Ford Mustang Mach-E 2024 review

Price is key to any new electric car, and the Mach-E doesn’t do anything unexpected. It’s not here to be a new, more affordable mid-sized electric option in Australia, instead leaning on its performance credentials to slice out its own niche amongst its competitors.

Three Mach-E grades arrive in Australia with prices ranging from $79,990 for the most affordable rear-wheel drive Select version, stepping up to $91,665 for the also rear-drive Premium and stretching to $107,665 for the all-wheel drive GT.

Before you start adding on-road costs or state-based discounts then, the Mach-E competes with mid-grade or higher-end versions of the Hyundai Ioniq 5, Kia EV6, Tesla Model Y - and maybe the more sedan-like Polestar 2.

The Mach-E in the rear-drive Premium grade wears a price tag of $91,665. (Image: Tom White)

Range is, of course, key to the price equation for any EV, and this is where the main differences lie between the variants, which are remarkably similar when it comes to standard equipment. The base Select gets a smaller, more affordable 71kWh battery pack. It grants the entry-point car a driving range of 470km on a single charge. Not bad at all.

Next up, the Premium grade remains rear-wheel drive, but swaps up to a larger 91kWh battery unit, delivering one of the longest ranges of any EV on the Australian market, at 600km.

Finally, the top-spec GT moves to all-wheel drive, almost doubling its power outputs, but maintains the same 91kWh battery, for a reduced but still respectable range of 490km between charges.

The Premium grade delivers one of the longest ranges of any EV on the Australian market, at 600km. (Image: Tom White)

Standard equipment is impressive, too. Even the base Select scores items usually reserved for high-spec cars, like synthetic leather interior trim with heated and power adjust front seats, a panoramic sunroof, and a Bang & Olufsen 10-speaker premium audio system.

Other standard equipment includes the impressive 15.5-inch portrait-oriented multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a matching wireless phone charging bay, a 10.2-inch digital instrument cluster, 19-inch alloy wheels (with aero panels), a 360-degree parking camera, LED headlights, and the full safety suite.

The Premium grade scores higher-spec LED headlights, contrasting piano black exterior trim, black headliner and red stitching for the interior, as well as metal scuff plates and pedal trims.

Standard equipment in the Mach-E includes a 15.5-inch portrait-oriented multimedia touchscreen. (Image: Tom White)

The top-spec GT has the most noticeable bump in equipment, with the addition of adaptive suspension, 20-inch alloy wheels, a Brembo brake package, GT styling touches inside and out, ambient interior lighting, and sporty front seats with additional bolstering.

The issue the Mach-E faces, then, is not range or standard equipment. It is simply not offered in a form which is as competitive with price-leading versions of its core rivals.

Of course, most anticipated vehicles like this are picked up primarily in high-grade forms to begin with, Ford telling us nearly 40 per cent of pre-orders have been for the GT, but it’s notable there’s no circa-$70,000 entry-point variant as there is for the EV6, Ioniq 5, and Model Y.

This is especially true when it comes to the usability of the cabin. I was surprised to be greeted by a high seating position, a wide cabin, and an abundance of storage with plenty of neat features.

For a start, the centre console is a nice piece of design. It features a floating bridge section with a wireless charging bay, rubberised storage tray, dual bottle holders with variable edges, and a floating armrest piece with a large console box below.

In front, and below the wireless chargers, there’s a big cutaway for additional storage, and a decent sized glove box on the passenger side.

The all-dominating touchscreen, as mentioned, is at a nice distance from the driver, isn’t as obstructive as it looks and unlike the Tesla Model Y or Model 3, the Mach-E scores a little digital instrument panel to provide the driver with conveniently-located core information.

The centre console features a floating armrest piece with a large console box below. (Image: Tom White)

I only have two gripes about these systems. Unfortunately, you have to adjust the climate functions through the touchscreen.

There’s a nice central volume dial, but it would be nice to have physical adjustment dials for temperature and fan speed, too.

As it is, the touch areas are quite small, and require a bit of concentration to jab at.

The instrument panel has a nice clean design, but isn’t customisable, the limited information it shows is all you get. Better than not having one, I suppose.

The Mach-E scores a little digital instrument panel. (Image: Tom White)

The rear seat is also excellent, offering me, at 182cm tall, plenty of airspace for my knees, and sufficient width for my arms. Headroom is its most limited dimension, although I fit without my head touching the roof.

The seats are brilliant, clad in a decent synthetic leather material and padded with an excellent amount of foam material for a comfortable ride no matter where you’re seated. The centre seat even seems usable for adults, thanks to the Mach-E’s flat floor.

Rear passengers are treated to bottle holders in the doors, two more in the centre drop-down armrest, USB ports on the back of the centre console, pockets on the backs of the front seats, and a pair of adjustable air vents.

Annoyingly, the huge panoramic sunroof doesn’t have a retractable shade, nor is there a flexible shade accessory on the options list.

The seats are clad in a decent synthetic leather material and padded with an excellent amount of foam material. (Image: Tom White)

Sure, it looks great, but it could be a nuisance, baking the interior during hot Australian summers.

For some reason this particular trait is common in more and more EVs with the Tesla Model Y and Polestar 2 sharing the same issue.

Boot space is 402 litres (VDA) which is not particularly large for a mid-size SUV. I would expect 450 litres or more in this category, but the Mach-E is compromised a little by its aggressively-shaped rear.

It also doesn’t get a spare wheel of any kind, making do with a repair kit under the floor.

The Mach-E features a 134 litre frunk. (Image: Tom White)

Ford also throws in a Type 2 to Type 2 public AC charging cable, but if you plan on charging from a wall socket at home you’ll have to delve into the accessories list.

One of my favourite Mach-E features is the 134 litre frunk. I’ve said before I don’t think this particular EV fad is super useful.

It’s often an inconvenience to have to pop the front from the inside, and I’ve found in my long-term loans of EVs I rarely use them, but the Mach-E’s frunk is special because it’s watertight and drainable.

This opens up some neat opportunities, like the ability to throw dirty hiking, diving, or work equipment in there and hosing it out later, or even filling it up with ice and chucking a case of drinks of your choice in there for an old-fashioned American block party. It even has integrated cupholders for this express purpose.

The Mach-E has a cargo capacity of 402 litres (VDA). (Image: Tom White)

The Mach-E might not look like a traditional Mustang, but don’t be fooled, it’s no ordinary mid-size SUV on the performance front.

Even in its most basic trim level, the Mach-E puts out 198kW/430Nm, and yes, it’s rear-wheel drive.

The mid-grade version boosts power even further to 216kW/430Nm, while the top-spec GT nearly doubles outputs to 358kW/860Nm thanks to its dual-motor, all-wheel drive system.

The Mach-E is no ordinary mid-size SUV on the performance front. (Image: Tom White)

Sprint times are a hot-hatch baiting 6.6 seconds for the base Select, 6.2 seconds for the Premium and an impressive 3.7 seconds for the GT.

The GT scores other enhancements, too, like the 'MagneRide' suspension also seen in the internal-combustion Mustang, and upgraded software unlocking the sportiest ‘Untame Plus’ drive mode which Ford says is ‘for track use only’ (and it is, because it basically turns traction control down to a minimum). 

As mentioned, the three Mach-E variants have distinctly different range offerings. The base Select travels a respectable 470km between charges, the mid-grade Premium covers 600km (one of the longest ranges on offer from any EV currently in the Australian market) and the top-spec GT travels 490km between charges.

Interestingly, the base car is offered with the more affordable LFP (lithium-iron phosphate) battery chemistry for its 71kWh unit which uses less rare materials, sourced from China’s CATL, while the larger 91kWh batteries are sourced from Korea’s LG Chem using the higher output but more expensive NMC (nickel-manganese cobalt) chemistry.

The three Mach-E variants have distinctly different range offerings. (Image: Tom White)

On the efficiency front the Mach-E isn’t bad considering its performance, and size. The base Select is rated at 17.8kWh/100km on the combined cycle, while the number is lower for the Premium at 17.3kWh/100km, but hops up to a less-than-impressive 21.2kWh/100km for the all-wheel drive GT.

For reference, these official consumption figures are about on-par with the Ioniq 5 and a little lower than the EV6. It will be interesting to test this car’s range and efficiency figures at a later date, on a longer test.

All Mach-E variants get the same set of modern active safety equipment including auto emergency braking at freeway speeds, lane keep assist, blind-spot monitoring and rear cross-traffic alert. It also scores a 360-degree parking camera and reverse auto braking.

Adaptive cruise control features (although not the semi-autonomous ‘BlueCruise’ offered in this car’s American version), alongside a healthy suite of airbags.

Only the Select and Premium grades are rated a maximum five ANCAP stars, with the GT excluded.