We don’t sit really high in the electric Mustang compared to either the car or the traffic. The view here is as bad as it is from most crossovers today, and the columns and seats cover a lot.
The dosing capacity of the brake is unpleasant. With a discharged battery, the test car behaved quite strangely, the brakes became snappy in the moments before stopping, and the car nodded big. It’s a good idea to banish the auto-lock feature if you have to park on a steep street, because the car only releases the brake on a large enough throttle. It’s hard to maneuver with killer buck jumps if you’re only 60 to 80 inches in front of and behind you from the other cars.
The Mach-E GT converts engine power to acceleration with the same 245/45 R20 tires at the front and rear with some quite intersecting efficiency. When fired, proportionate, well-composed sounds come from the speakers to underline the truly breakthrough acceleration. The concrete-breaking power that lighter cars show with a similarly dazzling acceleration to 100 in 4 seconds, yet I didn’t feel it when I started.
In the cold, the car is noticeably as powerful as it could be in the warm, but I appreciate in the Ford importer that despite the common problems with other electric cars, it didn’t clog the test car until May, when it would be less disappointing with both range and power delivery.
If Ford had already written on this car that it was a Mustang, plus this GT, I was wondering how much freedom the software would allow to be left alone with the car and see how it behaves without a parking brake. (The equestrian analogy limps because the car may have been named after the fighter plane, not inspired by the wild horses, the wild descendants of the animals of the Spanish conquerors.)
Here, in addition to the other Mustang Mach-E Whisper, Active, and Untamed modes, you can also select Untamed Plus mode, although unfortunately this can be activated in a separate menu item instead of the central mode selection interface.
At times like this, the tail moves bigger and more playfulness moves into this car, though due to its size, weight, dimensions, this is an inherently non-playful car, at least not in the sense that the Ford Fiesta ST, which delivers the joy of hooliganism to the bone.
It is becoming less and less a pleasure to actually and completely eliminate the stabilization that is provided here. If you stand still on the gas, the car will feel what you want and is willing to cross. Compared to being a two-engine all-wheel drive car, the drawable curves are compelling. Not only do you know the wide 4 × 4 carving that some all-wheel drive cars do, which immediately pushes the torque forward into counter-steering and completes the fun.
The Mustang Mach-E GT caught my eye with the fact that a 2.3-tonne, half-height-drawn car that is not a little sporty in its basics can be touched by the effort to drift with it. Here it was almost possible to counter-steer here almost, I would not know much other high-performance crossover in which it can be experienced for accelerating.
If we get bored of driving, on the highway, a car with adaptive cruise control (ACC) and support for staying in the center of the lane with steering will cope on its own in the amount of time it takes. The ACC also provides a plug-in function, the car starts and stops with the line.
When cornering, adaptive damping holds the body pretty well, but the car’s suspension comfort is at most moderate. He deserves a smoother, smoother run because he’s not that big of a corner champion that he has to shake on city roads this way.
In the video, the acceleration of the Mustang Mach-E GT
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In terms of highway reach, below is an interesting video showing the floor gas at 3969.8 kilometers in the Mustang Mach-E GT, and with a short gallop, the car reaches the in principle 200, 206 km / h derailment limit. According to the video, the car lost 7 km of range in 1.4 km.
And even so, it’s very good to travel with him that his suspension is only moderate. At this level, even an electric car can create the thermal comfort you would expect when I just go in peace and don’t have to be matted by climate control. Since the automatic blower has three intensities, it is enough to alternate them if something is not ideal.
All of this is accompanied by a deadly silence, even at top speed. The demanding audio system can prevail in the quiet cabin. The comfort of the seats is below average at this level. Not bad, but a 31 million car should already have a lumbar support that is not only stretchable and softenable, but also height-adjustable.