Overview
THE Ford Mustang Mach-E might have an identity problem, but rather than debating whether it deserves the Mustang name, the bigger question is why more people aren't buying one.
Ford sold just 483 Mach E models last year, compared to competitor Tesla who shifted more than 22,239 Model Ys, and after spending some time in the Blue Oval EV model we can confirm it’s every bit as good as Mr Musk’s SUV.
The issue was, and remains the price, with Ford’s Mach E range starting at $65,990 for the base Select, before climbing to $80,490 for the Premium and $98,490 for the top-spec GT – all before on-road costs.
By contrast, the Model Y, which starts from $58,900 + ORCs for the rear-wheel drive variant, undercuts the base Mach-E Select by $7000, and the Model Y Long Range AWD at $68,900 lands $11,590 under the comparative Mach-E Premium.
It's a shame, really, because after driving the mid-spec Premium and flagship GT back-to-back, we think the Mach E is one of the best-sorted electric SUVs you can buy in Australia.
In terms of the nitty gritty, the Mach-E line-up comprises three variants, starting with the entry-level Select which is powered by a single rear-mounted motor producing 212kW/525Nm and fed by a 73kWh battery good for 470km of WLTP range.
Stepping up into the mid-spec Premium, it shares the same 212kW/525Nm output but pairs it with a larger 88kWh battery, stretching the range to a claimed 600km.
At the top of the model tree sits the slightly unhinged GT, which adds a second motor to the front axle for a combined 434kW/955Nm – figures that put it within spitting distance of the Porsche Macan 4 Turbo EV on power, for roughly half the price.
The GT also scores a slightly larger 91kWh battery, but range drops to 515km…however the 3.8-second 0-100km/h time should explain its increased appetite for electrons.
Both the Premium and GT share the same architecture, and the interior of each is similar with a 15.5-inch portrait centre screen, 10.2-inch digital instrument cluster, Bang and Olufsen audio, and panoramic glass roof.
The cabin treatment is fairly identical, aside from the GT getting heavily bolstered Ford Performance sports seats, as opposed to the standard power-adjustable leather units found in the Premium.
Outside, the differences are more stark, with the GT picking up larger 20-inch alloys shod in Pirelli P Zero rubber, compared with the Premium’s 19-inch wheels, and the top-spec model also gets more advanced MagneRide dampers.
Impressively, both trim grades get massive Brembo brakes as standard up front, but the GT has larger 385mm rotors for slightly more potent stopping power.
All Ford Mustang Mach-E models are backed by a five-year, unlimited-kilometre vehicle warranty and an eight-year/160,000km battery warranty.
Driving Imporessions
The Premium is, put simply, a really enjoyable car to drive with the combination of rear-wheel drive and well-tuned suspension masking its two-plus-tonne kerb weight well.
Ford has clearly applied its ICE chassis know-how here, and the result is a car that’s balanced in a way most EVs can’t quite nail down.
The steering, regardless of drive mode, is sharp and quick to respond which provides a feeling of agility that belies the Premium’s heft (and SUV proportions).
Its single-motor driveline delivers responsive, linear acceleration with a moderate kick-in-the-back feel when you lean on the accelerator. The 6.2-second 0-100km/h time isn’t blistering, but it’s akin to hot hatch performance.
Impressively, when you really boot it on corner exit, the rear will step out. Not dramatically, but enough to remind you that you’re in a rear-wheel drive car with plenty of torque.
This makes it more engaging than the majority of its electric competitors, which tend to be all-wheel or front-wheel drive, and it gives the Mach E Premium genuine personality even if it isn’t quite as dramatic as its Mustang sibling.
The regenerative braking in one-pedal mode is potent and not our cup of tea, but if you’re into one-pedal driving it does what it says on the box. We preferred a mix of regen’ and service brakes, which allows you to coast.
Jump into the GT and the character of the Mach-E shifts entirely, and not necessarily for the better unless its outright performance you’re after.
The Ford Performance seats grip you tighter, the steering weights up, the suspension is considerably firmer, so it’s sportier but nowhere near as relaxing to daily drive.
The massive Pirelli P Zero rubber is noticeably noisier, and despite wearing some of the grippiest tyres money can buy the GT struggles to put all 955 Newtons to the ground. Perhaps that isn’t surprising, but other equally powerful EVs – like the aforementioned Macan Turbo – do a better job of putting power down.
Computerised torque shaping could probably fix this, and the fact Ford has left the drama in is, to be fair, entertaining. But it hurts outright performance and we'd bet the GT chews through tyres at an alarming rate.
In a straight line, it remains blistering with sub-four-second acceleration, but around corners it torque steers and isn’t as balanced as the rear-wheel drive Premium.
The GT generally lacks the playful, exploitable balance of the Premium, which can be driven hard without risk of incarceration. It makes up for this with rapid straight-line performance, if that’s what you’re into, but it's a more clinical, less enjoyable option for daily use.
This realisation points to a larger issue and that is the EV world’s obsession with 'more': more power, more range, more technology.
The Mach-E Premium proves that balance, rather than big numbers on a spec’ sheet, actually makes for a better car. Plus, it’s $18,000 cheaper, will go further between charges, and you won’t replace tyres quite as often.
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