- Top version of the series with brute acceleration – and some weaknesses
- Picture gallery: Ford Mustang Mach-E GT (2021) in the test
- Similar to sprinting like a Porsche 911
- Driving modes from tame to temperamental
- Somewhat hard MagneRide chassis
- The temperamental plus mode and the bucket
- Recuperation: Little variable
- Cockpit: operation almost always via touchscreen
- Cool feature: unlocking with a number pad
- Rear and trunk
- Assistance systems: The intelligence leaves a lot to be desired
- Prices and Competition
- Conclusion: fun maker with weaknesses
Top version of the series with brute acceleration – and some weaknesses
Driving performance like a sports car, but zero emissions and as much interior space as a van or SUV: What was and is unthinkable with combustion engines is possible with the electric drive.
One example is the Ford Mustang Mach-E in the top version GT. We have now tested the car in Croatia on winding mountain roads.
A few new insights into the technology of Mach-E in general we already dealt with it in an article yesterday, we will be brief here in this regard. The GT is the top version of the series. The 88 kWh battery ensures a WLTP range of 500 kilometers. The drive is apparently generated by two equally powerful electric motors with 221 kW each. But the battery only delivers 358 kW, which is therefore the system performance.
Picture gallery: Ford Mustang Mach-E GT (2021) in the test
Similar to sprinting like a Porsche 911
Even with "only" 358 kW, the Mustang Mach-E GT only needs 4.4 seconds for the sprint from 0 to 100 km / h. That is the value for the traditional start from a standing start. For the roll start says Ford 3.7 seconds. For comparison: the Porsche 911 needs 4.2 seconds for the standard sprint. So the Mach-E GT really has performance like a sports car, even if the top speed is limited to 200 km / h.
Subjectively, the whole thing really feels as brutal as it sounds: You are really pressed into the seat, and it's a lot of fun to let the pig out again and again when the track is clear. Even if it only takes a few seconds every time you are on 90 km / h roads like in Croatia.
A decrease in performance was not noticeable to me during these repeated adrenaline orgies. However, given the track conditions, several such attempts in direct succession were not feasible. We cannot say whether the acceleration performance can be called up ten times in a row, as Porsche claims for the Taycan.
Does consumption play a role in a 3.7-second car? Probably not necessarily. For me, the on-board computer showed values between 21 and 24 kWh. Not just a little, but also not significantly more than, for example, with the EV6, where my colleague and I came to the same values.
Driving modes from tame to temperamental
The driving behavior is clearly influenced by the selected mode. There are three of them in normal Mach-E, which are called Tame, Active and Temperamental in German. In addition, the GT has the Temperamental Plus racetrack mode, and more on that in a moment.
The response to the accelerator pedal becomes more toxic and the chassis harder from mode to mode; I couldn't really feel that the steering was getting more direct. However, if you activate a sportier mode with constant use of the pedals, the difference can be clearly seen – even if the Mach-E does not make a leap forward like the Kia EV6.
Somewhat hard MagneRide chassis
The spread in the chassis is also clear. The sportier modes were far too hard for the Croatian road conditions. And even when I was tame, I sometimes felt like a rubber ball bouncing up and down. For those who are sensitive, the chassis will probably be too hard. Incidentally, his colleague Fabio felt the same way during his power consumption test with the Mach-E.
However, Ford would have the option of changing the chassis setup at a later date. Because these are electronically adjustable shock absorbers, and you can probably optimize the characteristic curve using an over-the-air update. Interesting for nerds: The dampers work according to the magnetorheological principle, which means that the viscosity of the hydraulic fluid is varied using a magnetic field: Not new, but it's always amazing that it works.
The Mach-E GT is very good in the bend. There is no noticeable sway, the car is always full and parallel to the asphalt. We didn't make the car break away on the dry tar – unlike the EV6 on a damp road. But the Mach-E should be slightly rear-heavy, which is plausible because of the battery modules stacked on top of each other at the back (see our technology article linked above).
The standard sports seats are also excellent: They are not hard, but very comfortable. Do they offer enough lateral support even in sharp corners? They do, but lateral support in the seat is hardly needed because of the minimal swaying in curves.
The three driving modes. "Temperamental" is selected here, "Temperamental Plus" can be activated at the very bottom
The temperamental plus mode and the bucket
Tom Moloughney already said a lot about the special mode Temperamental Plus (which is the translation of Unbridled Extend) in his test of the GT. The mode ensures that the ESP intervenes later. In addition, it should prevent that only one fast lap can be driven on the racetrack before the performance deteriorates due to overheating.
In this mode, only a certain amount of energy is drawn from the battery – as much as fits in a so-called bucket, explained European chief developer Matthias Tonn to me of what you did with the battery before driving to the racetrack (for example, whether you drove the motorway or through the city). In any case: If the bucket is empty, the system waits until the battery has recovered; then you only have a limited service available.
Activation of one-pedal mode
Recuperation: Little variable
As far as recuperation is concerned, the setting options for the Mach-E are limited. Above all, there are no steering wheel paddles with which you could quickly activate a stronger recuperation before a curve, before the red light or on a slope – that's a shame.
At least you can turn one-pedal driving on or off. If it is activated, you can decelerate well by releasing the gas, even if that doesn't feel as vehement as the acceleration for a long time. Presumably, the maximum physically possible force is not used here, but less strongly – out of consideration for people who carelessly "let the gas pedal click".
For maximum recuperation you have to operate the brake, that is, the Ford mixes recuperative and mechanical brakes, while Tesla does without this blending and strictly separates the two types of braking, as we have done since the test video by Kyle Conner on the Model S Plaid to know.
With the Ford, the strength of the energy recovery can be influenced not only via the one-pedal mode but also via the normal driving mode. This effect will only be felt by testers with a perfectly functioning "popometer" – at least not me.
Cockpit: operation almost always via touchscreen
Instead of being able to change the recuperation at short notice using the steering wheel paddles, with the Mach-E you always have to delve into the depths of the touchscreen menus. And that brings us straight to the problematic operation of the Mach-E. Like colleague Roland in his test of the normal Mach-E found, the operation via touchscreen harbors a considerable potential for distraction.
You also have to take your eyes off the road if you want to set a different driving mode, or even if you want to check which is currently active. Because the small instrument display behind the steering wheel does not show the driving mode. There is also no head-up display in the Mach-E, as is the case with the Kia EV6 or VW ID.4.
The large touchscreen eliminates the need to attach many buttons and switches, which makes the interior appear nicely tidy. The operating philosophy here is very similar to that of the Tesla Model Y, which is one of the main competitors. At Tesla, too, everything is set using the touchscreen. Nice detail in the Ford: the integrated rotary knob in the lower area.
Somewhat boring map
I don't find the map display so chic, which looks just as spartan as in older Volvo models: black and white dominate here, a detailed display like the Kia EV6 or even photo-realistic mountain scenery like the VW Touareg or Audi models are not allowed here expect.
Cool feature: unlocking with a number pad
To open the doors of the Mach-E, you have to press a small button on the B-pillar; then the driver's door opens a crack and you can pull it open using the little lever. The same applies to all other doors.
To open the door, first press the button …
… then the door opens a crack and you can pull it open using the little handle underneath
A nice feature (at least for me as a technoid-minded half-nerd) is the number entry on the B-pillar: You can leave the key in the car when you go swimming in the lake. When you come back, you enter the seven-digit code that you previously determined and the car is open.
Are you afraid that you will not be able to remember the seven-digit number? Well, just take your bank card's PIN and append 123. Or you can use a friend's phone number. Genesis uses infrared camera face recognition for the same purpose on the GV60. Is that more reliable than your own memory? I guess no; maybe even the glasses taken off for swimming change a recognition.
Rear and trunk
There is a lot of space in the rear of the Mach-E. As a 1.76 meter tall test passenger, I have a fist's breadth above my head and I can even cross my legs. The trunk also seems to be usable. According to the price list, the trunk floor can even be inserted at two different heights. With 402 to 1,420 liters, the storage space is not quite as large as in a VW ID.4 (543-1,575 liters), but there is also the rather spacious front trunk. Without the separation system, it holds 100 liters.
Assistance systems: The intelligence leaves a lot to be desired
The Mach-E has intelligent cruise control. This means that the speed limit can be automatically adopted. Basically it works quite well (at least a lot better than the EV6), but there is still room for improvement. If you have set the cruise control to 100 km / h, for example, and a speed limit of 80 sign follows, the speed is only reduced when you pass the sign – that's too late.
Not to mention that the technology in terms of "intelligence" is far behind that of Audi or BMW (for example in the iX) remains behind. The system does not act proactively, for example a speed limit behind a hilltop is not included in the speed control. Neither do sharp bends, roundabouts or turning points.
The lane departure warning system, on the other hand, worked well on the driven routes, and people rarely asked to touch the steering wheel. The hardware of the car is already prepared for Blue Cruise, I was told at Ford. This is the semi-autonomous driving system that is already available in the USA. There is more to see and read from our US colleagues at site. So the Ford could be one of the first cars in our country to drive semi-autonomously in "hands-free mode" on the autobahn – as soon as the authorities clear the way.
Prices and Competition
The Ford Mustang Mach-E GT is available for 72,900 euros. The car is already in the BAFA list (PDF) on; With a net price of 61,260 euros (between 40,000 and 65,000 euros), the GT qualifies for an environmental bonus of 7,500 euros.
Contrary to what Ford originally intended, the higher Mach-E versions are not considered to be an upgrade of the basic version – the responsible authority BAFA has not recognized this approach. Presumably it will not accept the trick with the Kia EV6, where the manufacturer is also trying to get the maximum funding for all model variants.
Speaking of the EV6: With the top version GT, this model is also one of the main competitors of the Mach-E GT. The Kia charges significantly faster (with up to over 200 kW, with the Mach-E GT it is a maximum of 150 kW), but has a range of only 400 km, while the Ford is specified with 500 km. The Kia-GT is even faster than the Ford-GT with 3.5 seconds. And it is cheaper at just under 66,000 euros.
Kia EV6 GT: 430 kW and spin in 3.5 seconds
Tesla Model Y: Charging with 250 kW and a range of 480 km
The second competitor is the Tesla Model Y Performance, which also charges extremely quickly with up to 250 kW and has a distance of 480 km similar to that of the Ford. The sprint time with roll start is identical to that of the Mustang Mach-E GT – probably no coincidence. Here, too, the price of around 65,000 euros is lower than that of Ford.
More about the Mustang Mach-E: Ford Mustang Mach-E GT: With these cars it competes
Ford Mustang Mach-E: Analysis of the charging curve during fast charging
Conclusion: fun maker with weaknesses
Do you need an electric car that can accelerate to 100 in 3.7 seconds? Of course not. Is it fun to accelerate with it? Of course yes. Whether the best possible sprint time can be reproduced ten times does not matter, because the opportunities in public transport are not that numerous. But when you can, you do it.
So the Mach-E GT is really fun. This also includes good cornering behavior and the cool feature of unlocking using a number code. But he has strong competition. The Kia EV6 GT is even more sprinting and the Tesla Model Y Performance loads faster; in addition, both are cheaper than the Ford.
The most serious disadvantages of the Mach-E GT for us include the somewhat hard chassis and the distracting operation via touchscreen. As with any car, there are definitely weaknesses. But maybe with vehicles it is similar to books: a good writer is forgiven for a lot, a clever mind once wrote it. Just think of the endlessly long sentences by Thomas Mann or the repetitions of words in Kafka. But that really is a different topic …
Ford Mustang Mach-E GT
engine 2 electric motors (permanent magnet synchronous machines)
power 358 kW (30 min power: 200 kW)
Max. Torque 860 Nm (briefly)
drive all wheel drive
Acceleration 0-100 km / h 3.7 seconds with roll start, 4.4 seconds without
Top speed 200 km / h
consumption 20.0 kWh / 100 km (WLTP)
battery 99 kWh gross, 88 kWh net (from spring 2022: 91 kWh)
Electric range 500 km WLTP
Charging port CCS2, up to 150 KW DC, up to 11 kW AC
Charging time 7h10 with 11 KW AC (10-80%), 45 min with 150 kW DC (10-80%)
length 4,743 mm
broad 1,881 mm
height 1,613 mm
Trunk volume 402-1,420 liters plus 100 liters in Frunk
Empty weight 2,348 kg
Payload 369 kg
Trailer load 750 kg (12% gradient, trailer with brakes)
Base price 72,900 euros
Market launch Can be ordered since July 12, 2021
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