner-carver with a twist of the dial. In Normal mode the damping soaks up potholes; in Sport and Track, body control tightens and steering becomes weighty but communicative.

Two things stood out: 1) mid-corner balance is impeccable thanks to the e-motor's torque vectoring and weight distribution tuned to keep the nose honest; 2) the steering feels slightly artificially damped around dead-center, a concession to comfort that enthusiasts will notice. Still, the overall feeling is of a car that's eager to change direction and confident when you ask for the limit.

Tech, Interior & Usability

Inside, Ford gives the Marlin GT a cabin that’s mostly functional with tasteful flourishes. Heated and ventilated Recaro-like seats, a 12.4-inch curved display, and a bespoke sound system tuned to handle both orchestral crescendos and the subtle patter of rain on a panoramic roof. Materials are high quality where your hands rest; plastics lurk in the usual low-visibility zones.

Practicality is reasonable: two small rear seats, a 10.2-cubic-foot trunk, and split-fold rear seats for longer cargo. For daily driving it behaves well; for serious grocery-hauling or furniture-moving the Marlin asks you to respect its coupe limits.

Fish Smell Test — yes, it matters

As this is Fishy Cars Journal, we conducted the mandatory fish-smell test. I parked the Marlin for three nights by a salt-spray marina, then drove 60 mixed miles with the windows down and a wet fishing vest in the trunk (that last bit: of course I did it). Result: zero permanent eau-de-fish within the cabin. Ford's optional activated-carbon cabin filter and a clever sealed trunk design keep marine odors at bay.

That said, the Marlin leans into a subtle scent profile engineered by Ford's interior team: a faint brine-and-citrus note in the optional leather. It’s designed to evoke the ocean without making you feel like you need a shower afterwards. I call this olfactory restraint a win.

Safety & Driver Aids

Standard suite includes adaptive cruise with lane centering, evasive steering assist, automatic emergency braking with intersection recognition, and a 360-degree camera. Ford’s Performance Traction Management is optional and integrates brake-based torque vectoring for controlled slides — in other words, sanctioned fun with a net.

Specs (quick)

• Engine: 3.0L twin-turbo V6 + 110 kW rear e-motor
• Power: 520 hp / 590 lb-ft
• 0-60 mph: 3.8 sec
• Top speed: 186 mph
• Curb weight: 3,980 lbs
• Fuel economy (combined): 29 mpg
• Trunk: 10.2 cu ft
• Base price (est): $78,900

For those who like a quick read: Marlin GT = confident style + hybrid shove + sensible smell control.

What I liked

• Linear, usable power delivery and excellent midrange torque.
• Smart cabin scent engineering — not gimmicky, actually thoughtful.
• Composed handling with accessible adjustability.
• Surprisingly good fuel economy for the performance class.

What I didn't

• Steering feel is slightly muted around center; lacks twitch for purists.
• Rear seats are genuinely small — more toybox than peoplebox.
• Optional extras can quickly raise the price into exotic-coupe territory.

Short final line: the Marlin GT is not a fish out of water. It's a shark-shaped hug in a sea of fast coupes — efficient, handsome, and subtly aromatic.

Who should buy it?

If you want a performance coupe that can do long commutes without guzzling gas, appreciates carefully designed style, and will resist the faintest hint of marina-morning odor, the Marlin GT deserves a test drive. If you crave the last ounce of mechanical rawness or need real back-seat practicality, look elsewhere.

On balance, the Marlin GT swims where most coupes hesitate: it blends daily usability, strong performance, and a personality that winks rather than snarls. It’s the sort of car that makes you grin at red lights and smile when you open the garage — and that, in our book, is what a good fish-car hybrid should do.