Ford Mustang Mach-E 2022 long term review
Does our new arrival deliver on the promise of Mustang-calibre electric propulsion?
*Why we’re running it: *To see if an electric SUV is worthy of the Mustang name and, more importantly, if it augurs positively for Ford’s future
-Month 1 - Specs-
-Life with a Ford Mustang Mach-E: Month 1-
*Welcoming the Mach-E to the fleet - 22 June 2022*
It’s a sign of the times that running this Ford Mustang electric SUV has elicited as many questions, queries and coos of intrigue as had it been a coupé powered by a V8.
That in itself answered one doubt I had before I had driven anywhere. Purists may despair, but it seems the vast majority of modern motorists subscribe to the belief that the ’Stang moniker exists to intrigue, excite and push boundaries rather than sit solely on a fuel-guzzling muscle car (prior, presumably, to becoming extinct in fairly short order).
That’s a relief for me (and, of course, Ford), because it could easily be a distraction from what is, on paper at least, one of the most innovative and important new Fords in a generation, and to all intents and purposes the brand’s first proper electric car.
Coming late to the electric party, as Ford is, this is also a car with which it needs to land a Fiesta, Mondeo or Focus-like sucker punch. Should the Mustang Mach-E slide into the depths of automotive purgatory alongside the Ecosport, B-Max or second-generation Ka, it won’t threaten just the Mustang name but potentially Ford itself, such is the importance of establishing itself as a key player in EV market.
The good news is that reaction has so far been good, from our own four-star road test verdict through to impressive sales figures around the world. In perception terms, at least, Ford is now considered – just about – on the pace when it comes to EVs.
With respect to both, however, after more than 1500 miles at the wheel of this already well-run-in Mach-E (it arrived with 8000 miles on the clock), I already have a strong sense that this is a car that will reveal its characteristics – both good and bad – over a prolonged period.
One that I will highlight straight away, as I believe most drivers will notice similar in a short space of time, however, is the ride quality. I’ve seen it described by one overenthusiastic commentator as “beautiful”, but I simply can’t concur. In anything other than its mildest setting,
it’s everything from unsettled to downright uncomfortable. Bumps and thumps nag away at your neck and torso to the point that even my passengers brought it up and I started to wonder if I could live with it.
Switching to the so-called Whisper setting has brought respite, however. It’s still far from perfect (and that in itself is a sad phrase for me to write, given Ford’s reputation for ride and handling superpowers), but it’s on the decent side of manageable, if still far, far from beautiful on any road of any type that I’ve put it down. Maybe that moment of enlightenment will arrive at some point, but I doubt it.
My time with the Mach-E will shine a broader light on the challenges of running an EV in the UK today. Believe all the headlines and you will think that I’m in for a miserable old time seeking out working chargers, fast enough chargers and more. The truth is that so far, even on my longest journeys, I’ve not had a single problem.
Adding a touch of jeopardy to that statement is the fact that we have opted for the Standard Range model, rather than the Extended Range one that offers 379 miles of official range, which tops Tesla’s best, and has set a string of headline- grabbing records including an efficiency rating that equated in the real world to about 500 miles of range if driven especially carefully.
That means I have an official 273 miles of range available, which equated to around 180 real miles when it was really cold and wet but, following the first serious signs of summer, is now closer to 225 miles.
A worry? As I say, not yet: with driveway charging overnight on hand, so far it has been more than enough for 90% of my journeys without ever having to stop; and enough for all of my journeys with an increasingly easy- to-find rapid charge.
One of those typically adds 100 miles in 20-30 minutes, depending on the charging rate, both from the charger and as a consequence of the charge state and condition of the car’s battery.
Given that this decision to stick with the Standard Range model has also saved an estimated £15,000 (a price that includes upgrades beyond just battery size, it should be noted), I’m comfortable for now that it was the right one. Regular long-distance drivers might think differently.
All of which sets me up for an intriguing few months. Like almost every (perhaps every) electric car on sale today, the Mustang Mach-E isn’t perfect. What we need to decide is whether it both goes far enough to be a credible family SUV and demonstrates enough glimpses of what Ford might achieve in future to justify its ongoing place at the top table of mainstream car makers.
*Second Opinion*
I'm not precious about the redeployment of historic model names, but I do wonder if the Mach-E is special enough to look at or drive to deserve association with the ’Stang. Maybe it’s just the anonymous specification of our long-termer, but the sense of occasion quickly dissipated once I was behind the wheel, to the point that comparisons with the Volkswagen ID 4 are inevitable. Let’s hope Jim can find a fun side to it.
*Felix Page*
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-Ford Mustang Mach- E specification-
*Specs: Price New* £42,530 *Price as tested* £42,530 *Options *None
*Test Data: Engine* AC synchronous, permanent magnet electric motor *Power* 269bhp *Torque* 428lb ft *Kerb weight* 1,993kg *Top speed* 111mph *0-62mph* 6.9sec* Economy* 2mp/kWh, 273 miles of range *Faults* None *Expenses* None
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