When Ars drove the new Ford Mustang Mach-E for the first time in early 2021, the car was an attention-grabber. Now, nearly three years later, the Mustang Mach-E is a more common sight on our roads, as are other electric crossovers from most of Ford’s usual competitors, including the big sales force that is the Tesla Model Y. We decided to reserve a few days with Mustang Mach-E to find out how (or if) this electric horse car has matured since its launch.
Originally, Ford was working on a more boring battery electric car until Tesla started delivering its Model 3s, at which point the “Edison Team” was hastily convened to work adding some much-needed cool ideas to the design, and rethinking the Ford’s electric vehicle strategy in 2018. Process.
Giving this midsize crossover the Mustang name tag remains controversial — I expect a fair percentage of the comments on this story will be people showing up to complain, “It’s not a real Mustang.” The name crossover is what it is, and there are plenty of Mustang design cues, but even with the designers’ trick of using black trim to make you ignore the parts they don’t want you to see, there’s no denying that the proportions are pretty far from coupe-like.
It’s cheaper now
Our test car was a Mustang Mach-E Premium eAWD with only one option selected, a 91-kilowatt-hour (usable capacity) extended-range battery. This increases the car’s EPA range estimate from 224 miles (360 km) to 290 miles (467 km) but costs $8,600, which, plus delivery fees, brings the sticker price to $67,575.
At least, that’s what the Mustang Mach-E cost when it arrived in the press fleet about 5,500 miles ago. Ford had to respond to Tesla’s series of price cuts, lowering the MSRP by about $7,000 and lowering the cost of the Extended Range Battery to $7,000 — when I configured the same specs on Ford’s online car builder, it told me the total price should be It is $59,940. With all miscellaneous fees. (Another price cut for most other Mustang Mach-E models came in May, but not for the extended Premium eAWD range.)
Until the end of this year, the electric car is still eligible for half the clean vehicle tax break. However, Ford believes the $3,750 credit will no longer be available to Mach-E buyers starting next year as new rules regarding batteries made by “foreign relevant entities” take effect. This removes the eligibility of electric vehicle batteries made in China or owned by Chinese companies as of January 1, 2024.
It’s a hard life
The fact that the Mustang Mach-E’s trip computer did not reset after 3,572 miles (5,749 km) provides an illustrative insight into the lifespan of the press fleet vehicle as well as the long-term efficiency of this electric vehicle. Collectively, car driving was extremely unsympathetic during that time, with drivers rated at 1 percent for deceleration and 2 percent for both acceleration and speed. Despite the lead foot treatment, the average of 2.7 mi/kWh (23 kWh/100 km) matches the EPA efficiency estimate (expressed as 37 kWh/100 mi).
I think this particular car spent most of those miles in Unbridled, which is what the Mustang Mach-E calls its Sport mode. That or Engage, which is the middle of the three settings and which is used to calculate the car’s official efficiency.
In Whisper (think Eco mode), you don’t get the full 346 hp (258 kW) or 428 lb-ft (580 Nm), and the 0-60 time feels between a second or two slower than the 4.8 one second, which is possible if… Harnessing all the electric horses at the same time, it should be possible to achieve a speed of at least 3.1 mph/kWh (20 kWh/100 km).