u003cp class=u0022text-align: left;u0022u003eOur Mach-E tester was very fast and moves about in virtual silence. Steering was nicely weighted, precise and holds its line well on the highway. Unlike many competitors that have a number of regenerative brake settings, the Mach-E has either u0022offu0022 or total u0022onu0022 permitting one-pedal driving. Ride is quite firm, turbulent under certain conditions and could be a deal-breaker for some buyers. Some gentle fore-aft pitching at highway speeds. Impressive handling and cornering for a crossover. With the brake regeneration engaged, the car can be driven off the throttle when taking curves in twisty terrain. Gear selection is via a rotary dial on the console. It works well enough and is much more straightforward than the quasi-mysterious devices in a Tesla 3 and Polestar 2. Vision to the front and sides is good but 3/4 vision is unimpressive.u003c/pu003ernu003cp class=u0022text-align: left;u0022u003eInside the driver faces a compact digital readout displaying the expected auto-related functions. The centre of the dash is dominated by a massive, vertically-oriented touch screen that has a single ring for radio volume with surrounds an on-off touch service. The rest of the giant screen handles most audio functions and all climate and navigation manipulation. The system looks good but like other similar systems, is not really suited to use while the car is driving. Drivers will have to go without certain functions until they can stop to examine the screen to discover where the related icon is on the screen. Setting radio presets is more of an adventure than it needs to be. Steering wheel control buttons aren’t suited to individuals with bigger fingers. Reasonable sound quality from the Bu0026amp;O branded audio system.u003c/pu003ernu003cp class=u0022contentu0022u003eThe front seats are comfortable and both front occupants enjoy plenty of space. The rear seat is large, supportive and occupants enjoy abundant legroom. Cargo space is good with a small bit of storage under the trunk floor that can be placed at two different positions. The front-mounted u0022Frunku0022 is larger than most competitors. High quality interior fittings including some interesting fabric swaths on the dashboard and doors.u003c/pu003e

The Mach-E, the first purpose-designed electric car from Ford, is not only a crossover, but also a Mustang. According to the denizens of Dearborn, the Mach-E is imbued with the spirit of the legendary Mustang Mach I that was produced between 1969 and 1973 (no comment on the Mach I version for the Mustang II). The idea of a Mustang crossover is bound to be a controversial one for Mustang aficionados, but most buyers won’t care and Ford may get some spin on the fact that the car has a marketing connection with the Mustang.rnrnThe Mach-E displays a number of traditional Mustang styling cues, including the galloping Mustang on the grille. The vehicle looks much sleeker and sportier in person than in photos. The interior of the Mach-E is, like the outside, is very Mustang.rnrnThe vehicle is built on an electric-exclusive architecture to optimize space utilization and to keep the mass of the batteries low in the platform of the new car. The Mach-E is powered by an electric motor that can produce anywhere from 266 to 488 horsepower, with possible range from 355 to 475 kilometres. A 70 kWh battery pack is standard, with a 91 kWh battery pack optional.

Ford offers a number of different kWh outputs and drive systems on the Mach-E. This allows Ford to offer a lower-priced entry-level model which allows the firm to qualify for goverment give-aways for electric cars. The base Select trim, which is a rear-wheel drive car powered by a 70 kWh battery pack, features the Co-Pilot 360 active safety suite, a large infotainment screen, rear parking sonar and L.E.D. headlights. The Premium upgrade adds a power tailgate, a power passenger seat, heated front seats and steering wheel, a Bu0026amp;O branded audio system, a luggage blind, power-fold mirrors and a fixed-glass roof panel, but is overpriced. Adding all-wheel drive, via a front-mounted electric motor, to the 70 kWh battery pack costs $3000 to the Select trim and $3750 to the Premium. Adding the 91 kWh battery to the rear-wheel drive Premium costs $13,000 and the same amount to the all-wheel drive variant. The 91 kWh rear-wheel drive California Route 1 trim is a bit cheaper than a 91 kWh Premium but lacks some of its equipment, which makes it look expensive and a bit pointless. With the same 91 kWh battery pack and dual-motor all-wheel drive system as the California Route 1, the Performance trim is priced nearly $12,000 more with only a third of that amount attributed to additional content. The Select standard range is eligible for a $5000 rebate from the federal government, with the same model qualifying for a $7000 rebate from Quebec. on California Route 1, une propulsion dotée d’une batterie de 91 kWh, is a bit cheaper than a 91 kWh Premium but lacks some of its equipment, which makes its semble chère and a bit pointless. With the same 91 kWh battery pack and dual-motor AWD system as the California Route 1, the Performance trim is priced nearly $12,000 more with only a third of that amount attributed to addition content. The Select standard range is eligible for a $5000 rebate from the federal government, with the same model qualifying for a $7000 rebate from Quebec.

New car, not rated. Predicted reliability is below average.