{"id":28114,"date":"2021-10-19T13:11:10","date_gmt":"2021-10-19T17:11:10","guid":{"rendered":"https:\/\/henrypayne.com\/?p=28114"},"modified":"2021-10-19T13:11:10","modified_gmt":"2021-10-19T17:11:10","slug":"payne-first-drive-mach-e-gt-flexes-good-ol-mustang-muscle-2","status":"publish","type":"post","link":"https:\/\/henrypayne.com\/index.php\/2021\/10\/payne-first-drive-mach-e-gt-flexes-good-ol-mustang-muscle-2","title":{"rendered":"Payne, first drive: Mach-E GT flexes good ol’ Mustang muscle"},"content":{"rendered":"

San Francisco<\/em>\u00a0\u2014\u00a0Hustling over California\u2019s twisted\u00a0two-lane Pacific Coast Highway in a Mustang GT, I suddenly came upon a three-car moving road block. I flattened the right pedal. ZOT! The GT gulped the trio like a killer whale feeding on fish.<\/p>\n

No downshift, no V-8 roar, no rear tail wag.<\/p>\n

Say hello (and a quick wave goodbye as it\u00a0disappears into the distance) to a different kind of Mustang GT \u2014 the 2022 Ford Mustang Mach-E GT. A kilowatt-guzzling\u00a0hatchback SUV. Infused with the same wicked DNA as its gas-guzzling\u00a0V-8-powered Fastback forebear,\u00a0it\u2019s even dressed in bright Cyber Orange to match Papa Pony\u2019s Grabber Yellow.<\/p>\n

\"\"<\/a><\/p>\n

<\/div>\n
<\/div>\n
<\/div>\n

This is the one we\u2019ve been waiting for.<\/p>\n

Ford Motor Co.’s Blue Oval has been chasing Tesla since the Palo Alto-based automaker wowed the world in 2016 with the Model 3 and changed the electric game with an accessible, lightning quick,\u00a0Apple phone-simple EV that made even gas-drinking motorheads like me go weak in the knees (I bought one).<\/p>\n

Ford dropped what it was doing and gave chase. Maybe it was enraged Tesla had stolen its iconic \u201cModel\u201d moniker to stake its claim as the Model T of the 21st century. Maybe it admired a startup for cracking the battery-electric code after Ford floundered with the C-Max and first-gen Escape Hybrid. Maybe both.<\/p>\n

But Ford understood it would have to bring out its big brand guns to compete with Tesla\u2019s mega-brand. The Mustang Mach-E was born and it slavishly followed the Tesla Model Y (a Model 3 in ute clothing) formula: 15-inch center screen, frunk, 300-mile range, remote app, $40K starting price.<\/p>\n

\"The<\/p>\n
<\/div>\n<\/figure>\n

When I got my hands on the new pony, I saddled it up alongside a Model Y and tested them toe-to-hoof. The Mach-E is\u00a0very good \u2014 yet doomed to live in Tesla\u2019s shadow. The apprentice to the OG. Mach-E sales are a modest 2,000 a month \u2014 outsold by Model Y, 6-to-1.<\/p>\n

Mach-E GT is a different animal. Bringing years of muscle car experience to the compact SUV, veteran engineer Dave Pericak and his merry elves have layered Mach-E with Mustang muscle. Think 0-60 mph in just 3.5 seconds \u2014 equivalent to a Hellcat-fired $100K Jeep Grand Cherokee Trackhawk.<\/p>\n

Like the V-8-powered Mustang Fastback, Mach-E gets a steroid booster over its standard\u00a0346-horse, 428-torque sibling. Optimizing the same 88 kWh battery pack, the GT pumps out a Mercedes AMG 63-like 480 horsepower and a gob-smacking 634-pound-feet of torque when equipped as the Performance Edition. That\u2019s right, a performance package just like the sports car offers: gummy\u00a0Pirelli summer tires; active suspension; Brembo brakes.<\/p>\n

\"The<\/p>\n
<\/div>\n<\/figure>\n

Out of a hairpin turn on Route 1, I nailed the Mustang Mach-E GT Performance (that\u2019s a lotta names) and the beast pounced. I have driven these roads in a Mustang V-8 Fastback, but there is nothing like the ON\/OFF electric torque switch of a big-battery EV. The Pirellis gripped like claws. The electric motor whined. The sky blurred like Han Solo\u2019s Millennium Falcon jumping to hyperspace. Chewie, set course for the next galaxy.<\/p>\n

Another hairpin rushed into view and big\u00a015-inch front Brembos brought me back to earth. The battery-powered Mach-E GT\u00a0is porky at 4,962 pounds (500 more than Tesla), but it\u2019s low\u00a0in the belly. With no V-8 anchor up front, the beast rotated nicely, the magnetic suspension working hard \u2014 in part to compensate for 2-inch narrower tires than a Merc AMG\u00a0(EVs gotta\u00a0balance stick with range-sucking rolling resistance).<\/p>\n

To harness its nearly 2 \u00bd tons, the Performance Edition is stiffly sprung. Less enthusiastic drivers will prefer the standard GT.<\/p>\n

The Model Y has similar thrust \u2014 0-60 in 3.6 seconds\u00a0\u2014 but\u00a0is less intuitive in the corners compared to the crisp Mustang. GT debuts a Traction Control OFF\u00a0button so you\u00a0can hang it out more.<\/p>\n

\"In<\/p>\n
<\/div>\n<\/figure>\n

In max Unbridled mode the \u2019Stang pipes\u00a0a satisfying GRRRRRRR-owling noise into the cabin. It\u2019s not the GT Fastback\u2019s reptilian gurgle, but it\u2019s a bit of Mustang soul. So athletic-minded is the SUV that it\u2019s lower to the ground (5.1 inches vs. 5.8) than the GT Fastback.<\/p>\n

I know, I know what you\u2019re thinking. If Ford wanted to expand the Mustang sub-brand, why didn\u2019t they follow Porsche and just make a meaty, more practical V-8-powered ute? That would have been glorious. Mustang should have done it five years ago like (aping Porsche) Jaguar, Maserati, Alfa Romeo and other sports car brands.<\/p>\n

But that was then, this is now and EVs are the fashion (not to mention forced by governments). Even Macan is going electric, so rather than chase the tail, Mustang jumped the queue with the first performance SUV to run with Tesla.<\/p>\n

It\u2019s a niche segment of two for now. Model Y Performance and Mach-E Performance are right on top of each other at about $62K. A lot of coin.<\/p>\n

\"Not<\/p>\n
<\/div>\n<\/figure>\n

Who will buy it? My motorhead pal Jim and spouse crave the Mach-E, and the GT badge is right in their wheelhouse \u2014 a daily driver next to an Audi RS5 hatchback and Ford truck.<\/p>\n

Mach-E GT would naturally replace their BMW X3 M. Heck, the \u2019Stang beats the Bimmer to 60 mph by a half-second \u2014 for 10 grand\u00a0less. It looks the part, too, with\u00a0GT gaining a menacing black grille compared to the awkward\u00a0traced mouth on the standard Mach-E. It says \u201cGET OUTTA THE WAY\u201d in a slower car\u2019s mirror.<\/p>\n

Where Mach-E GT falls short of the BMW \u2014 and Tesla \u2014 is on road trips. One reason why the feds take\u00a0pity with a $7,500 tax credit.<\/p>\n

With a claimed 260 miles of range (I, ahem, got just 60% of that while flogging the pony over northern California), Mach-E GT requires long recharging stops from an unreliable\u00a0third-party charging network. Bimmer can whet its beak with petrol everywhere. Tesla\u2019s reliable charger network is the brand\u2019s secret sauce.<\/p>\n

Tesla also brings its signature Autopilot system. Though Mach-E GT\u2019s similar Blue Cruise system allows truly hands-free driving (a\u00a0camera watched me to make sure I was paying attention), I found it less confident at lane-centering over California\u2019s swoopy 101 four-lane. The Tesla (which asks that you keep a hand near the wheel) is remarkably precise \u2014 while offering cutting-edge tech like Navigate-on-Autopilot and auto-lane change.<\/p>\n

It\u2019s hard to compete with Silicon Valley\u2019s iPhone on wheels. So Mach-E gets your attention the ol\u2019 fashioned way \u2014 muscle car speed \u2018n\u2019 style.<\/p>\n

The blank-face Tesla looks alien. Mach-E\u2019s anthropomorphic fascia, muscled shoulders\u00a0and fastback are as familiar as the screaming V-8 GT you coveted when you were 16.<\/p>\n

And when you stealthily leave everyone behind at a Woodward stoplight, it won\u2019t wake up every officer within a 10-mile radius.<\/p>\n

2022 Ford Mustang Mach-E GT<\/h3>\n

Vehicle type:<\/strong>\u00a0Battery-powered, all-wheel-drive, four-door SUV<\/p>\n

Price:<\/strong>\u00a0$60,100, including $1,100 destination charge ($63,285 GT and $69,800 GT Performance Edition as tested)<\/p>\n

Powerplant:<\/strong>\u00a068-88-kWh lithium-ion battery driving single or twin electric motors<\/p>\n

Power:<\/strong>\u00a0480 horsepower, 600 pound-feet of torque (GT); 480 horsepower, 634 pound-feet of torque (GT Performance)<\/p>\n

Transmission:<\/strong>\u00a0Single-speed automatic<\/p>\n

Performance:<\/strong>\u00a00-60 mph, 3.8 seconds (GT, mfr.); 3.5 seconds (GT Performance); top speed, 124\u00a0mph<\/p>\n

Weight:<\/strong>\u00a0GT: 4,962 pounds (4,989 pounds, GT Performance Pack)<\/p>\n

Fuel economy:<\/strong>\u00a0EPA est. range, 270 miles (GT); 260 miles (GT Performance)<\/p>\n

Report card<\/h3>\n

Highs:\u00a0<\/strong>Ruthless acceleration;\u00a0confident handling<\/p>\n

Lows:\u00a0<\/strong>Needs more interior definition; Performance model may jar a filling loose<\/p>\n

Overall:<\/strong>\u00a04 stars<\/p>\n

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.<\/em><\/p>\n","protected":false},"excerpt":{"rendered":"

San Francisco\u00a0\u2014\u00a0Hustling over California\u2019s twisted\u00a0two-lane Pacific Coast Highway in a Mustang GT, I suddenly came upon a three-car moving road block. I flattened the right pedal. ZOT! The GT gulped the trio like a killer whale feeding on fish. No downshift, no V-8 roar, no rear tail wag. Say hello (and a quick wave goodbye […]<\/p>\n","protected":false},"author":3,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[7,87],"tags":[],"_links":{"self":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/28114"}],"collection":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/users\/3"}],"replies":[{"embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/comments?post=28114"}],"version-history":[{"count":1,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/28114\/revisions"}],"predecessor-version":[{"id":28115,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/posts\/28114\/revisions\/28115"}],"wp:attachment":[{"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/media?parent=28114"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/categories?post=28114"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/henrypayne.com\/index.php\/wp-json\/wp\/v2\/tags?post=28114"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}