What's the difference?
No brand courted controversy more than Ford when it stuck the legendary Mustang badge on an electric mid-size SUV.
Now finally here in Australia after a significant wait, the Mach-E is the Blue Oval’s first step into fully electric territory.
The question we’re answering for this launch review is whether it’s too little too late. Now the Mach-E’s primary rivals like the Hyundai Ioniq 5, Kia EV6 and Tesla Model Y are established players in Australia, is the Mach-E yesterday’s news, or is it something different in the EV space? Something worthy of the Mustang badge?
Let’s find out.
The world is full of shock brand announcements.
Remember the time Coke suddenly changed its cola recipe? Or when Apple decided to take on Nokia with iPhone? Nobody saw those coming.
We all know how the latter turned out and even the former eventually became a marketing masterstroke.
Now here's another super-surprise – a German electric luxury SUV that’s actually comparatively inexpensive. And not stingily equipped. Yep, we’re talking about the iX1.
Based on the really rather impressive third-generation X1, it decisively undercuts similarly-specified rivals from Mercedes-Benz (EQA, EQB) and Genesis (GV60).
But is the Bavarian EV SUV worth paying that little bit extra for against (only very slightly) cheaper alternatives like the Hyundai Ioniq 5, Kia EV6, Tesla Model Y, Polestar 2 and Volvo XC40 Recharge?
Let’s see.
The Mustang Mach-E is fantastic to drive and very competitive on the range and equipment front, allowing it to outpace some of its well established rivals in Australia.
In fact, it's almost a shame about the Mustang name, because it will distract from what is, at its core, a compelling first step for Ford into the fully electric space.
So, don’t expect a ‘Mustang’, at least not in the traditional sense. But this is certainly something. A new future for a new Ford.
Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.
BMW is a true EV pioneer, as the 2014 i3 and subsequent models prove. There’s never been one that we didn’t like. The only problem was that all were expensive. And at times, prohibitively so.
Astoundingly, the iX1 breaks that cycle, comparatively speaking, while impressing us with its design, quality, packaging, dynamics and equipment levels.
As it stands, the xDrive30 is one of the most convincing and best-value medium-sized luxury SUV EVs on the market right now.
Who’d have thought it from a BMW?
The Mach-E looks good, but nothing like the designs you have come to expect from Ford.
Sure, there are plenty of notes, references and hints, to its Mustang namesake, some more hidden than others, but fans will have to accept this is a new interpretation of the badge for a new era, and at the end of the day, it’s an electric mid-size SUV.
The overall visage is a little more sleek than your average RAV4, though, with a long wheelbase, coupe-like rear, and a curvy shape which no doubt helps it cut through the air as efficiently as its shape will allow.
Mustang hints are found, obviously, in the big pony badge on the front, but also the frowny-face headlight profile, and iconic three-bar pattern for the rear lights, too.
There are even hidden things, like pony imprints on the underbody protection, and ‘electric ponies live here’ branded onto the motor unit, where few buyers will likely ever see it. In a move which should keep all Mach-E owners happy, every grade looks great, each having its own character.
The base car looks all aero with its wheel covers and more humble plastic cladding pieces, while the Select adds contrast piano black bits and more traditional alloy wheels.
The GT goes harder still with a 3D-effect grille and much more Mustang-like 20-inch wheels.
I’m not sure what I was expecting when it came to the Mach-E’s interior, but it looks a bit more ordinary in pictures than it does when you’re in the car.
What appears from a distance to be a hodgepodge of bits from Ford America and Ford Europe with the same dull grayscale theme is more nuanced and textured once you’re in the driver’s seat.
I especially like the tiered dash with the speaker-bar look for the Bang & Olufsen system which integrates across the front, and the 15.5-inch screen which looks like it will dominate the space is actually at a perfect distance from the driver.
An appreciated amount of soft-touch surfaces and synthetic leather finishes round out the space. There is even a grade-specific textured detail piece running across the dash. Nice touch.
It’s also a lot to take in, but somehow it works. One thing is for sure though, it’s not traditional ‘Mustang’. This has jumped from the big, brash, old-world (and often maligned for quality issues) interior, to something cleaner, more open and futuristic.
Arguably the prettiest new BMW SUV you can buy today, the well-proportioned iX1 is nearly impossible to spot over its almost-identical ICE (U11) X1 siblings.
Besides the badging, look for some blue trim bits and pieces inside and out, along with additional digital touchpoints inside.
And while both ride on the same all-new platform that’s resulted in a substantially larger body compared to previous X1 generations, the EV version seems a bit more slammed.
Dimensionally, the iX1 mirrors today’s X1 at 4500mm long and 1845mm wide, and still sits on the same 2692mm wheelbase, but is 26mm shorter at 1616mm tall and offers 35mm less ground clearance at 170mm.
Result? These plus a bunch of aero enhancements mean the slipperiest iX1 manages a Cd of just 0.26, according to BMW.
And, inevitably, the extra size equals more space inside.
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.
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 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.
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.
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.
BMW also says the iX1’s cabin is almost as roomy in some ways as the larger X3.
Large doors allow for easy entry and egress, onto sumptuous front seats that provide exceptional comfort and support even on longer journeys.
Surrounded by an expansive feeling of space, the interior feels light and airy, as well as fresh, inviting and premium looking – something previous-gen X1s were rarely accused of being.
We’re talking on-brand stuff here, beginning with the excellent driving position, ahead of a crisp and attractive dash that’s pleasing to behold. Push-button starting and a small toggle lever operates the transmission.
An ever-so-slightly curved (towards the driver in the best-BMW old-school way) rectangular binnacle houses two digital displays – a 10.25-inch one ahead of the driver offering an array of configurable electronic dials, as well as a 10.7-inch multimedia touchscreen.
BMW pioneered the multimedia controller more than 20 years ago with iDrive, and this descendent of that system reveals all that expertise gained by being intuitive to operate and quick to respond to commands once familiarised. Which shouldn’t take too long.
It’s all very-EV centric, as the industry inexorably moves to total electrification, but there were a couple of voice-command errors in the iX1, revealing that such systems are still far from perfect. BMW does provide audio volume and climate hard buttons, thankfully, so the basics are looked after.
Speaking of which, the iX1 offers decent levels of vision out, superb ventilation and ample storage in the doors, on the dash and between the front seats. And, as we’ve noted previously in BMWs, the upright smartphone charger is a clever idea. Keeps it in position and is handy to glance at.
Out back, backrest comfort and support is A-OK, and even with the optional sunroof, our test iX1 provided sufficient space for taller bodies, while expected items like ventilation grilles, USB ports and cupholders are fitted.
Note that, though the 40/20/40-split backrests recline slightly, they do not slide as per in the ICE X1, as this is a desirable option.
Nor is the cargo capacity as good in the iX1, due to the inevitable space demanded by that rear-axle-mounted electric motor and battery pack. For the record, ranges from 490 litres to 1495L instead of 540-1527L. Plus, there’s no spare tyre, with just a tyre repair kit fitted.
These aside, the iX1’s spacious and inviting interior remains one of the compact SUV segment’s best.
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.
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.
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.
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.
For now, only a single iX1 grade is available, dubbed xDrive30, starting from $84,900 (all prices are before on-road costs).
Most buyers seem to be choosing the no-cost-extra racier 'M Sport' pack over the more-conservatively presented 'xLine'.
Both come complete with double-the-usual AC charging capability (22kW), twin-motor all-wheel drive, a 67kWh battery, variable-ratio steering and adaptive dampers as standard.
In contrast, the Mercedes EQB 350 4Matic equivalent starts from over $107,000 (though a less-expensive single-motor front-drive version comes in from nearly $89,000), and both with a slower 11kW charger. Genesis’ advanced GV60, meanwhile, kicks off from nearly $108K.
We cannot remember BMW ever going so hard on comparative value in Australia, though how it responds to the sensational (though admittedly smaller) Volvo EX30’s $59,990 ask remains to be seen.
Anyway, the iX1 is no bare-bones special.
Besides the aforementioned twin electric motors, AWD, 22kW AC charger and (non-driver-configurable) adaptive dampers, there are goodies like keyless entry/start, a digital key with ultra-wide-band tech, a 10.7-inch multimedia touchscreen, a digital instrumentation cluster, ‘Hey, BMW!’ voice control, a head-up display, sat-nav with augmented reality view, dual-zone climate control, ‘Veganza’ artificial leather, a reversing camera, digital radio, Apple CarPlay/Android Auto connectivity, wireless phone charging, a powered tailgate, roof rails and 19-inch alloy wheels.
On the safety front, you’ll find driver-assist tech like autonomous emergency braking (AEB), lane-support systems, adaptive cruise control, adaptive LED headlights and automatic parking assist. More on those in the safety section below.
Need more but want to think less? BMW’s new and simplified option packs bundles key features like a panoramic sunroof, metallic paint (normally $1500 on its own), Harman Kardon audio upgrade, lumbar massaging front seats and alternative interior trims in a reasonably-priced $4700 'Enhancement Pack'.
There are several others bundles available, too, as well as a handy 22kW BMW AC Wallbox from $1199, not including installation, that cuts down home-charging from over 33 hours using the regular mains to around 3.5 hours.
And don’t worry, BMW diehards. You can still spend tens of thousands of dollars more via the company’s endlessly extensive options list. The Germans aren’t foolish.
Unlike in the iX3’s Hyundai, Kia or Genesis rivals, which use a pure EV skateboard platform and offer no internal combustion engine (ICE) alternatives on this architecture, there is no V2L Vehicle-to-Load capability. In other words, you cannot charge appliances or power your home in an electrical blackout scenario.
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.
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).
The iX1 boasts BMW’s fifth-generation EV drive system, known as eDrive 5.0 (M170SF).
Being an xDrive30, there are two electric motors fitted – one on each axle to provide all-wheel drive. Both are electrically excited synchronous motor set-ups.
Drive is predominantly to the front wheels via a single-speed reduction gear transmission, unless extra traction is required, in which case the rear motor kicks in to power the back axle.
Combined with the aid of an overboost function, they deliver 230kW of power and 494Nm of torque, for a 0-100km/h sprint time of 5.6 seconds, on the way to a 180km/h top speed.
Tipping the scales at 2010kg, the xDrive30 provides a power-to-weight ratio of 114kW per tonne, which is a healthy number.
Suspension is via MacPherson-style struts up front and an independent three-link design out back.
If you care, towing limits are 1200kg braked and 750kg unbraked, with a 570kg maximum payload.
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.
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.
BMW says the xDrive30 consumes an average of 18.3kWh/100km.
On the launch drive program, the vehicle displayed 21.3kWh/100km. That included some spirited highway and mountain-road driving conditions.
Fitted with a 67kWh lithium-ion battery pack with a useable 65kWh, the iX1 offers an ADR 81/02-rated range of 400km.
This means a relatively common 50kW DC public charger with a CCS Combo 2 socket will need about 65 minutes to replenish the battery from 10 to 80 per cent or about half an hour with a 150kW charger.
If neither are available, you'll require about 34 hours to charge to 100 per cent maximum using the normal household powerpoint plug. Or, as mentioned earlier, a 22kW AC Wallbox cuts that down to about 3.5 hours.
Each iX1 includes a three-year subscription with Chargefox.
Let’s make one thing clear. The Mach-E does not drive like a Mustang. A Mustang, of course, being characterized primarily by its brash V8 roar, gratuitous cabin and grand touring dynamics.
No, the Mach-E immediately reminds me of a Ford Europe SUV. Sounds like an insult doesn’t it? But it isn’t.
The Escape and Puma are remarkably sharp to drive, and I consider them deeply underrated options in the SUV space, and more suited to drivers than they first appear.
The Mach-E takes the best elements of these two and dials it up to 11, adding the smoothness of an electric powertrain and inherent rear-wheel drive performance characteristics as it does.
While it saddles you with a tall SUV-like seating position, it’s no simple SUV once you get it on a few curves, the urgent performance from the rear-mounted motor, even in the base car, is excellent, feeling as though it punches above many of its rivals, while the sharp, accurate steering makes it feel surprisingly agile and responsive considering its dimensions and weight.
The regenerative braking is well-calibrated, too, offered in either a one-pedal or more moderate tune, but perhaps the most surprising aspect of this car is its well balanced ride.
Reviews from my colleagues overseas pointed to an overly hard ride, which I was expecting, but I was greeted with a car that deals with bumps, undulations, and corrugations with a remarkable amount of poise.
Ford says what it calls the “Irish tune” was selected as it offered the best ride for our roads, and it seems the Blue Oval engineers weren’t wrong.
It’s a firmer ride than the boaty Hyundai Ioniq 5, but not as firmly sprung as the Polestar 2 or Tesla Model Y.
In other words, it’s firm enough to make it fun to drive, but not hard enough to ruin it in your day-to-day commute.
It was also interesting to find the MangeRide adaptive suspension in the GT grade didn’t make as big a difference as expected, firming things up a little on some surfaces, but offering a slight edge to the amount of chassis control on offer as a result.
The three drive modes also make a significant difference to the experience. The ‘Whisper’ mode dials back accelerator response and artificial noise, serving as a kind of ‘eco’ setting which is said to also be more suited to low-traction scenarios, where the instant torque of the electric motors can easily spin the wheels.
The standard mode is far more balanced, while the 'Untame' mode makes the motors respond in haste, and dials up the artificial rumbling noise, but not to an unpleasant level.
The fourth, ‘Untame Plus’ mode, only available on the top-spec GT, allows the car to, for example, break into a drift when grip is low enough by dialling back the traction control.
It’s designed to allow a little more play and maximise acceleration response for track use. Still, it doesn’t feel as tail-happy as its namesake combustion coupe.
While it appears to be yet another mid-size electric EV, then, there’s something a little more on offer here, and something which sets itself apart from the electric pack by being fun to drive in a way something like a Tesla Model Y isn’t.
The best part is, these unusually engaging dynamics extend beyond the top-spec GT, all the way to the base Select.
The only thing is, it’s still very tidy. It’s organised, the traction control is clever, the chassis is sharp, the steering is brilliant and the electric motors are… inorganic.
In some ways, this car is too good to be a Mustang, certainly missing some of the edge-of-your seat chaos a V8 rear-driven coupe can bring.
So, long as you understand this, there’s a very compelling sporty electric SUV to be found here.
One of the best things about the iX1 xDrive30 is that it has just enough EV smoothness, refinement and speed to feel special, yet still drives and behaves as a BMW should.
Which hasn't always been the case with previous-gen X1s.
It helps that, from the driver’s seat, everything falls into place: the bracing seats, thoughtfully positioned relative to all controls; and the overall sporty/quality ambience that puts you into the brand mindset.
Select Drive, and the iX1 leaps away sweetly and silently, accompanied by an electric motor whir that's quite pleasing. At speed, acceleration is instant for fast overtaking and there’s plenty more in reserve if you really need to hustle along.
For a 2.0-tonne compact SUV, the steering is remarkably responsive, providing nimble yet secure handling. Maybe it’s all the low-slung weight and near-50:50 weight distribution, but the iX1 displays impressive cornering and road grip. It’s an enjoyable drive.
Initially, novices might find the brakes a bit sudden, but they’re actually pretty progressive once you get used to them, and they feel and stop with a more natural pedal feel than many hybrids we’ve experienced. Again, BMW has tuned the xDrive30 to feel inclusive.
Speaking of the stoppers, there are no paddle shifters to control the amount of single-pedal off-accelerator braking as per many other EVs, but putting the transmission from ‘D’ to ‘B’ brings a decent level of deceleration if not a full stop – as if you’re lighting resting your foot on the pedal. We’d like the option of a heavier self-braking function, though.
The launch program avoided city roads and heavy traffic, but we still found plenty of bad, pot-holed surfaces to favourably judge the adaptive dampers’ ability to help soak up the bumps.
While not super-soft or supple, the suspension is cushy enough for a comfy ride. And certainly better than many past BMW SUVs.
A bit too much road and tyre noise intrusion aside, the xDrive30 is dynamically very sorted indeed.
Which, when you consider all the other positive aspects of the iX1, you end up with a BMW offering an impressively broad band of capabilities.
It’s rapid, nimble and reactive to driver inputs, as you’d expect an SUV from this brand to be, without the compromise of harshness or discomfort.
What it’s like around town in a peak-hour crawl, or how far you can really get from a fully-charged battery, is something we’ll find out when we can conduct a full road test, so please watch this space.
Until then, as it stands, things are looking promising indeed for the xDrive30. Especially factoring in the value pricing.
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.
ANCAP awarded the X1 petrol versions a five-star rating in 2022, based on the European NCAP result. No separate iX1 figure is as-yet available.
The iX1 comes with many of the latest driver-assist safety tech features, including AEB with day/night pedestrian and cyclist detection. This system is operational from 5.0km/h.
You'll also find front and rear cross-traffic alert, secondary collision avoidance braking, as well as a blind-spot monitor, lane-departure warning and swerve-assist systems, speed assist tech like adaptive cruise control with full-stop/go functionality, stability and traction controls, anti-lock brakes with brake-assist and a drowsy driver alert.
The lane support systems start from 60km/h and the driver monitoring system kicks in from 70km/h.
Along with dual-front airbags, the front-seat occupants have side chest and side pelvis airbag protection, as well as an airbag between them to help mitigate lateral-impact injuries while outboard rear-seat occupants have side head airbags (also called curtain airbags) coverage. The total airbag count is seven.
ISOFIX child-seat latches are fitted to outboard rear seat positions, while a trio of top tethers for straps are included across the back bench.
Ford offers a now industry standard five-year, unlimited kilometre warranty, as well as the battery manufacturer standard eight-years and 160,000km for the high-voltage components.
Unlike some EVs in this space which push intervals out to two years, the Mach-E needs to see a workshop once every year or 15,000km, whichever occurs first.
Thankfully, servicing is relatively affordable, at just $135 or $180 at alternating years for the first 10 years, and roadside assist is automatically topped up with each service (at an authorised Ford dealer) up to seven years.
Last year, BMW introduced a five-year/unlimited kilometre warranty with all its products, finally catching up with the industry warranty average after a protracted period of just a three-year coverage.
While there’s no capped-price servicing, you can pre-purchase a number of service bundles, to help save a bit more money further down the track.
There's a choice of 'Basic' or 'Plus' packages, in four or six-year (both with unlimited kilometre) programs, known as 'Service Inclusive'. They cost $1263/$4784 and $1800/$5784, respectively. 'Plus' covers brake pads/discs and wiper blade rubbers.
Note, however, that roadside assistance remains at three years.
Keep in mind, too, that BMW vehicles have a self-diagnosis feature that varies the service intervals according to how they’re used as well as wear and tear.
Our advice is to keep making an appointment annually or at about every 10,000km, just to be on the safe side.