First Drive: 2021 Ford Mustang Mach-E

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Love it or loathe it , Ford’s all new Mustang Mach-E has arrived. For long-time Mustang owners, of course, naming an SUV — an electric one, at that — after the world’s most famous pony car is nothing but the cynical misuse of marketing. On the other hand, Tesla has shown us that brand recognition is absolutely essential to succeed in the electric vehicle wars and no Ford nameplate is more recognizable than Mustang. So, suck it up guys — yes, there are plenty of female Mustang owners, but pretty much everyone who’s got their panties in a knot over this is sporting heterogametic chromosomes — it was probably the right move. If it really bothers you that much, just call it the Mach-E. Pretty much everyone does.

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Besides, the long-term success of Ford’s first e-SUV will depend on how the Mach-E can fulfill the performance that that Mustang name promises.

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In that regard, Ford gets it mostly right. The Blue Oval just announced the Mach-E’s finalized ratings and they’re better than initially predicted, the all-wheel-drive version of the base Select model boasting some 340 kilometres before running out of lithium ions while an extended-range rear-wheel-drive version claims a far more substantial 483 kilometres. We spent much of our time behind the wheel of the Mach-E trying to document its real-world range, and in the end, we calculate that the extended-range, all-wheel-drive version would travel about 335 kilometres at Driving’s standard 125 km/h test speed.

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Now, if 335 kilometres don’t sound impressive, especially when compared with the silly numbers that Tesla boasts for its sedans and SUVs, don’t fret. We recently tested a Tesla Model S 100D and Porsche’s Taycan 4S on the same highway under almost identical conditions, and the Porsche’s real-world range was 345 kilometres and the Tesla’s but 10 clicks more. I know neither of those numbers matches their rated range numbers — the Tesla’s is especially fantastical — but they were the mileages we saw when we ran their batteries almost to ground. The lesson here: ignore those incredibly optimistic EPA/NRCan range ratings for Tesla because, on the open road, the Mustang Mach-E is playing in the same league as both the Model S and the Taycan.

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At least in the range department. In the performance sweepstakes, the Mach-E lacks the murderous acceleration of the Porsche or even a top-of-the-line Model Y . The maximum output of our tester’s twin electric motors was 346 horepower and will accelerate the Mach-E to 100 km/h in about 5.5 seconds. Neither figure will threaten a ludicrous-motored Tesla, but on the other hand, the Mach-E feels as powerful as a turbocharged six-cylinder X5 — and not many BMW owners complain about its performance. Chalk that one up to unrealistic expectations more than any real lack of performance. All that said, by late summer of 2021, Ford promises a 480-hp GT Performance version of the Mach-E that should hit zero to 100 km/h in roughly 3.5 seconds, but that will only arrive later in 2021.

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The unfortunate misappropriation of the Mustang name is probably the only thing wrong with the Mach-E

One area where the Ford does seem to be lacking is in recharging speed. The most powerful charger the new Mustang can currently handle is 150 kW which, while it might have been state-of-the-art when the Mach-E was first announced, is now just table stakes. Tesla’s Superchargers now offer faster charging and the Porsche will soon boast 350 kilowatts replenishing the Taycan’s lithium ions. Even Hyundai is talking 800 volts and 450 kW charging . Forty-five minutes to a full charge may de-rigeueur right now, but if Ford wants the Mach-E to be successful over a typical four- or five-year lifespan, it will need a major upgrade in charging capacity.

That said, don’t be misled into comparing the Mach-E’s battery capacity with its competitors. Ford, to its credit, lists its batteries by “usable” capacity rather than the total number of kilowatt-hours stored in its 288 cells (in the standard battery; 376 in the extended-range versions). All automakers maintain a “buffer” since using 100 per cent of battery’s capacity dramatically reduces its longevity. So even though Ford’s “usable” battery capacities of 68 and 88 kWh don’t sound competitive with the aforementioned Tesla and Porsche, their actual total capacity — the number you should be comparing with both those companies — is actually 75.7 and 98.8 kWh. Again, big props to Ford for truth in advertising.

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Where the Mustang makes up for this lack of a killer charging package is in interior quality. In fact, our Premium model’s interior was far and away superior than the much more expensive Model S we recently drove. Better yet, though it copies Tesla with a portrait-oriented infotainment screen, the Ford’s is much easier to use and informative. It’s more intuitive, less complicated, and for those of limited eyesight — not moi , at least not since I had my cataracts removed — more legible. Oh, the radio controls could be a little easier to flip through and clambering through various settings menus might sometimes need a Sherpa guide. But in general, Ford is truly getting adept at nailing the performance/convenience compromises in its infotainment systems.

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Even something as straightforward as the trip meter has been made more useful. The Mustang, like most other EVs, lets you know how many kilowatt-hours per 100 kilometres — the equivalent of L/100 km for gas-fueled cars — you’re using and what percentage of total battery charge you have remaining. But, it also details how you’re using said kWh, there being readouts and a graph for how much energy you’re using to heat (or cool) the cabin, how much is being used to drive the wheels, yet another display detailing the energy consumption of any accessories you might be using and one that details the effect of exterior temperature (ostensibly, the energy required to keep the battery warm). I know I’m a geek, but I can’t wait to test the Mach-E in the dead of winter and see how much juice the cabin heating system sucks out of a battery charge. At the very least, hypermiling electric Mustang owners will know how much range they’re sacrificing in the pursuit of creature comforts.

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The interior build quality, meanwhile, is quite exceptional, the best ever for a Ford product. Ditto the materials. For instance, the fabric clothing the Bang & Olufsen speakers — made by a Danish named Kvarta — is so lush I thought it was just decorative. It wasn’t until I started pounding out the tunes that I realized that there was a sound system under there. That’s how stylish the speaker coverings are.

The sound system, by the way, is like all B&O systems — incredibly precise in its reproduction. It’s not as loud as the company’s more powerful system (like that used on top-of-the-line Audis), but the quality is excellent. Overall, this is Ford’s best interior yet regardless of propulsion system. They should do so well on their fossil-fueled vehicles.

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As for nits to pick, the Mach-E suspension seems needlessly firm for what is, despite its nameplate, a mainstream SUV. Perhaps Ford felt obligated to juice up the dampers because it does dare wear the Mustang nameplate. It does corner like a Mustang — OK, an SUV wearing a Mustang badge — but the ride is a bit too jarring. We tried changing driving modes — pretentiously named Engage, Whisper and Unbridled — to no avail. The ride was still too stiff for our increasingly potholed roads. If it’s indeed a casualty of Ford’s need to justify its most famous nameplate, then call it the revenge of Mustang owners — pony car lovers of the world, unite!

Other than the lack of state-of-the-art charging, though, said unfortunate misappropriation of the Mustang name is probably the only thing wrong with the Mach-E. In all other ways — build quality, styling and yes, as our testing revealed, range — it’s an impressive first effort from Ford. I, for one, was mighty impressed.

The first batch of Mach-E is being built now and will be shipped shortly. The base Select versions starts at $50,495 (AWD adds $3,500) and is only available with the standard battery. The Premium retails $58,745 ($62,245 if you add AWD) and if you want the larger Extended-Range battery in either RWD or AWD guise, it will set you back another $7,000. The California Route 1 — which is only available in RWD-only format with the larger battery — is $63,745. The hot-rod GT Performance version will cost $82,995 when it arrives next summer.