Deepal E07 vs Ford Mustang Mach-E

What's the difference?

The Deepal E07 is not a truck, so tradies need not apply. However, for couples and families it's a generously equipped and luxurious EV with a unique electronic approach to a reconfigurable interior, albeit with practicality partly compromised by its fastback styling. So, only car buyers will determine if this is a short-lived automotive curiosity, or a bold new direction for SUV design.

EV buyers who don’t or won’t see the point of the Mustang Mach-E are missing out.

This is a sporty and fun-to-drive electric SUV in the same way that the Ranger is the sporty and fun-to-drive ute. In other words, a lot of what makes Fords brilliant is alive and well here, without compromising functionality. The opposite of so many Chinese electric SUVs that shine brightest on the showroom floor, then.

Yes, a base Select that is around $10K cheaper to start with might help punters see the light even more clearly (and that's our choice), and it is starting to look dated inside and out, but overall, the Mach-E is an enjoyable, fulfilling and practical family proposition.

The E07 rides on a 3120mm wheelbase with 5045mm overall length, 1996mm width and 1680mm height, so compared to the segment-leading Ford Everest it’s larger in wheelbase, length and width but not as tall. It also has active air suspension with adjustable ground clearance and ride firmness.

The exterior styling, which can best be described as a fastback SUV, disguises the electronic interior transformations that largely occur behind its privacy glass. Our example’s black paint ensures it looks smaller and less conspicuous than its generous dimensions would suggest.

Its spacious and airy interior is enhanced by the panoramic sunroof. It has a futuristic look and feel, although the optional bright orange nappa leather trim may be too garish for some. It was also showing light staining and scuffmarks, so perhaps not a practical choice for families with young kids.

So, what's changed with the facelift? Not much, meaning that the Mach-E – unveiled all the way back in late 2019 is beginning to look dated. Maybe that’s another classic Mustang trait.

The base Select gains the upper-series’ trick LED headlights. The Premium adopts some plastic body cladding. The grille treatments vary between the grades, with the GT boasting a unique look. Genuinely fresh new colours abound. And the alloys have been restyled.

Otherwise, it's still the same, Porsche Macan-esque small to medium-sized SUV crossover on the outside, down to the Hyundai Tucson-like vertical tail-light motif that barely seems like the regular Mustang muscle car’s, despite Ford’s intentions.

Inside, changes are largely limited to a repositioning of the gear selector from a rotary dial to a column shifter, Mercedes-style. That big portrait touchscreen could be straight out of a Ranger ute.

Its 2320kg tare weight and 2930kg GVM provides 610kg of internal load capacity. That should comfortably cater for the weight of five large adults, with their belongings shared between the 131-litre front boot (aka frunk) and the rear luggage area which offers 524 litres or just over half a cubic metre of load volume with the glass dome closed and rear bulkhead upright.

This is a modest load volume compared to conventional seven-seat large SUV rivals (with their third rows folded) like the Isuzu MU-X (1119L) or Ford Everest (898L), which is largely due to the E07’s fastback design.

It’s also rated to tow up to 1500kg of braked trailer but Deepal doesn't quote a GCM rating so we don’t know how much weight it can legally carry and tow at the same time, which is a surprising omission for a vehicle claiming to be a truck.

Push a button and the rear glass dome retracts forward into the roof to expose the rear luggage area to the great outdoors (a nice space for tethered dogs to ride in). Push more buttons and the tailgate opens, the rear bulkhead window slides down and both the bulkhead and rear seat fold forward and flat to create more than 1.6 cubic metres of internal load volume, which again is modest compared to conventional large SUV rivals.

And if you’re a tradie or other service provider needing to carry bulky tools and equipment, the E07 lacks the basic requirements of a truck when the interior is in this flat-floor configuration.

For example, it can theoretically carry up to 500kg or half a tonne of cargo plus driver without exceeding its GVM limit. However, there are no load anchorage points provided on the B pillars and the strongest anchorages in the rear luggage area are only rated at 50kg each. And there’s no cargo barrier provided (or available as an accessory) behind the front seats to protect the driver and front passenger.

We also noted when using the E07 to haul gardening tools and equipment that the trailing edge of the metal roof was low enough to require deflating the tyre on our wheelbarrow to just squeeze under it (see image), so tall loads would be an issue.

And although the E07 can be driven in this fully open configuration, if the cargo is large enough to stop closure of the glass dome and you get caught in the rain, the luxurious nappa leather trim could get wet. So, we don’t expect to see one of these ‘trucks’ replacing a Ranger or HiLux for tradie duties any time soon.

Front of cabin storage includes big bins in each front door but there’s no glove box or overhead glasses holder. The two-tiered or ‘floating’ style of centre console has a large storage tray at floor height while the upper level provides two USB-C ports, wireless phone charging, a pair of cupholders and a large box with padded lids that provide comfy elbow rests.

The large rear doors open wide to access a bench seat which for a fastback body style is surprisingly accommodating, even for tall people. I’m 186cm and when seated behind the driver’s seat set in my position I have ample foot, knee and headroom.

Even those in the middle seat can ride in comfort, enhanced by a spacious flat floor with no transmission tunnel to straddle. The 60/40-split backrests can also recline but with the trade-off being less legroom given the base cushions must slide forward to achieve this.

Rear seat storage includes bins in each door, pockets on both front seat backrests and two cupholders which appear when the centre seat backrest is folded forward to serve as an armrest.

The rear of the centre console also has a USB-C port and small touchscreen that allows rear passengers to adjust various comfort settings.

The rear luggage area has numerous hooks for securing light duty straps or load nets plus a 12V accessory socket and a domestic three-pin plug outlet for the 6.6kW V2L (vehicle to load) inverter to power a variety of devices and appliances.

As we’ve said before, the Mach-E is closer to something like, say, a BMW X4 than the boxier X3 from a proportions perspective, making it a classic coupe SUV.

Once you get over using the endlessly-annoying push-button door release, in lieu of a handle (why redesign the wheel?), that’s particularly noticeable entering/egressing the rear seat for larger people, though the front is fine.

While the interior is also clearly from an earlier era (and embarrassingly reminiscent of a Tesla), at least Ford finished engineering it for easy, seamless use.

The front seats are really comfy, ahead of a super-clear instrument pod, helping make for a great driving position, while the 15.5-inch display in the centre with Ford’s friendly SYNC4A operating system is simple to navigate once time is taken to familiarise. Current Ranger and Everest owners will feel right at home. The audio sound is superb too.

There’s a thoughtful amount of storage options, including for devices that require access to the handy USB outlets, ventilation is ample and the fit and finish in these Mexican-made Mustangs appears to be first class.

A big thumbs up, too, for the new column shifter and integrated central volume knob in the touchscreen that also allows adjustment of the climate control.

On the other hand, eyes must leave the road to dig into sub menus to change driving modes, side and rear vision is tight (those standard surround-view cameras sure come in handy), there are no paddle shifters to control regenerative braking, the glass roof neither opens nor completely blocks out sunlight due to there being no shade screen, and the overall ambience is more Ranger XLT than Ford LTD.

The back seat is surprisingly spacious given the coupe SUV dimensions, though the roofline may ruffle a few loose wigs. The backrests and cushions provides decent support, and most expected amenities are present, including air vents, USB outlets, overhead lighting/grab handles, coat hooks, cup/small bottle holders and centre armrest. And that glass ceiling does shower the cabin with light on a cloudy day.

Further back, the Mach-E offers 402 litres of cargo capacity that balloons out to 1420L with the split-fold back seats dropped, and there’s some hidden storage under the floor for smaller items. As mentioned earlier, the spare wheel is AWOL.

Existing owners will also notice a noticeably smaller ‘frunk’ area under the bonnet, where storage has plummeted from 134L to just 49L. That’s due to the newly-fitted heat pump that, at least helps boost efficiency in what is a spacious and practical family SUV.

Here's a worrying fact. The Mustang Mach-E is the cheapest new Ford passenger car you can buy in Australia that isn't based on a diesel-powered ute. And it still ain’t cheap!

When launched in Australia back in mid-2023, prices started north of $80,000 – all prices are before on-road costs – and then were swiftly slashed twice since then, as buyers basically stayed away.

Today, the well-equipped Select Single Motor RWD kicks off from $65,990. A grand more than before, but it does gain a heat pump to boost efficiency (though WLTP range remains steady at 470km), while also scoring more muscle, faster charging and – at last – softer suspension.

This is no stripped-back edition, with adaptive cruise control, dual-zone climate control, a 15.5-inch touchscreen, 360-degree-view camera, a glass roof, wireless Apple CarPlay/Android Auto, 10-speaker premium audio, a wireless charger, synthetic leather upholstery, powered and heated front seats, a powered tailgate and 19-inch alloys. Note that there is no spare wheel. Just a tyre-repair kit.

Meanwhile, the Premium Extended Range jumps $500 from $80,490 and continues with a bigger battery with an unchanged 600km of range, while it’s a near-$20K stretch from there for the flagship GT from $98,490.

Justifying a $1100-plus price hike is a more-powerful dual-motor set-up as well as a five-per cent range improvement at 515km, while retaining all-wheel drive (AWD), adaptive dampers, bolstered sports seats, 20-inch alloys and more.

Every grade includes advanced driver-assist systems (ADAS) tech from automatic braking and lane-support systems to 10 airbags ­– except in the GT, which only has nine. More on that in the safety section later on.

Against the stunning Polestar 4, swanky Kia EV6 and timeless Hyundai Ioniq 5, the Mach-E’s pricing is ballpark competitive, but is largely undercut by the sporty Cupra Tavascan, Skoda Enyaq, VW ID.4 and ID.5 cousins from Europe, as well as ubiquitous Tesla Model Y from China.

Speaking of which, the Ford seems downright unaffordable compared to the striking BYD Sealion 7, Deepal S07, Zeekr 7X, XPeng G6 and IM6 by MG. Game over then, you might think.

But, with names that sound like Cold War missile codes, none of these cheaper Chinese alternatives can match the rock-and-roll attitude that the evocative Mustang connection does.

And, damn it, the Mach-E’s calculated emotional play only heightens with exposure, which partly explains why it’s one of America’s best-selling EVs. Love it or hate it, even the comically contrived styling works.

The single electric motor, which drives the rear wheels through a single-speed transmission, produces 252kW of power and 365Nm of torque.

Deepal claims a zippy 0-100km/h acceleration time of 6.7 seconds, compared to its dual-motor AWD sibling which does the same sprint in less than four seconds.

Though employing Ford’s Global Electrified One (GE1) platform that is a variation of the tragically discontinued Focus small car and Escape mid-sized SUV’s modular C2 platform, the Mach-E is basically a rear-motor, rear-wheel-drive EV, with the main traction unit now an in-house design. Previously that was outsourced.

A permanent magnet synchronous electric motor, it delivers 212kW of power and 525Nm of torque to the rear wheels via a single-speed reduction gear transmission.

Tipping the scales at 2086kg in the (albeit bigger-battery) Premium and 2100kg in the Select, its power-to-weight ratio is nearly 102kW per tonne and 101kW/tonne respectively. The latter needs 6.2s to streak from 0-100km/h, which is just 0.1s shy of the former. Top speed for both is 180km/h.

Meanwhile, with an electric motor added on to the front axle, the 2276kg, 434kW/955Nm GT’s 190kW/tonne slices acceleration down to just 3.8s, on the way to 200km/h, and relies on AWD, adaptive dampers and performance tyres to help keep things under control. Suspension consists of MacPherson struts up front and a multi-link rear end arrangement.

It has a WLTP estimated driving range of up to 550km (510km for the dual-motor AWD) and like its sibling draws energy from a 90kWh lithium-ion propulsion battery beneath the floor.

Deepal claims a maximum AC (Type 2 plug) charge rate of 7.0kW can fill the battery from 0-100 per cent in 13 hours while DC (CCS2 plug) fast charging at the maximum 240kW can do 30-80 per cent in just 15 minutes.

When we collected the test vehicle, the touchscreen was displaying 95 per cent charge and an estimated range of 524km. We covered 219km during our usual mix of suburban, city and highway driving, with 45 per cent charge and 245km remaining.

We did an overnight charge at home using the AC Type 2 cable and after 14 hours at a glacial 1.6kW the battery charge increased from 45 to 63 per cent, adding an extra 100km of range (346km).

We added another 80km to achieve a total distance of exactly 300km, after which the touchscreen was claiming average consumption of 15kWh/100km. So, based on our real-world figure, a range of 500km or more from a single charge is credible.

Ford says the Select averages 18.5kWh/100km on the European cycle, while the Premium and GT are at 17.7kWh/100km and 21.0kWh/100km, respectively. These figures are in line with most rivals given the Mach-E’s performance capabilities.

Two distinct battery packs are offered, depending on grade.

The Select features a (useable) 73kWh Lithium Ferro phosphate (LFP) battery, for 470km of WLTP driving range. Premium and GT models switch to an 88kWh and 91kWh Nickel Manganese Cobalt (NMC) unit, bumping range up to 600km and 515km respectively.

The GE1’s 400V architecture has a CCS Type 2 port with 11kW AC charging capacity, or 150kW for DC charging. Many rivals offer faster charging capabilities.

According to the European data, AC charging from empty to full using a regular household socket needs up to 47 hours, or 10 hours with a 7kW Wallbox, while, a 50kW DC charger requires up to 90 minutes for a 10-80 per cent top-up, or under 40 minutes with a 150kW DC charger.

The E07 offers plenty of personalisation including four drive modes, a ‘super’ power saving mode and multiple adjustments for acceleration, steering, braking, regenerative braking, suspension height and ride firmness.

It has a spacious and comfortable driving position but the view takes some getting used to given there’s no conventional instrument cluster. You rely only on the head-up display for key info like road speed, traffic sign recognition, indicator direction etc.

Steering column stalks provide some basic functions like gear selection and indicating/headlight flashing but many settings like wipers, lights, climate control, audio etc are controlled by the central touchscreen.

This can be very distracting while driving, given the need to accurately place your fingertip on a virtual button or slider each time you need to change a setting. Yes, it has ‘Hey Deepal’ voice assistance, but physical dials and buttons would be quicker and easier.

The E07 is otherwise nice to drive with its near silent powertrain and low tyre/wind noise combined with good steering feel, strong braking and sure-footed handling with an air-cushioned ride. Its electric air-con was also impressively cold when daytime temperatures reached the mid-30s.

While the single motor and RWD can’t match the performance of its dual-motor AWD sibling, our test vehicle’s smooth and spirited acceleration in the sub-7.0 second 0-100km/h zone is more than ample for family duties with the added benefit of a longer driving range.

If your idea of a Mustang is a big, heavy and rousing grand touring machine, then the Mach-E certainly lives up to the image.

And, in some ways, exceeds it, because – among the electric SUV fraternity – this one’s the driver’s choice, with a level of control and finesse that the muscle machines of yesteryear could only dream about.

Let's start with the performance. The 212kW Select and Premium are certainly fast enough. Sprightly off the mark, their acceleration is very smooth yet very determined, packing plenty of instantaneous punch when some extra squirt is required. Really, this is all the speed you’ll ever need.

Ford’s dynamic DNA force is very strong in these EVs, with steering that feels light yet precise, and naturally connected to the road, providing comparatively agile, flowing handling and decent body control. This is backed up by nicely nuanced traction intervention that – in true rear-drive Pony car tradition – allows for some playful rear-end breakaway.

After years of testing dreary, remote EVs – especially from but not just limited to China, the Mach-E’s willingness to interact with the driver is like enjoying a long, cold drink after hours in the hot sun.

With twin electric motors making 434kW and nearly 1000Nm, the GT turns the amp – if not quite the volume – up to 11, with tremendous response and terrific thrust right from the get-go. It’s actually quite astounding how contained and controlled the AWD flagship’s performance is delivered, given how brazenly fast it is down a straight road.

Jumping out of one of the other Mach-E models, the GT’s extra heft is immediately obvious around the bends, since it doesn’t quite have their lightness of touch. Grip is phenomenal, yet the driver can break traction even momentarily if desired, and there’s a sense that, in the right hands, few rivals with similar performance could keep up with the Ford in full flight. It’s fast everywhere all the time. But it’s just not quite as athletic or fun as the Select and Premium.

Note that, since we were on busy public roads, most of this assessment was carried out using the normal and not sport driving mode.

The driver assist safety systems are also really well tuned, sparing the driver the distraction and frustration of needless intervention, even when piloted enthusiastically.

The previous Mach-E was widely criticised for delivering a hard ride, even with the GT’s adaptive dampers. While you’d never call the suspension supple, the 2026 model’s ability to better absorb bumps is a welcome development, allowing the driver to better enjoy all the other benefits on offer. There are softer and more isolated alternatives, but few rivals are as rewarding dynamically.

Downsides include too much road noise intrusion over certain surfaces, the lack of paddles for the regenerative braking, and the fact that to switch that on or off requires the driver to resort to diving into a touchscreen menu. The same goes for switching between the cringy Whisper (eco), Active (normal) and Untame (sport) modes. How difficult would it be to fit a simple button to activate these?

Finally, thick pillars and small side/rear windows can make vision out difficult in tight spaces.

The Mach-E may be getting on to its sixth year in production, but there’s a welcome, non-EV analogue connection to the way this otherwise electrifying SUV goes, steers, handles and grips the road. Like many of the best Fords, the engineers have gone to the very real effort of prioritising driver enjoyment, without sacrificing everyday functionality.

Like we said earlier, the more time you spend in the Mach-E, the more enjoyable it gets.

Tested by ANCAP back in 2021, the Mach-E Select and Premium models managed a five-star ANCAP crash-test rating. The GT version remains unrated.

There’s a fairly comprehensive list of ADAS tech, including autonomous emergency braking (AEB) with intersection assist, reverse brake-assist, post-impact braking, lane-keep aid, lane-departure warning, evasive-steer assist, blind-spot monitoring, cross-traffic alert, adaptive cruise control with full stop/go functionality, traffic-sign recognition and tyre pressure monitors.

Select and Premium have 10 airbags (dual front, front-centre, a driver’s knee, front-side, rear-side and full-length curtain/head), but the GT misses out on the others’ front-centre airbag due its space-impeding bolstered sports seats, dropping the airbag count to nine.

The AEB tech 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.

A pair of ISOFIX latches are fitted to the outboard rear seats, along with a three top-tether anchorage points.

Speaking of kids, while unnecessarily fiddly, the hidden door ‘buttons’ do have an anti-snag function that stops an opening door from slamming shut on venerable fingers.

The E07 RWD comes standard with a seven-year-/140,000km warranty plus a separate eight years/240,000km warranty covering the propulsion battery. There’s also 12 months of complimentary roadside assistance.

Scheduled servicing is every 12 months/20,000km whichever occurs first. Capped pricing applies to the first seven scheduled services up to seven years/140,000km totalling $2955, or an average of $422 per service.

Deepal has a small but expanding national dealership network comprising around 14 locations, with each also providing vehicle servicing.

A five-year/unlimited kilometre warranty applies to the Mach-E, along with seven years of roadside assistance, activated annually if serviced at a Ford dealer.

Service intervals are every 12 months or 15,000km, whichever occurs first.

Prices for the 2026 facelift weren’t available at the time of publishing, but last year’s model alternated between costing $140 and $185 per service for the first 10 years. And the Mach-E can be maintained at any one of the 180-or-so Ford dealers network Australia-wide.

Ford says the EV Traction Battery is covered by an eight-year/160,000km warranty.