3 minute read

MUSTANG MACH-E GT

from Radiator - August 2023

by Radiator

from Radiator - August 2023, page 59

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Does it run like a real GT?

There’s certainly some Mustang DNA about the way it goes.

Despite the GT’s twin-motor setup, it’s not unusual to get the front wheels spinning when you give it a burst of the mark. It’s momentary but it seems deliberate, to add a bit of drama to proceedings.

But unlike the rear-drive, petrolfired GT, this otherwise does not struggle for traction. It’s quick out of the blocks and they say it’s good for a 3.7sec 0-100, although that’s using the cheat’s one-foot rollout methodology, which helps whittle the tenths off a time.

We managed just 4.5 seconds; maybe it would have been quicker had we managed to initiate the ‘Untamed plus’ driving mode but for whatever reason it just wasn’t doing it for us on the day.

Still, that compares favourably with the real Mustang GT, which runs a similar time.

While the GT is super punchythat instant hit of torque surging you forward - it does start to taper off above the 130km/h mark, which we discovered when ‘drag racing’ on the track.

Versus the AWD, the GT displayed a more instant power delivery, and lots more of it, sprinting away easily.

But the drop-off in squirt is typical of electric performance, the lack of gears holding it back from attaining serious speed. However it’s more appropriate for road use, and this sure is quick when blasting off a bend.

The GT gains a sportier suspension set-up complete with MagneRide adaptive dampers and lowerprofile, performance-oriented rubber. While it does a nice job, it isn’t quite as sharp. On the flip side, the AWD rides better but the trade-off is more roll and tyre squirm when heading into a bend. Both Mach-Es have a neat dynamic trait compared with other dual-motor EVs.

Is this electric GT as engaging as its V8-powered namesake? Not quite. This feels heavy, and it doesn’t quite disguise that mass as well as other EVs.

And the brakes, upgraded with Brembo hardware on the GT, don’t feel great through the pedal, making it more of a challenge to haul up smoothly for the allimportant corner entry.

Does the Mustang Mach-E GT do the everyday okay?

Well, it is an SUV. The steering feels slightly possessed when the lane control system is in charge, but a quick click of a button exorcises that demon. While it’s light enough, the steering ratio could be quicker for more effortless commuting and parking. With that long wheelbase comes a large turning circle.

The GT has a sporting bent to its gait, and can get pretty lumpy over rough surfaces. The brake pedal is rather sensitive, not requiring much in the way of pedal effort to initiate a strong response.

The amount of brake regen is linked to the drive modes; in Whisper it’ll coast more but, thoughtfully, it’ll slow when heading downhill, nixing the speed creep.

We like the seats, which are both comfy and supportive, and the driving position is okay too. The A-pillars are rather chunky, however, restricting forward view. The small instrument display shows your ‘ground speed’ and distance to empty, and just a wee power gauge shows how little of the GT’s ultimate power you use getting to work. Most of the screen is dedicated to keeping tabs on the active driver aids.

The Mach-E is adept at guiding itself along on the motorway – it does all the work for you – and without too many prompts to ensure you’re still conscious.

The interior quality is sound, with minimal hard plastics about, though you’d never dub it luxurious.

One novel feature is the E-latch external door release; press the button and the door pops open, the kids love it. And it works as intended.

Boot space is adequate though not overly generous for what is a large car – the hold is not particularly wide. The seats can be folded easily enough.

Charging and consumption?

Ford supplies a cable for use at public chargers, but not a three-pin slow charger for home use.

We juiced up at a 50kW DC station boosting it from 43 percent to 62 percent (17.4kWh delivered) while another 30 minute session raised it from 45 to 70 percent (21kWh delivered). With consumption tracking around the 20-21kWh/100km mark, that’s about 100km of range added each time. It can take on up to 150kW of DC, which Ford says equates to 99km range in just 10 minutes.

Last thoughts?

The GT has its moments, but we wish there were more of them for the price asked. We were more impressed with the AWD variant, a more rounded approach. And we suspect the RWD model will impress as well, given it’s some $53k cheaper than the GT, and you can still say you drive a Mustang.