Ford Mustang Mach-E 2024 review: Premium

Unveiled in North America back in 2019, with sales starting in early 2021, it feels like Australians had waited an eternity for this progressive take on a grand-touring sports crossover motoring, before the order books opened up back in May.

Kicking off from $79,990 (all prices are before on-road costs), the base Select RWD uses a 198kW rear-axle mounted motor and 71kWh lithium iron phosphate (LFP) battery, for 470km of WLTP driving range and a 0-100km/h of 6.6 seconds.

Ours is the $91,665 Premium Extended RWD, with a bit more power (216kW – but the same 430Nm of torque) as well as a whole lot more battery – a 91kWh Nickel Manganese Cobalt (NMC) item this time, bumping range up to 600km.

That differing chemistry explains why, at 2098kg, it’s also 6kg lighter despite boasting a bigger battery than Select.

Going the 2281kg GT from $107,665 adds a front motor for all-wheel drive (AWD) and a combined 358kW/860Nm(!), way-harder acceleration (down from Premium’s 6.2s to 3.7s), Brembo performance brakes and adaptive dampers on 20-inch wheels, among other goodies, but range slides to 490km.

Featured is a 15.5-inch touchscreen. (Image: Byron Mathioudakis)

Speaking of sliders, every Mach-E includes driver-assist tech such as Autonomous Emergency Braking (AEB), blind-spot monitoring, cross-traffic alert, active lane-keep systems and adaptive cruise control to keep you on the straight and narrow.

Building on the Select’s LED headlights with auto high beams, dual-zone climate control, 15.5-inch touchscreen, surround-view parking camera, panoramic sunroof, wireless CarPlay/Auto, a Bang and Olufsen (B&O) 10-speaker audio set-up, wireless charger, synthetic leather upholstery, powered and heated front seats, powered tailgate and 19-inch alloy wheels, the Premium gains LED projector headlights, ambient lighting, fancier trim, different-looking alloys and red brake calipers.

But please note that there is no spare wheel, just a tyre-repair kit.

Select’s LED headlights with auto high beams. (Image: Byron Mathioudakis)

Figuring out the Premium's rivals is tricky. The closest are probably the, Hyundai Ioniq 5 Techniq from $79,500, Tesla Model Y Long Range from $78,400, Polestar 2 Long Range Dual Motor Performance from $85,400 and Kia EV6 GT-Line from $87,590.

All cost significantly less and have more features including AWD, but cannot match this Mach-E for sheer range. Which, for some buyers, is game over for everything else. And none are as overtly sporty or steeped in 60 years of heritage either.

Though whether traditional Mustang muscle-car characteristics transfer to a higher-riding EV crossover that looks a bit like a Hyundai Tucson from behind is debatable.

Great for a Mustang, not so much compared to some other crossovers.

From a packaging perspective, the Mach-E is more BMW X4 than X3. A coupe SUV rather than a full-blown practical family hauler.

The Ford takes hidden door handles to new heights for any brand really, with a tiny push button release and accompanying pull at the base of each pillar for each one. It never quite feels intuitive.

Front entry is fairly standard SUV fare, though you step up and on to what is a high floor due to the battery pack below. Typical EV. As are quite thin electrically-adjustable seats. None of those bulky enveloping buckets you find in Mustang Fastbacks. That said, they’re actually quite comfortable over the long distances we experienced.

As is the driving position, aided by plenty of space up front despite there being a headroom-robbing sunroof, effective climate control and handy access to cupholders, bins, USB ports, hidden storage and a comfy centre armrest.

The Mach-E’s horizontal dash layout is welcoming and familiar, if somewhat dated, betraying its advancing years, compared to the very latest EVs on the market, especially from China.

By the way, this Mustang is made in Mexico.

Ahead of the driver is a standalone 10.2-inch digital instrument cluster. The very definition of clarity itself, it features a large digital speedo in the centre, range/battery percentage to the left and gear selection to the right. In the Premium as tested, configuration is limited to light or dark modes. It’s all pretty straightforward and basic stuff. And disappointingly dated to look at.

In the middle of the dash, meanwhile, is a Tesla-esque fixed 15.5-inch portrait touchscreen, with a layout and functionality that should make current Ranger and Everest owners feel right at home. Most functions are via either a hot key or a single push away, and it all makes sense. You can also use voice control to locate or operate some items, since the beautifully simple SYNC 4A connectivity system is present. The usual Ford set-up, it remains an industry standard. Thoughtful and easy to use.

Speaking of which, while there are no paddle shifters to control off-throttle braking, the one-pedal driving system is fairly well calibrated to stop the car in most urban situations... up to a point, and can be switched off. More on that later.

Being a Premium, our Mach-E also boasted B&O audio with a brilliant soundbar across the upper dash, facing the occupants. Not only does it produce superb acoustics, its cloth texture finish (repeated on the door speakers) sets off quality vibes, nicely contrasting with the double-stitched perforated leather and (fixed) glass roof.

How scalps will cope underneath the latter in a hot Aussie summer is anybody’s guess, though. The fake carbon fibre finish seems tacky. There’s a lot of cheapo plastic about – you wouldn’t call the interior’s presentation luxurious. Tree-stump-thick A-pillars and small side and rear windows create blind spots all round (hooray for the surround-view cameras then), and can also make the rear-seat area feel hemmed in.

That said, the second row is actually surprisingly accommodating, once you get past the fiddly door button and plunging roofline that limits unencumbered bouffant hairdo entry/exit. Watch your head as you slide in.

Once ensconced inside, Ford’s interior engineers did well to provide decent levels of space; even three adults should fit in without too much of a squeeze, thanks to a completely flat floor. The cushion provides sufficient under-thigh support, the backrest is angled about right and your 178cm tester could wear a big hat without touching the ceiling.

Consideration has also been spent on amenities. Air vents, USB ports, coat hooks, overhead lighting, grab handles and big door bins (though not large enough for one-litre bottles) further enhance the rear-seat experience. And the glass roof showers the space with light, so that dark gloom is really there only at night (or during Melbourne's overcast winters). Certainly, it’s probably the airiest Mustang this side of the convertible when the sky is blue.

Further back, the tailgate opens up and wide to reveal a flat but shallow floor area, with cargo capacities rated between 402 and 1420 litres, depending on rear-seat position. Extra storage is available beneath the floor for laptops and small bags. 

There’s also a 134L front boot Americans annoyingly call a frunk, providing an additional area to put things in.

Overall then, the Mach-E makes a functional and accommodating family-friendly EV.

This is not a dedicated EV architecture.

Built on the Global Electrified ‘1’ platform dubbed GE1, the Mach-E sits on a highly-modified version of Ford’s C2 modular (and internal combustion engine) components, as per the late and lamented SA Focus (2018-2022) small car and ZH Escape (2020-2023) mid-size SUV.

In the Premium model, the permanent magnet synchronous electric motor is rear-mounted, delivering 216kW of power and 430Nm of torque to the rear wheels in the latter via a single-speed reduction gear transmission.

Tipping the scales at 2098kg, its power-to-weight ratio is an impressive 103kW per tonne. Streaking by 100km/h in just 6.2s, top speed is 180km/h – 20km/h less than the twin-motor, AWD GT version.

The Premium’s passive suspension set-up consists of MacPherson struts up front and a multi-link rear end arrangement, while adaptive dampers are only available on the GT. More on the ride later. Tyres are 225/55R19s all round, while ride height is just 172mm.

For Australia, the Mach-E Premium uses a 91kWh NMC battery pack, promising 600km (WLTP) between charges.

From a 100 per cent battery charge, our UK version with the same battery size managed an impressive 492km before our nerve ran out (a low-charge chime comes in at 80km-range remaining), with 45km and nine per cent battery left.

That is an astonishing 537km of real-world range. And yes, we triple-checked our figures.

And we mean real. Well over 200km of that was travelling at freeway/motorway speeds, between 120km/h and (legal in UK) 130km/h; one-up, but with luggage and air-con on constantly, the electric Mach-E lived up to its extended-range promise.

For Australia, the Mach-E Premium uses a 91kWh NMC battery pack, promising 600km (WLTP) between charges. (Image: Byron Mathioudakis)

Our trip meter display read 16.7kWh/100km after our week behind the wheel, taking in plenty of 30km/h speed-limited crawls through camera-infested suburban streets. This is only slightly worse than Ford’s 16.5kWh/100km official figure.

Helpfully, the car also calculates how the electricity is being consumed: in our case, 88 per cent came from actual driving, five per cent from the climate control, four per cent from accessories and three per cent from the ambient temperature.

Of course, in Australia, our environment, crusty roads and different driving styles will doubtlessly result in a completely different set of numbers. But our Mach-E certainly surprised us in a good way.

The GE1 platform is a 400V architecture, so has half the charging power of dedicated EV platform models like the Hyundai Ioniq 5/6, Kia EV5/6/9, Genesis GV60, Porsche Taycan and Audi e-tron GT. For AC charging, it uses a Type2 connector with 11kW capacity, or for DC fast charging, it has a maximum 150kW capacity via a CCS port.

According to the European data, AC charging from empty to full using a regular household socket requires about 47 hours, or 15 hours and 10 hours with a 7kW or 11kW Wallbox respectively. Meanwhile, a 50kW DC fast charger needs 90 minutes to go from 10-80 per cent full, or approximately 45 minutes with a 150kW charger – the maximum flow the Mach-E can handle.

Tested in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. Note, however, that the GT version remains unrated at this time.

They performed very well for adult and child occupant protection, well for safety assist systems but only OK for vulnerable road user protection.

Dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head airbags are fitted. Along with AEB with intersection assist, you’ll find lane-keep aid, lane-departure warning, evasive-steer assist, post-impact braking, blind-spot monitoring, cross-traffic alert, reverse brake-assist, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Note that the AEB operates between 5km/h to 80km/h in pedestrian, cyclist and back-over scenarios day or night, and between 5-187km/h car-to-car. The lane support systems work between 65km/h to 187km/h.

The Mach-E also has anti-lock brakes with electronic brake-force distribution and brake-assist, as well as stability and traction controls.

Two outboard rear-seat ISOFIX latches are fitted, along with a trio of top-tether anchorage points for child seats.