![]() ![]() Flat around the corners, thanks to McPherson struts up front, an independent multilink suspension behind and all the weight from the heavy batteries beneath the floor. The exception is the volume dial for the (very good) sound system, which is a traditional rotary knob integrated into the bottom of the screen. The floor is flat thanks to the lack of a driveshaft tunnel, and the transmission selector is just a dial on the centre console, so the only thing that’s obtrusive is the 15.5-inch central tablet-style touch screen.Īll the screen buttons are digital, of course, which makes them a bit fiddly to operate while driving, though I could usually hook a finger onto the edge of the tablet for stability. The panoramic one-piece sunroof is gorgeous but doesn’t come with the basic trim. There’s a mesh fabric over the top of the faux carbon-fibre fascia, and the entire premium feel is more Volvo than Ford. The cabin is airy and beautifully appointed. ![]() ![]() The Mach-E's cabin has a sophisticated, premium feel. The closest you get to blipping down a couple of cogs in readiness for a corner is by activating the one-pedal drive, which slows the car more quickly when you take your foot off the throttle before touching the brakes this also helps recharge the battery. There are no gears, so you just press on the throttle and let it whisk you away. Like any electric car, the Mustang Mach-E drives quite differently from its conventional namesake. You can spend hours on the Ford website configuring a Mach-E to be just the way you want it. There’s a full lineup for the Mach-E, with options for rear-wheel drive or all-wheel drive, four different levels of horsepower from 266 hp to 480 hp and batteries with official ranges from 340 kilometres to 491 km. James Engelsman and Thomas Holland from Throttle House give the Ford high points for ride and handling, with the body shape making for a roomy cabin. But it’s certainly not the most expensive.Īn electric crossover bearing a Mustang badge may be heresy to some but the Mach E is a capable all-rounder with good performance when you want it. It’s not the most practical, despite its hatchback. It’s not the fastest, though the more powerful GT-Performance Edition will help fix that. So is the Mach-E any good? As we noted in our first impressions after a brief drive last year, yes, it’s very good indeed. However, its name is too valuable to lose as a performance icon, so this Mach-E is a handing-over of the brand. The traditional Mustang remains in production, but as Ford pushes toward an all-electric future, the car itself is doomed and will probably die before the end of this decade. Ford is very clear that it will no longer build sedans and coupes, forsaking them for the much more popular and practical SUVs and crossovers. In the United States, where it was named North American Utility Vehicle of the Year despite hardly anybody actually driving it, it’s considered an SUV, which is absurd. It does not rumble like a Mustang, and it certainly doesn’t feel like a Mustang. The new all-electric Ford Mach-E is not a Mustang in the true sense of the nameplate, but it probably will be soon. Let’s just get the Mustang thing out of the way first. ![]()
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