![]() Chargers from different companies work with the app differently. ![]() Also they could be confusing to connect to. Fordįord reveals an electric Mustang Mach-E SUV with 1,400 horsepowerĮven with the FordPass app’s help, chargers were often tricky to find partly because I wasn’t sure what I was looking for. And they do almost always work.įord reveals an electric Ford Mustang Mach-E SUV with 1,400 horsepower. Tesla’s chargers are consistent in their design, making them easy to find, and they’re consistent in how they work. But there’s a big difference between an EV charging network and a bunch of different chargers you can use. Ford has its FordPass app, which allows access to lots of other electric vehicle chargers, even more than Tesla has. Tesla maintains a huge and easy-to-use network of chargers. I understand having nice, smooth buttons saves a smidgen of aerodynamic drag, but I’d still rather just a grab a handle and pull to get into my car.Īlso, as good as the Mach-E is, there’s still one area in which Tesla still has a big advantage. For one, the exterior door handles – or exterior door buttons – seem pointlessly high-tech and fussy. The Mach-E does have a few problems, though. The Tesla Model Y Long Range goes 326 miles on a charge and Tesla claims the same zero-to-60 acceleration time as the Mach-E for the same starting price. In terms of price, range and power, the Mach-E is clearly targeting the Tesla Model Y and Ford’s aim is pretty good. But this is an electric crossover SUV with optional all-wheel-drive, four doors and seating for five. To Mustang shoppers used to a 460-horsepower car with a V8 engine costing $36,000, those prices might seem out of line. The Ford Mustang Mach-E provides respectable practicality while still being as enjoyable as a Mustang ought to be. The 480-horsepower Mach-E GT will be available later with a starting price of $60,500. ![]() Prices for lower-powered versions start in the low- $40,000 range. The First Edition models are already sold out, but all-wheel-drive Premium models offer the same performance at a slightly lower price. The 346-horsepower First Edition Mach-E I was driving had a base price of $50,000, not including a $7,500 federal tax credit. (The low speed clunkiness may be reduced with later software updates, a Ford spokesman said.) In the Mach-E it’s a little clunky at low speeds, often giving a bit of a “thump” as the accelerator pedal is lifted, but it’s smooth and fun at higher speeds. As I lifted, the electric motors spun, pushed by the wheels instead of the other way around, and the energy they generated that way was put back into the batteries. In one pedal driving, lifting my foot off the accelerator slowed the car as if I were pressing gently on the brakes. ![]() The brakes felt good, although I kept the Mach-E set to “One pedal driving” so I didn’t have to use them much. The steering, which gets stiffer and more responsive as you go through the different driving modes – Whisper, Engaged and Unbridled – felt a little numb perhaps, but again not so different from the Mustang coupe’s. Is this a spa? Nope, it's Ford's new F-150 All-new F-150 Lariat in Rapid Red Metallic Tinted Clearcoat.
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