Ford Mustang Mach-E vs Honda Super-One

What's the difference?

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.

Honda is on a roll, with the Super-One reflecting the brand’s excellent engineering essence more vividly than any other model.

On paper, the Kei-car based EV is big on price but small on power, space, battery capacity and range. Chinese brands must be laughing.

Yet the Super-One punches well above its (commendably low) weight for style, charm, fun and efficiency, while delivering larger-car levels of comfort, refinement and features.

Given the premium pricing is well beneath other premium retro EV rivals like the Mini Cooper and Fiat Abarth 500e, the Super-One even makes a convincing value-for-money pledge for itself.

We can’t wait to drive it more. Little wonder this has been such a big global hit.

Note: CarsGuide attended this event as a guest of the manufacturer with meals provided.

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.

Honda has performed a minor miracle beefing up its baby N-One into the Super-One you see before you.

The brief called for devising a ‘fun’ EV, but using the standard narrow Kei-car architecture wouldn’t cut it design-wise.

The result sees wider tracks, a fat new body kit with LED ring lights, blanked-out grille and bold blistered wheel arches boxing in larger wheels and tyres. These extend width and benefit stance substantially, while air intakes and tailgate spoiler improve aero.

Additionally, there are mods to the steering with stronger wheel hubs and suspension with a stronger rear beam and uprated springs and dampers, and a chip upgrade for more power when the purple “e-Booster” button is pressed.

Compared to the N-One, the Super-One’s length increases 185mm to 3582mm and width by 100mm to 1573mm. Height and wheelbase are 1616mm and 2520mm respectively.

That all said, the body remains the same dimensionally, but those colourful sports seats, retro-style cassette-player climate-control design and ambient lighting make the petite interior feel premium.

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.

Generous apertures, a high roof and big doors that open nearly 90 degrees combine to make entry and egress easy.

The Kei-car narrowness is immediately obvious but, unless you’re more than 180cm tall, you’re unlikely to feel cramped. Deep windows, thin pillars and a lofty seating position help provide a pleasantly airy environment with excellent all-round vision.

Those bolstered sports seats are unique, and are superbly comfortable and supportive in a big sports car way. They could be out of a Prelude.

There’s little about the angular, layered and boxy dashboard that’s diminished by the Super-One’s diminutiveness.

Fit and finish are first class, all controls are within easy reach, physical buttons take care of most of important functions like that cool and very effective climate control set-up, and the 9.0-inch touchscreen, which will be familiar to other current Honda owners, is child’s play to operate.

Storage is sufficient, with door pockets capable of carrying a medium-sized bottle, while Honda provides simple access to USB-C ports.

Size does not compromise the Super-One, unless you’re above average height, as those brilliant front seats do not slide back far enough. And the steering column does not adjust for reach, adding a further hindrance.

Further back, things do become plainer, like Honda forgot to upgrade the second row from the donor N-One.

Plain (yet comfy) monochrome material is the overriding theme, yet there is abundant space in all directions for two adults (this car is strictly a four-seater), on a comfy pair of seats that recline slightly.

Plus, lots of light, overhead grab handles, a reading light and one map pocket.

Otherwise, it’s pretty bare back there. Don’t bother searching for cupholders, a centre armrest or air vents.

Those twin backrests fold down low and flat, Honda Jazz ‘magic seat’ style, to provide a huge cavity that goes from just 162 litres in four-person mode to 618L VDA to the window line and 967L to the ceiling. Combined with a tall tailgate and low bumper load height, and this doubles up as a stubby panel van. Plus, there’s a useful underfloor cavity too.

The only fly in this dinky ointment is the lack of a spare wheel, relying on a hopeless tyre-repair kit instead.

OK. $36,900 drive-away is steep in anybody’s language for a city car a whole size smaller than a Toyota Yaris. Particularly when it has one of the smallest batteries in the business at 29.6kWh offering just 202km of WLTP range.

Yet there is a certain logic to the Super-One’s appeal.

Yes, several larger EVs from China cost less, and even the smallest have bigger battery packs with better range.

Along with the Geely EX2 from $26,490 (all prices are before on-road costs unless stated otherwise), this even includes the base BYD Atto 1 Essential.

Previously Australia’s cheapest-ever EV from $23,990, that’s now been temporarily slashed to nearly half the Honda’s price, from $19,990 drive-away, creating this country’s cheapest new car, outright.

Who cares about resale values, anyway!

If you’re all about saving cents and sensibility, then the Super-One is a super bust.

On paper, it’s even dearer than that other adorable but pricey pint-sized EV, the Hyundai Inster. Now from a more palatable $35,990 drive-away, that’s had a $6000-plus haircut.

However, for us anyway, the penny dropped.

If you’re seeking a cheaper rival to BMW’s Mini Cooper SE or Fiat’s Abarth 500e – and, less face it, from about $60K, these are premium EVs bought with hearts, not heads – then the Honda starts making sense.

Think about it. All three are retro takes on beloved mid-century designs. All are four-seater sub-B superminis. And, of course, all embrace their respective unique cultural heritage.

In the Super-One’s case, it is exquisitely Japanese, being Kei-car born and based. But it also transcends those strict footprint and output limits, brandishing greater width, length and muscle, the latter courtesy of a power boost function.

Plus, the Honda is highly equipped, featuring:

• A decent level of advanced driver-assist safety systems

• Adaptive cruise control

• 9.0-inch touchscreen with reverse camera

• Wireless Apple CarPlay and Android Auto

• Bose premium audio with eight speakers and subwoofer

• Heated steering wheel

• Heated, bolstered front sports seats

• Google Built-in

• Honda’s Connect app for remote car access with free subscription for the warranty period

Among the premium EV superminis, then, the Super-One represents its own special brand of value.

Plus, nothing else on the road quite looks like this boxy little tearabout.

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.

Being based on an internal combustion engine platform, you won’t find a frunk under the bonnet, which is choc-a-block full with a 47kW/168Nm electric motor.

It’s a good thing this only weighs 1093kg, which is about 300kg less than most rival EVs.

Press that e-Booster button, and power jumps to 70kW, slashing the 0-100km/h time from 14.5 seconds to ten-flat. Drive is sent to the front wheels via a single-speed transmission. Top speed is just 135km/h.

Boost is one of five driving modes.

There’s Econ for optimising range thanks to four regenerative braking levels via paddle shifts, City with unique single-pedal driving/braking and four regen brake levels, Normal that’s back with the six regen brake levels, and Sport that – along with Boost – swaps in simulated seven-speed manual ratios, complete with artificial exhaust note.

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 Super-One has a WLTP range of 202km. The combined average energy consumption is just 12.1kWh/100km, though our hard-driven test car with air-con on a sunny day in peak-hour traffic displayed around 20kWh/100km.

Faster charging is the advantage of having a compact battery pack.

Using a 400-volt architecture, Honda claims its 29.6kWh Lithium-ion unit can be charged using a common 50kW DC charger from 15 per cent to 80 per cent in about half an hour.

More sensibly, plugged in at work/home overnight should only require about eight hours to 100 per cent full, or around four hours with a circa-7kW wall box.

Maximum AC power charging is 6.6kW in single-phase and 10kW in three-phase modes.

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.

At last, we’re behind the wheel of Honda's first EV for Australia, and the Super-One certainly lives up to its name.

Even though it only boasts 47kW of power, it is amply gutsy around town, which is where our brief launch drive was limited to.

Acceleration is lively, scooting eagerly off the line, relying on its instant torque and relatively light weight to make the most of what is available.

There is plenty in reserve for immediate and effortless darting about in and out of traffic gaps.

And that’s in Econ mode. Press the purple e-Booster button, and the Super-One feels supercharged, leaping into action with stronger responses across the board, thanks to a 23kW boost. Performance within the 80km/h confines we tested it in seemed rapid.

The Honda does certainly feel more than racy enough given its sporty aspirations.

Meanwhile, the Super-One’s beautifully tuned steering and controlled suspension also provide an enjoyable and easy balance around town.

It's sharp enough for the driver to get involved, and yet smooth enough for parking to be a cinch, aided by a tight turning circle and great all-round vision. This is the Samantha Jones of dinky superminis: it owns the city.

The ride quality is a fine compromise, too. Firm yet never hard or crashy, it soaks up the bumps well enough, while also being surprisingly quiet.

We wonder whether road and tyre noise intrusion is as muted out on the open road?

We even enjoy the artificial noise coming from the powertrain.

After our all-too-brief first drive, it is clear that the Super-One is the first cheap-ish EV that feels designed and developed for driving pleasure.

It's not a sports car. It's no Civic Type R, and it isn't meant to be. Instead, this is a charming, well-rounded and highly enjoyable urban runabout with style, class and sophistication.

We can’t wait to drive it more. On first impressions, the Super-One has exceeded expectations.

There is currently no ANCAP crash-test rating.

Honda says that the Super-One hasn't been crash tested independently as ANCAP hasn't asked for one.

But the company does fit a selection of safety-related technologies that at least match most of the competition, including autonomous emergency braking (AEB), forward collision warning, lane departure warning, lane keep assist, traffic jam assist, road departure mitigation system and adaptive cruise control with low-speed follow, as part of its advanced driver-assistance systems (ADAS) set-up.

In 90 minutes of peak-hour urban schlepping about town, not once did we experience any ADAS intrusion. No unwelcome tugging interference from the steering. No traffic sign shrieking. No adaptive cruise control fails when we finally picked up some extra speed along Melbourne's M1 heading back into the city.

Honda says that this car was tuned in Japan, but also tested in Australia and the UK prior to launch, and its nuanced ADAS behaviour shows.

Honda says that it has also worked hard on making the body as strong as it possibly can with beefed-up pillars.

Plus, six airbags are fitted, along with a pair of ISOFIX and child-seat tether anchorage points in the rear seats.

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.

The Super-One comes with a five-year, unlimited kilometre warranty.

But if you choose to have it serviced at a Honda dealer, that increases to eight-years/unlimited. Intervals are 12 months or every 10,000km.

For the first five years, it will cost $199 per service, providing good value for money.

Currently there are 75 Honda dealers throughout Australia.