Messing with tradition is a dangerous exercise. What's more, launching a product that's the first of its kind is also fraught with danger - and Ford has elected to roll both of those risky ventures into one car. Brave.
The Ford Mustang Mach-E is the Blue Oval's first serious foray into the world of all-electric motoring. Now, three years (yes, really) after launching in its home market, it is finally on sale in Australia.
Rusted-on Mustang aficionados will likely despise it purely because it applies the hallowed Mustang name to a high-riding, five-door crossover (and the absence of combustion power obviously raises their hackles too). But let's try and look beyond the marketing - is the Mustang Mach-E a good performance EV or not?
Starting from $79,990 for the RWD Select and topping out at $107,665 for the dual-motor AWD GT performance hero, the Mach-E is positioned above similarly-shaped offerings such as the Polestar 2, Tesla Model Y and Kia EV6.
Countering the high cost of entry is a fat standard equipment list. The Mach-E Select comes with features like a massive glass panoramic sunroof, a glitzy 15.5-inch portrait display, a 10-speaker B&O sound system, a 10.2-inch digital instrument pack (in an ultra-slim panoramic aspect ratio), adaptive cruise control, power-adjustable front seats, remote connectivity features, pleather upholstery, a wireless phone charging pad, wireless Apple CarPlay/Android Auto, and an electric tailgate.
Powered by a 72kWh lithiumiron-phosphate (LFP) battery, the 198kW/430Nm RWD Select offers a driving range of 470km.
Moving further into the range, the mid-tier Mach-E Premium adds excellent projector LED headlamps, red contrast stitching for the upholstery, a black headliner, metal pedals, ambient interior lighting and red brake calipers.
The Premium is still only rear-wheeldriven like the Select, but it swaps out the LFP battery for a more potent 91kWh lithium-nickel manganese cobalt (NMC) battery, along with a slightly spicier 218kW power peak (torque remains at 430Nm), and 600km range. Price? $91,665 before on-road costs.
At the top of the tree is the Mustang Mach-E GT - a dual-motor, all-wheel drive performance flagship that should help quell the concerns of Mustang fans that the electric pony can't run.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/6313770077.jpg]
Using the same 91kWh NMC battery as the Premium, it grafts an electric motor to the front axle for a combined output of 358kW/860Nm, while the chassis is upgraded through adaptive magnetorheological dampers, Brembo front brakes, Pirelli P Zeros on 20-inch alloys, and a GT-specific "Untame Plus" drive mode.
Range drops down to 490km per charge due to the weight and power draw of that extra motor, but that's the price paid for performance.
But it's time to put the brochure down and saddle up, because the proof of this pony is in the driving. First impressions? Pulling on the vestigial 'handle' that pops open the front doors delivers a suitably futuristic handshake, but sliding into the MachE's driver's seat is disappointing. It just doesn't feel sporty.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/6074303661.jpg]
There's no feet-out, bum-on-the-deck posture that you'd expect of something with the Mustang label, and though this writer isn't especially tall, it was still not possible to get the driver's seat adjusted to a height that felt comfortable. Rear-seat space is decent for two adults, but like the Polestar 2, it'd be a fair squeeze fitting three adults or teens across the rear bench. Like the front seats, they're also short on headroom.
That rotary drive-mode selector between the front seats is another lowlight. Contrasted against the space-age infotainment screen, it has a parts-bin aura that's not in keeping with the rest of the Mach-E. So too the LCD instrument panel. It's bright and has clear graphics, but lacks the customisability, versatility and visual wow factor of other digital dashes.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/1500367007.jpg]
But grip the meaty rim of the steering wheel, twist the dial into D, and the Mach-E begins to redeem itself. All variants possess sweet steering with a fast response, pleasing heft, and zero slack. Moreover, the ride quality, whether on the passive dampers and 19-inch wheels of the Select and Premium or the MagneRide suspension and 20s of the GT, is ...
The Ford Mustang Mach-E is the Blue Oval's first serious foray into the world of all-electric motoring. Now, three years (yes, really) after launching in its home market, it is finally on sale in Australia.
Rusted-on Mustang aficionados will likely despise it purely because it applies the hallowed Mustang name to a high-riding, five-door crossover (and the absence of combustion power obviously raises their hackles too). But let's try and look beyond the marketing - is the Mustang Mach-E a good performance EV or not?
Starting from $79,990 for the RWD Select and topping out at $107,665 for the dual-motor AWD GT performance hero, the Mach-E is positioned above similarly-shaped offerings such as the Polestar 2, Tesla Model Y and Kia EV6.
Countering the high cost of entry is a fat standard equipment list. The Mach-E Select comes with features like a massive glass panoramic sunroof, a glitzy 15.5-inch portrait display, a 10-speaker B&O sound system, a 10.2-inch digital instrument pack (in an ultra-slim panoramic aspect ratio), adaptive cruise control, power-adjustable front seats, remote connectivity features, pleather upholstery, a wireless phone charging pad, wireless Apple CarPlay/Android Auto, and an electric tailgate.
Powered by a 72kWh lithiumiron-phosphate (LFP) battery, the 198kW/430Nm RWD Select offers a driving range of 470km.
Moving further into the range, the mid-tier Mach-E Premium adds excellent projector LED headlamps, red contrast stitching for the upholstery, a black headliner, metal pedals, ambient interior lighting and red brake calipers.
The Premium is still only rear-wheeldriven like the Select, but it swaps out the LFP battery for a more potent 91kWh lithium-nickel manganese cobalt (NMC) battery, along with a slightly spicier 218kW power peak (torque remains at 430Nm), and 600km range. Price? $91,665 before on-road costs.
At the top of the tree is the Mustang Mach-E GT - a dual-motor, all-wheel drive performance flagship that should help quell the concerns of Mustang fans that the electric pony can't run.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/6313770077.jpg]
Using the same 91kWh NMC battery as the Premium, it grafts an electric motor to the front axle for a combined output of 358kW/860Nm, while the chassis is upgraded through adaptive magnetorheological dampers, Brembo front brakes, Pirelli P Zeros on 20-inch alloys, and a GT-specific "Untame Plus" drive mode.
Range drops down to 490km per charge due to the weight and power draw of that extra motor, but that's the price paid for performance.
But it's time to put the brochure down and saddle up, because the proof of this pony is in the driving. First impressions? Pulling on the vestigial 'handle' that pops open the front doors delivers a suitably futuristic handshake, but sliding into the MachE's driver's seat is disappointing. It just doesn't feel sporty.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/6074303661.jpg]
There's no feet-out, bum-on-the-deck posture that you'd expect of something with the Mustang label, and though this writer isn't especially tall, it was still not possible to get the driver's seat adjusted to a height that felt comfortable. Rear-seat space is decent for two adults, but like the Polestar 2, it'd be a fair squeeze fitting three adults or teens across the rear bench. Like the front seats, they're also short on headroom.
That rotary drive-mode selector between the front seats is another lowlight. Contrasted against the space-age infotainment screen, it has a parts-bin aura that's not in keeping with the rest of the Mach-E. So too the LCD instrument panel. It's bright and has clear graphics, but lacks the customisability, versatility and visual wow factor of other digital dashes.
[https://cdn.magzter.com/1416374258/1700468779/articles/Q5SuXt5ft1700472117125/1500367007.jpg]
But grip the meaty rim of the steering wheel, twist the dial into D, and the Mach-E begins to redeem itself. All variants possess sweet steering with a fast response, pleasing heft, and zero slack. Moreover, the ride quality, whether on the passive dampers and 19-inch wheels of the Select and Premium or the MagneRide suspension and 20s of the GT, is ...
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Wheels Australia (Digital) - 1 Issue, December 2023