When the Mach-E was announced back in 2019 Ford caused a bit of a stir by utilising the legendary Mustang name and badge on an all-electric SUV. I was able to look around a pre-production model in December 2019 and, as well as the obviously shared styling cues (such as the rear lights), it was clear that Ford aspired that the car be thought of as a sportier proposition to a normal SUV. So, how successful have they been?
It’s taken a while, but 16 months after seeing that pre-production model, I was able to slip behind the wheel of a Mach-E and drive it back-to-back with a 5.0-litre V8 GT. It’s difficult to imagine two more different powerplants so I was keen to see whether the similarities disappeared completely once you got past the badge.
Mach-E Specifications
The Mach-E I drove was the base model, with real wheel drive and 273 miles of range. Output is 265hp and 430Nm, which is enough to propel the car to 62mph in 6.1 seconds. Whilst you won’t be worrying many Tesla owners if you’re planning some traffic light drag races, it is priced at a very reasonable £41,330.
Before I talk about how the car actually drives, I’ll quickly run through the other variants available. The same base RWD model can be had with an extended range option, which takes capacity to 379 miles. Power climbs to 290hp, torque remains the same and the 0-62mph sprint is a tenth slower, despite the increased power (presumably due to more battery weight). Price for this model starts at £49,980.
Next, there are two dual motor All Wheel Drive offerings (Standard and Extended Range). The Standard Range model has 265hp and 580Nm and will hit 62mph in 5.6 seconds. Range is 248 miles and the price is £46,650.
The Extended Range AWD has 346hp, 580Nm and takes 5.1 seconds to reach 62mph. Range on this model is 335 miles with a price starting from £57,030. The AWD models both have 19” wheels, compared to the 18” offerings on the RWD. The Extended Range models of both the RWD and AWD cars also come with an impressive B&O sound system and fantastically large panoramic roof.
Top speed on all these models is 111mph but for those chasing more performance, the Mach-E GT model will soon be available to order for delivery towards the end of 2021. Prices are yet to be confirmed but the car promises to provide an extremely healthy 860Nm of torque and a 0-62mph time of 3.7 seconds. An even more potent GT Performance Edition is expected to drop that acceleration time by another two tenths.
Inside the Mach-E
With that out of the way, what’s the car actually like? Build quality is good, with decent materials used throughout and none of the hard plastics which can ruin a cabin space. As is commonplace in electric cars, most of the controls are managed by a giant touchscreen. In this case, it’s a 15.5” affair which is easy to read and use. I was, however, glad to see a physical volume knob (although sound can be controlled from the steering wheel). Accompanying the large screen is a 10.2” widescreen digital display, sitting in the conventional location behind the steering wheel. This is a combination which appears to work well on the move.
The Mach-E is packed with the sort of options you’d expect to find in a car at this price point. Keyless entry and start; satellite navigation; heated seats and steering wheel; wireless device charging; adaptive cruise control; dual zone air conditioning and rear-view camera are all standard.
Elsewhere on the inside there’s plenty of room, front and rear, and a decent amount of storage space. The seats are comfortable and, as mentioned, the panoramic roof on the Extended Range models is an attractive option.
One advantage of having no internal combustion engine is added luggage capacity. Where the engine would normally sit in a car like this, there is 81 litres of storage space. In the more traditional boot location, there’s an additional 402 litres (which increases to 1,420 litres with the rear seats folded down).
Driving the Mach-E
Out on the road the Standard Range RWD model is brisk without ever really feeling fast. The benefit of a single geared electric motor is a smooth and mostly silent acceleration. Torque is instant and the car goes about its job in an unfussed manner which likely makes for a relaxing drive over long distance.
In theory, the Mach-E’s “One Pedal Drive” option allows you to drive just using the accelerator. Once you remove pressure on that pedal the car begins to brake for you (with the option still remaining to use the brake pedal should you need to). It’s an odd sensation to begin with and one I’d need to experience more before I decide whether or not I like it.
The difficulty with filling a relatively large car with batteries comes when you put it on the scales. The Mach-E weighs in at around two tonnes and, whilst it doesn’t handle badly, you’re certainly aware of it through the bends. There’s a good amount of grip but, being an SUV, it has a fairly high centre of gravity and that translates into noticeable body roll in a sharp turn. The weight also puts strain on the brakes when they’re asked to bring the vehicle to a stop. I think they’re adequate in the model I drove, but I would have liked a bit more bite.
Overall though, I could imagine the Mach-E to be a relaxing and tranquil place to be the majority of the time, perfectly capable of coping with the everyday requirements of most people. It’s well specified and well put together. Looks are subjective but I think Ford have hit the nail on the head in terms of achieving the sporty SUV look and I came away impressed with the package as a whole.
Comparing the Mach-E to the 5.0-litre V8 GT
Climbing into the traditional Mustang is a vastly different experience. You’re lower to the ground and, enveloped in Recaro seats, you’re left in little doubt regarding its contrasting outlook. That feeling is only accentuated when you hit the start button and the big V8 roars into life.
I was critical of the Mustang after my drive in the previous generation, around four years ago. I thought it was a bit lazy and lethargic. I’m pleased to say that didn’t seem the case with the latest generation. The engine in the older model produced 415bhp whereas you get 444bhp and 529Nm from the new one. As before, it prefers to be revved but, in isolation, it felt like a more involved powerplant. You could opt for the four cylinder 2.3-litre Ecoboost engine but that seems out of place in a muscle car. Since Ford are to stop offering the car with this engine it appears to not be an uncommon opinion.
Mustangs are famous for being lively at the rear end and it’s not a reputation that’s entirely undeserved; indeed, it’s not difficult to provoke a reaction and push the 235 section rear tyres beyond their limits. If you want an entertaining drive, you’re in the right place.
This generation Mustang includes a 12” digital display, the first in a line of cars which dates back to 1964. The display can be customised to your preferences and it does a good job of providing pertinent information in a clear and easy to read format. There are a number of driving modes available and throttle response and steering effort can be controlled individually (along with traction control if you’re brave enough). The revised exhaust system’s valves can now be controlled, meaning that you can utilise quiet mode and not wake up the neighbours each morning when you set off for work.
At the front of the car the lights have been changed for LED units and the redesign is one of the easiest ways of telling the new model from old (along with the new shape of the car’s bonnet).
The car I drove was equipped with the 10-speed automatic option, but I’d definitely go for the 6-speed manual. There’s nothing wrong with the automatic but in a car like this I’d want the experience to be as visceral and engaging as possible. Surely that’s the whole point of its existence, after all.
Yes, the cabin could be plusher and it could certainly be more spacious for such a large car but it’s not a bad place to be and the aforementioned optional Recaro seats are good. As always, if you plan on transporting people in the rear then they’d better be very small.
I walked away from this Mustang having had a much more enjoyable experience than I did with the previous generation. In comparing it to the Mach-E though, they do share little outside of the name. Different philosophies coupled with different applications ensure that I doubt anyone would find themselves in the enviable position of choosing between the two.
The Mach-E I drove was the base model, with real wheel drive and 273 miles of range. Output is 265hp and 430Nm, which is enough to propel the car to 62mph in 6.1 seconds. Whilst you won’t be worrying many Tesla owners if you’re planning some traffic light drag races, it is priced at a very reasonable £41,330.
Next, there are two dual motor All Wheel Drive offerings (Standard and Extended Range). The Standard Range model has 265hp and 580Nm and will hit 62mph in 5.6 seconds. Range is 248 miles and the price is £46,650.
The Extended Range AWD has 346hp, 580Nm and takes 5.1 seconds to reach 62mph. Range on this model is 335 miles with a price starting from £57,030. The AWD models both have 19” wheels, compared to the 18” offerings on the RWD. The Extended Range models of both the RWD and AWD cars also come with an impressive B&O sound system and fantastically large panoramic roof.
Top speed on all these models is 111mph but for those chasing more performance, the Mach-E GT model will soon be available to order for delivery towards the end of 2021. Prices are yet to be confirmed but the car promises to provide an extremely healthy 860Nm of torque and a 0-62mph time of 3.7 seconds. An even more potent GT Performance Edition is expected to drop that acceleration time by another two tenths.
Inside the Mach-E
The Mach-E is packed with the sort of options you’d expect to find in a car at this price point. Keyless entry and start; satellite navigation; heated seats and steering wheel; wireless device charging; adaptive cruise control; dual zone air conditioning and rear-view camera are all standard.
Elsewhere on the inside there’s plenty of room, front and rear, and a decent amount of storage space. The seats are comfortable and, as mentioned, the panoramic roof on the Extended Range models is an attractive option.
One advantage of having no internal combustion engine is added luggage capacity. Where the engine would normally sit in a car like this, there is 81 litres of storage space. In the more traditional boot location, there’s an additional 402 litres (which increases to 1,420 litres with the rear seats folded down).
Driving the Mach-E
In theory, the Mach-E’s “One Pedal Drive” option allows you to drive just using the accelerator. Once you remove pressure on that pedal the car begins to brake for you (with the option still remaining to use the brake pedal should you need to). It’s an odd sensation to begin with and one I’d need to experience more before I decide whether or not I like it.
The difficulty with filling a relatively large car with batteries comes when you put it on the scales. The Mach-E weighs in at around two tonnes and, whilst it doesn’t handle badly, you’re certainly aware of it through the bends. There’s a good amount of grip but, being an SUV, it has a fairly high centre of gravity and that translates into noticeable body roll in a sharp turn. The weight also puts strain on the brakes when they’re asked to bring the vehicle to a stop. I think they’re adequate in the model I drove, but I would have liked a bit more bite.
Overall though, I could imagine the Mach-E to be a relaxing and tranquil place to be the majority of the time, perfectly capable of coping with the everyday requirements of most people. It’s well specified and well put together. Looks are subjective but I think Ford have hit the nail on the head in terms of achieving the sporty SUV look and I came away impressed with the package as a whole.
Comparing the Mach-E to the 5.0-litre V8 GT
I was critical of the Mustang after my drive in the previous generation, around four years ago. I thought it was a bit lazy and lethargic. I’m pleased to say that didn’t seem the case with the latest generation. The engine in the older model produced 415bhp whereas you get 444bhp and 529Nm from the new one. As before, it prefers to be revved but, in isolation, it felt like a more involved powerplant. You could opt for the four cylinder 2.3-litre Ecoboost engine but that seems out of place in a muscle car. Since Ford are to stop offering the car with this engine it appears to not be an uncommon opinion.
Mustangs are famous for being lively at the rear end and it’s not a reputation that’s entirely undeserved; indeed, it’s not difficult to provoke a reaction and push the 235 section rear tyres beyond their limits. If you want an entertaining drive, you’re in the right place.
This generation Mustang includes a 12” digital display, the first in a line of cars which dates back to 1964. The display can be customised to your preferences and it does a good job of providing pertinent information in a clear and easy to read format. There are a number of driving modes available and throttle response and steering effort can be controlled individually (along with traction control if you’re brave enough). The revised exhaust system’s valves can now be controlled, meaning that you can utilise quiet mode and not wake up the neighbours each morning when you set off for work.
At the front of the car the lights have been changed for LED units and the redesign is one of the easiest ways of telling the new model from old (along with the new shape of the car’s bonnet).
Yes, the cabin could be plusher and it could certainly be more spacious for such a large car but it’s not a bad place to be and the aforementioned optional Recaro seats are good. As always, if you plan on transporting people in the rear then they’d better be very small.
I walked away from this Mustang having had a much more enjoyable experience than I did with the previous generation. In comparing it to the Mach-E though, they do share little outside of the name. Different philosophies coupled with different applications ensure that I doubt anyone would find themselves in the enviable position of choosing between the two.
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Special thanks to Chris Young at Hartwell Ford Kidlington for arranging my drives.
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