Ford’s Mach-E GT is an American muscle car for the 21st century


Sunlight filters down by way of towering pines, dappling the “grabber blue” pores and skin of my Ford Mach-E GT because it gallops alongside Highway 1, heedless trivia like “defensive driving technique” and “speed limits.” Irma Thomas is crooning by way of the 9-speaker Bang and Olufsen sound system, her rendition of Time is On My Side a stark distinction to the simulated auditory roar of the GT’s twin permanent-magnet motors as the accelerator pedal slaps in opposition to the floorboard. Pouring on velocity, I lastly see what all the Mach-E fuss was about.

Ok so right here’s the a part of the story the place I eat a giant plate of crow. When I reviewed the Mach-E base mannequin again in February I discovered it to be a superbly serviceable EV, however extra akin to similarly-shaped electrical SUVs like the Kia Niro or the Volkswagen ID.4 than the honored muscle automobiles I hung posters of in my childhood bed room. Sure, the pony I drove had loads of get-up-and-go — EVs are torquey that method — however it by no means rumbled the depths of my bowels like a naturally aspirated 4-barrel V8 might. The Mach-E GT does. Switch over to the performance-forward Unbridled energy administration mode — or Unbridled Extend, which optimizes traction and stability management and is nice for lapping ICE house owners on observe day — and the Mach-E GT will haul extra ass than a secret lab overflowing with butt monsters. Stomp on the fuel in the 480 horsepower, 600 ft-pound torque GT and this factor will loosen your fillings. Do so in the uber-torqued GT Performance version and also you’re liable to swallow a number of enamel.


It gained’t be troublesome to identify the GT and Performance editions on the road. I imply, if the outstanding GT badge on the rear liftgate and illuminated Mustang icon on the entrance grille don’t give it away, each iterations sit about 10 mm decrease than the base mannequin and have added styling on the entrance facia. You’ll additionally be capable to spot them through their wheels as each the GT and the Performance sport distinctive 20-inch rims (versus the 18s and 19s provided on the base) rocking 245/45R20 Continental all-season tires and hearth engine crimson Brembo brake calipers. On the inside, nonetheless, the GT is virtually equivalent to the base mannequin, save for the seats which supply added cushioning and lateral assist as there is a greater than not probability you’re going to get sideways inside the first week of proudly owning one.

As for driving efficiency, I’m a bit torn. Nostalgia, as I’ve defined beforehand, is a hell of a drug and my fondest automotive reminiscences stem from tearing up San Francisco’s streets in a 65 outfitted with a drag racing suspension and a T-10 3-speed, which has deeply biased my understanding of what to anticipate from the Mach-E. It is, truthfully, troublesome to reconcile in my head that the Mustang is now an SUV and, regardless of its overwhelming energy, nonetheless largely drives like one. Give me a straight shot like, say, that size of freeway 101 operating by way of Silva Island in the direction of Larkspur and the GT can, will, and really a lot did beat the pants off of any Tesla on the freeway in addition to one overly assured, tailgating Supra.


The tight, twisting turns of Highway 1, particularly the un-railed cliffside sections the place a mistimed faucet of the accelerator would fly you clear off a 100-plus foot drop, had been a special matter completely. You can really feel the understeer, regardless of it being an AWD, in addition to the GT’s 4,600 kilos of curb weight by way of hairpin turns. But once more it’s an SUV, that’s to be anticipated — even from one with a sub-4 0-60. The GT’s MagneRide suspension — which leverages magneto-rheological fluid to stiffen the experience on demand — shined by way of throughout these slaloming sections. Even although the wide-bodied GT wallows like a pig in mud by way of sharp curves, not as soon as did I’ve to battle the automobile’s physique roll when getting into turns.

The GT begins at $59,900, boasts 480 peak horsepower, 600 lb.-ft. of torque with a 0-60 mph time of three.8 seconds and an estimated 270 mile vary. The GT Performance version, on the different hand, begins at $64,900, with the identical quantity of horsepower however a full 634 lb.-ft. of torque and a 3.5 second 0-60 and 260 miles of vary. Those figures put the Mach-E GT on par with the Chevy Bolt and VW ID.4 when it comes to drivable distance, although the Mustang outclasses them each when it comes to driving pleasure.


Range nervousness wasn’t a lot of a priority throughout my take a look at drive because of the Mach-E’s related navigation system which regularly screens the automobile’s battery ranges and factors out out there charging stations alongside the drive route. What’s extra, Ford is providing two years of complimentary use of its Blue Oval Charge Network. For these drivers who want to do their charging at house, Ford’s Connected Charging station can add 30 miles per charging hour on a 240V outlet whereas the included cell charging twine can impart 20 miles of vary per hour utilizing an identical 240V outlet.

Deliveries for each the GT and the GT Performance version have already begun.

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