UNDERSTATED STYLE
This EV is everything a driver could want, other than its leisurely recharging speed
I just drove the EV which, were I to ever buy an EV, would be the one I'd raid the retirement piggy bank for. It's Ford's latest Mustang Mach-e, the GT Performance Edition.
Yes, I'm surprised, too. So, here's all the reasons I'd choose this car.
First, I like the looks. It's stylish without being stupidly futuristic and has just the right amount of sloped-roof slipperiness that doesn't sacrifice too much rearseat headroom. It's one good-looking car, er, crossover, or, uh, whatever it is.
I like the fact that it's a quasi-suv, albeit not one of those gargantuan three-row monstrosities that pretends to be a minivan. The trunk is decently sized, the interior roomy and, as long as I'm not footing a huge gas bill, I don't mind the relative inefficiency of the two-box shape.
It's also got just the right amount of power. Yes, like anyone who loves to drive, I like a little giddy in my up. Balance in all things, said the Greek poet Hesiod, and I, for one, consider 480 horsepower, 634 pound-feet of torque, and a 3.7-second sprint to 100 km/h all the “balance” I need.
I absolutely love the interior. Admittedly, this is a purely personal choice that reflects my preference for understated decor and minimalist digitization. Whatever your taste, the monochromatic black motif — with different levels of gloss, mind you, to break up the monotony — is done as well here, if not better, than many a pricey German luxury car.
I'm also very impressed with Ford's balance of power and simplicity when it comes to the Mache's digital displays. The speedometer and gauge set are relatively sparse and small compared with some of the 12-inch — and larger! — instrument panels seen elsewhere, but the Mach-e displays all the information I need and is attractive to boot. Wouldn't change a thing.
On the other hand, the 15.5inch infotainment display is — as it should be — huge. It is reminiscent of the portrait layout in some Teslas, but the Mustang 's Sync system is far easier to navigate. Fonts are larger for easier reading, the “tiled” submenus are truly intuitive, and I adore Ford for the Mustang's huge physical radio knob rather than some oh-so-trendy “haptic” slidey thing on the steering wheel. Building that knob right into the actual TFT screen is also a classy touch.
There are also a few details that speak to engineers and designers who understand real-world consumers. One that stands out is that the Mach-e's centre console has one USB-C power outlet and one USB-A. That may not sound like a big deal, but pretty much every car I have tested — even when they have multiple ports — have either one or the other, the bozos designing them not understanding that, in any transition, no matter what the technology, both the new and the old must live in harmony.
One of my other favourite features is probably not going to find many fans. To wit: The Mustang's seat heaters can get pretty toasty. As in seriously scalding. I love it! Twenty minutes on “roast” on the way to the gym and my 64-yearold lumbars are halfway to being warmed up. No doubt, someone will eventually claim this is a safety hazard and a legal beagle will force Ford to attenuate the heat. But, until then, the Mach-e has my favourite climate control in the business.
Now that I've raved about all the reasons I like Ford's top-ofthe-line EV, here's the one thing that should give you pause: the range-to-recharging-speed equation sucks. It's the worst I've tested since I started the Range Finder column.
To start with, at 318 km in our Range Finder highway test, the GT'S range isn't great.
Loyal readers might remember that the Extended Range version of the Mach-e AWD eked out 332 kilometres on a battery charge when driven at a steady 125 km an hour. That of course didn't match Ford's claimed 435 kilometres, but then neither did the Tesla Model S, which managed only 355 kilometres against a claimed range of 539 km.
What makes that paucity of range truly bothersome is Ford's lethargic charging. Maximum charging is rated for 150 kilowatts, almost half of the Taycan's 270 kw. That, according to Ford's reckoning, allows the GT to charge to 80 per cent in 45 minutes.
Ford has done a marvellous job putting together an attractive, well-built, and alluring ZEV.
I'd love to have one in my driveway — as long as I had something with pistons in the other parking spot.