Ford Mustang Mach-E vs Mitsubishi Eclipse Cross

What's the difference?

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.

The Mitsubishi Eclipse Cross Plug-in Hybrid EV is an interesting inclusion for the brand, especially as it is typically considered a ‘value player’ in the market.

But with negligible real-world fuel consumption benefits if you drive beyond the limited EV range and a high price premium over the non-PHEV models, it’s important you see if the sums add up for your particular needs.

Primarily going to use the car for running around town? Cool. Think the 50-ish-kay EV range will work for you and make you happy? Amazing. Sold on the look of the car? Hat tipped.

But let me say this - if you are considering the Eclipse Cross PHEV, there are some alternatives you should also have on your list, including the MG HS PHEV, the Hyundai Ioniq PHEV, Kia Niro PHEV, and - the one I’d buy - a Toyota RAV4 Hybrid. For me, plug-in hybrid tech is a bit of a halfway house, in most instances offering too high a price premium for the range you’re getting to drive electric. Heck, a Kona Electric isn’t much more than the top-spec Exceed PHEV, and I’d have that if I wanted a real day-to-day EV experience.

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.

You’re going to be able to tell the PHEV model from its more conventional counterparts by those oversized ‘Plug-in Hybrid EV’ badges on the front doors, and if you want to tell those behind you what you’re driving, there’s also a ‘PHEV’ badge there, too. Wait, wasn’t the plan to do away with the term ‘PHEV’, Mitsubishi? 

But aside from that, the outside features just the different 18-inch alloy wheels (which are the same on all PHEV models, no matter the cost - I think that’s a bit lame, because if I’m spending $7500 on the Exceed I’d like a different wheel design!). Oh, and the Aspire and Exceed get that different lower front splitter, too.

Plus the PHEV has two fuel filler doors - one on each side of the car over the rear wheels. The driver’s side one is the EV charging ports (x2 - detailed below), and the passenger’s side one is for the petrol. Note: while the EV port is push-openable, the petrol cap still requires you to lift a lever in the driver’s footwell. 

It may be categorised a small SUV but at 4545mm long, riding on a 2670mm wheelbase, 1805mm wide and 1685mm tall, it’s big for its boots. The popular Mazda CX-5 is only 5mm longer, and it plays in the midsize SUV segment!

Inside there are some design differences, with a specific gear joystick-style selector, and a different instrument panel.

It is impressive how the brand has managed to shoehorn a petrol engine, two electric motors, a battery pack and more into the car, but there are some practicality implications. Read about them in the next section.

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.

Up front, the cabin is a pretty smart place, with nice enough materials and finishes, and a few good storage options. There’s a cubby in front of the shifter, but oddly enough it doesn’t have a wireless charger (there are 2x USB 2.0 ports above) and isn’t quite big enough for a smartphone (even the smaller ones don’t fit there all that easily), and there are cup holders between the seats, a decent covered centre console bin, and door pockets large enough for bottles.

The PHEV models get a different instrument cluster dial for EV driving readout info, but all have the old-school 4.2-inch TFT colour display that lacks the size and usability of some rivals with larger info screens - the MG HS PHEV, for instance, has a 12.3-inch digital display, which shows you a lot more info than this tiny little screen does. Heck, there’s not even a digital speedometer in there - and you only get one if you buy the Exceed model, which has a head-up display (HUD).

That’s part of the problem with the way this car’s interface operates. If you want the most detailed information you need to use the touchscreen media system, but that negates the usability of the media functions. On multiple occasions I found myself switching between Apple CarPlay phone calls and searching for that particular driving info screen I found most useful (there are about 15 screens to choose from, and plenty of them are hard to decipher).

It’s a huge disappointment for a customer who might want to see all that detailed information but also listen to a podcast, answer a call, follow their phone’s mapping or just have anything other than the hybrid info come up on the infotainment screen. The screen itself - an 8.0-inch unit, with sat nav integrated into the top spec only - is fine, but small compared to today’s rivals.

In the back seat, there’s a compromise for cabin space. The leg room is good, but the seat has been bumped up to accommodate some of the electrical hardware and the petrol tank, meaning someone my size (182cm/6’0”) will find they’ve got enough room for their legs but not their head, and those even larger will really need to take care getting in and out. While pre-facelift examples of this car had a clever sliding second row seat, that’s gone. It was never a feature in any PHEV version, and undoubtedly the layout of the battery pack has something to do with that. 

The double pane sunroof no doubt eats into the space in the rear to a degree as well, and in the Exceed it likely feels a bit more cramped because of the black headliner. 

While three adults could potentially fit across the back row for very short trips, there are dual ISOFIX and three top-tether points for child seats. The Exceed is the one you want if you’re aiming to treat your rear-seat passengers right: it has heated rear outboard seats, rear directional air vents and two USB ports for charging - the ES and Aspire miss out on all that stuff.  

Boot space is 359L (VDA) for PHEV models, which is a step down from the 405 litres (VDA) for the non-hybrid models. There is extra hardware under the floor, and you don’t get a spare wheel in the PHEV models either - instead there’s a tyre repair kit. For context, we only just managed to fit all three CarsGuide hard suitcases (124L, 95L and 36L) in the boot of the PHEV version, while it was far less of an issue in the non-PHEV.

Oddly, no model comes with a power tailgate. 

The 2022 Eclipse Cross PHEV line-up is expensive compared to the petrol-turbo models.

The ES AWD has a list price (all prices MSRP, before on-road costs) of $46,490, while the mid-spec Aspire costs $49,990 and the top-end Exceed lists at $53,990. 

I know they’re not like-for-like in every instance - the ES and Aspire petrol-turbo models are 2WD, not AWD, for example, and there are some specification differences, too - but the price jump from each respective non-PHEV version is $15,500 (ES), $14,250 (Aspire) and $12,500 (Exceed).

Yikes.

You’d really, really have to want the EV driving experience to justify that additional expenditure, right?

Here’s a rundown of the specifications across the three PHEV grades.

Standard for the $46,490 ES grade are 18-inch alloy wheels, LED daytime running lights, halogen headlights, keyless entry and push-button start, cloth interior trim, manual front seat adjustment, an 8.0-inch touchscreen media system with Apple CarPlay and Android auto, a reversing camera, a four speaker stereo, digital radio and a rear cargo blind.

Step up to the $49,990 Aspire and you score LED headlights and fog lights, a lower body kit, heated front seats, faux-leather and microsuede trim, auto wipers, adaptive cruise control, an eight-speaker stereo, surround view camera, front and rear parking sensors, and an array of safety equipment that we’ll cover off in the safety section.

Choosing the range-topping $53,990 Exceed model nets you leather seat trim, a heated steering wheel, a head-up display - making it the only grade with a digital speedo! - as well as sat nav, a dual pane sunroof, and a black headliner in the cabin.

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 plug-in hybrid version runs a non-turbocharged 2.4-litre Atkinson cycle petrol engine producing just 94kW and 199Nm.

Meagre outputs, but the petrol unit is backed by two electric motors - the front motor has outputs of 60kW/137Nm, while the rear motor produces 70kW/195Nm. It’s all controlled by a single-speed transmission.

There is no ‘combined power output’ figure, but there is a 13.8kWh lithium-ion battery pack as part of the equation as well.

The engine can power the battery pack in series hybrid driving mode, so if you want to top up the batteries before you get to a city, you can. And there is regenerative braking, of course. More on recharging in the next section.

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.

The Eclipse Cross PHEV has an official combined cycle fuel consumption figure of 1.9L/100km. That’s astounding, really, but you need to realise that the test calculation is only for the first 100 kays - there’s a really good chance your real-world consumption will be a lot higher, as you can only deplete the battery charge once before calling on the engine (and your petrol tank) to juice it back up.

Electric driving range is stated at 55km based on NEDC cycle testing, while the WLTP rating is a more realistic 45km. In our testing we fell between the two during our “fully charged” 100km run, in which the electric charge initially ran for 50km. But, over the 100km run, the dashboard info screen said the car used “82 per cent” electric driving, while somehow also showing 3.9L/100km for petrol consumption.

I did the numbers at the fuel filler, and the actual return was 4.5L/100km. That’s okay, but not nearly as spectacular as you might hope, and I’ve seen very close in a RAV4 hybrid - which in most instances is cheaper than the Eclipse Cross despite being bigger and, frankly, a lot better.

I also ran the car for a further 100 kays without plugging in, just to see what the ‘worst case scenario’ might be - and it wasn’t too bad, with the fuel consumption jumping to a real-world return of 5.5L/100km. But again, that’s worse than you’ll likely get with a RAV4…

When it comes to charging/recharging, there is available AC charging using a Type 2 plug that can fully recharge the battery in as little as 3.5 hours, according to the brand. DC fast charging with a CHAdeMO plug should fill from zero to 80 per cent in 25 minutes. Maximum charge input is 3.6kW.

Like me, you’ll want to do the maths to see what is going to be the most economical way to run your car - aside from just plugging it in at the office and hoping nobody notices.

A standard 10-amp household plug - which should take about seven hours to replenish the batteries - could cost as little as $1.88 to get back your circa-50km EV range - that’s based on overnight charging, off-peak, on an average 13.6c/kWh electricity price. Of course, if you’re considering a PHEV, you might have a solar array and the electricity could well be free. Good for you.

But remember, there’s more to it than just the electricity costs - you need to also consider the additional purchase budget required just to get into the PHEV model over a regular Eclipse Cross. 

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.

If you’re after that electric car thrill of near-silent, almost mind-blowing acceleration, the Eclipse Cross mightn’t be the right car for you

But if swift progress and the buzz you get from taking off from the traffic lights without any hesitation at all is more your thing, it could be great for you. And if you’re not quite ready to go “full EV”, then it’s probably something you’re considering.

The EV driving mode is the best driving mode in this car. You can run it just on the petrol engine to ensure you save your battery range, and you might choose to do that when you’re driving on the freeway and know you’re approaching an urban area where the EV goodness will be better used. Or you could have it so it's using battery and petrol power, and that’s where you’ll get maximum combined performance.

But running the car in the default, EV-prioritised mode means you will make the best of this powertrain's strengths, because - for the fifty odd kays you’ll get out of the battery - it’s pretty good.

It’s also impressive the way this powertrain dips between petrol engine, battery pack or both at higher speeds. When the battery range had depleted on my test drive, the engine kicked in almost imperceptibly, working to power the car and also generate more electricity for the battery pack. It then dipped out of petrol, back to battery, and so on and so forth, multiple times during my drive. 

The best thing about the way it did so was that it was smooth. There is barely any vibration from the petrol engine, the transmission doesn’t have any gears to fumble with, and overall the refinement is really good.

There are drive modes - Eco, Normal, Snow, Gravel and Tarmac - and in my test I kept to Normal. I did fiddle with the regenerative braking reactiveness, though, using the paddleshifters to dial up or down the aggressiveness of the energy recoup system. It doesn’t feel as aggressive as some pure electric cars, but thankfully it has a decent pedal feel and progression when you apply the brakes yourself. 

The steering is light and lacks feel, and doesn’t offer that much engagement or involvement. That might matter to you if you’re like me. I wish it was more fun. But at least it’s easy to park.

While the suspension is fine and comfortable on the highway, it can feel wooden and the ride is quite lumpy at low speeds. It never really feels all that well resolved for urban driving, which is a bit of a downer considering that’s likely where a car like this will spend most of its time

The tune of the suspension - being a bit firm at lower pace - surprisingly doesn’t have any payoff when it comes to cornering, as it lacks a bit of body control, shifting its weight side to side. 

All in all it is a decent plug-in hybrid offering – and will be perfectly suitable to someone who wants some EV driving as a part of their lifestyle. It’s just a matter of doing the maths as to whether it will work for you.

All Mitsubishi Eclipse Cross models have been awarded a five-star ANCAP crash test safety rating based on 2017 testing for the pre-facelift model. 

The range has increasing levels of safety technology the more you spend, but all variants have forward autonomous emergency braking (AEB) with forward collision warning (operates between 5km/h and 80km/h) and the AEB includes pedestrian detection (between 15km/h and 140km/h). 

Standard on all grades is a reversing camera, rear parking sensors, seven airbags (dual front, driver’s knee, front side, side curtain for both rows), active Yaw control, stability control, and anti-lock brakes (ABS) with brake force distribution. Lane departure warning is standard too.

Spend up on the Aspire for adaptive cruise control, blind-spot monitoring, rear cross-traffic alert, and front parking sensors. From Aspire up to Exceed, there’s the addition of the brand’s Ultrasonic Misacceleration Mitigation System, which can dull throttle response to prevent potential low speed collisions.

No speed sign recognition is available, and therefore no smart cruise control either. Plus there is no lane centring system fitted either, and nor is there a driver attention monitoring system, so it’s falling behind on the tech front.

The Mitsubishi Eclipse Cross is built in Japan.

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.

There’s a huge 10 year/200,000 kilometre warranty on offer - but it’s valid if you maintain your car with Mitsubishi’s dedicated dealer service network over the 10 years/200,000km timeline, or else you get a five-year/100,000km plan.

But while the rest of the car will be covered by that decade-long warranty if you service it with Mitsubishi, the battery is only covered for eight years/160,000km, no matter where you have the car serviced.

Maintenance is due every 12 months/15,000km. But just a note - the more complex powertrain means higher service costs than the regular turbo-petrol versions. The annual fees are: $299, $399, $299, $399, $299, $799, $299, $799, $399, $799; so an average cost of $339 for the first five years, or $558.90 per visit over 10 years/150,000kn. 

Included for customers who service their car with the brand is four years of roadside assist.

Do you have questions over reliability, issues, concerns, recalls, automatic transmission problems, or anything else of that ilk? Check out our Mitsubishi Eclipse Cross problems page.