![]() But its nose tucks in and the vehicle rotates when I expect it to push during higher speed cornering. When I charge into a corner, the Mach-E suffers from some initial understeer. However, a couple spirited runs through clover leaf on-ramps show some unexpected playfulness. They’re too skinny to create the sinister look of the coupe and convertible or to provide ultimate grip. The 225/55R19 Michelin Primacy all-season tires are nothing like you’d expect on a Mustang. It gets so artificial with the added weight of Unbridled mode that I dial it back to Engage for a more natural steering response. When I’m not in one-pedal mode, the brakes feel natural instead of grabby as is often the case with EVs.Īs I hunt for clover leafs and twisty roads, the Mach-E departs further from the feel of a true Mustang it drives more like an agile crossover. It’s the way to go for best range, and I don’t detect the transition between the regenerative braking system and the mechanical brakes. The latter slows the vehicle whenever I’m not on the throttle and can bring it to a complete stop. A typical Mustang offers both.Īround town, the Mach-E can coast like a normal gas car or I can activate one-pedal driving through the touchscreen. It has only decent passing punch when cruising along at 70 mph, and not as much as you’d get with a 350-hp gasoline engine. The power isn’t so robust on the highway. Single-motor versions have just a rear motor and hit 60 mph in 6.1 seconds. The 428 lb-ft of instant torque gets the Mach-E moving quickly and pushes it from 0-60 mph in a quick 4.8 seconds, according to Ford. Other than immediacy, there’s no Mustang in the way the power arrives. Ford says it derived the sounds from the motors, but they differ so much from each other that they have to be more digital than simply “enhanced. The available Engage mode-the equivalent to a Normal mode-adds more motor whine, and the Sport-style Unbridled mode adds a faint suggestion of a far-off V-8 engine, but only after I enable powertrain sounds through the center touchscreen. The Mach-E leaps away from a stop with nothing but a faint whisper of electric whine in the appropriately named Whisper mode. Instead of the 68-kwh base battery, my tester also has the 88-kwh extended-range battery for an extra $5,000.Ģ021 Ford Mustang Mach-E electric powertrain This tester has the $2,700 all-wheel-drive option with a second, front-mounted motor that spins up an additional 56 hp and 111 lb-ft of torque to bring the totals to 346 hp and 428 lb-ft. In my Premium 4X model, it makes 290 horsepower and 317 pound-feet of torque. In any model, a large permanent magnet motor is located on the rear axle. ![]() The powertrain consists of one or two motors depending on the model. The vehicle sits 5.7 inches off the ground, which is fairly low for a crossover, but placing the seat atop the 5.9-inch thick battery in the floor creates a more traditional SUV seating position. Instead, the Mach-E rides on a new platform developed for electric vehicles with an especially long 117-inch wheelbase that makes room for a large battery pack between the front and rear wheels. Results above omit 1-ft rollout of 0.3 sec.None of the chassis components of this electric crossover SUV are shared with the current Mustang or the Mustang to come. Turbocharged and intercooled DOHC 16-valve inline-4, aluminum block and head, port and direct fuel injectionīrakes, F/R: 15.4-in vented disc/14.0-in vented disc ![]() Vehicle Type: front-engine, rear-wheel-drive, 4-passenger, 2-door coupe There's also plenty of stick on the skidpad, with 0.95-g orbits easy to pull off. The Brembos and Pirellis do the business under braking, hauling the Mustang to a stop from 70 mph in 149 feet and from 100 mph in 293 feet. This new EcoBoost is the quickest four-cylinder Mustang we've tested, with a 4.5-second 60-mph time that feeds into a 13.2-second, 103-mph quarter-mile. To make this possible, two features are now stand-alone options: the active performance exhaust ($1225) and MagneRide adaptive dampers ($1750, but the $5525 Premium package is also required). At $3475, this stuff comes cheaper than last year, when you had to buy the $1995 Handling package on top of the $6150 High Performance package to get the Torsen and the Brembos. Ford markets it as a drift brake-as if we need more Cars & Coffee getaway mishaps. You also get sizable Brembo six-piston front calipers and four-pot rears, a strut-tower brace, and an electronic pull-up parking brake activator that can lock the rear wheels using the hydraulic brakes to make getting sideways easier. Chief among the goodies are 19-inch Pirelli P Zero PZ4 summer tires, a 3.55:1 limited-slip differential of the Torsen variety, and a performance-tuned suspension. The optional High Performance pack doesn't net the slight horsepower increase it did last year but otherwise includes a similar list of desirable upgrades.
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