Two Driving editors spent some time in the EV’s entry-level Select trim to see if it was still as impressive as the higher grades were
Although I was hoping to experience the most basic battery and electric motor combination, Ford of Canada did option up this Mach-e into the Select AWD trim with the extended-range battery. So instead of the 264-hp 387 lb-ft 380-km-range 73-kWh battery in the $52,995 + $2,595 (freight and PDI) Select RWD, we sampled a Mach-E with 370 hp, 500 lb-ft of torque, and 483 km of range thanks to an 88-kWh battery, with the price jumping to $60,995 + $2,595 (freight and PDI) — $6,000 of that $60k is for the extended-range battery (up from $4,000 in 2024 models) so Ford knows just how much customers want that range and AWD.
It certainly would have been interesting to drive the very base model with only 264 hp, because 370 hp and 500 lb-ft of instantaneous torque are well beyond the bare necessity required for a midsize five-seat crossover, even one weighing 2,263 kg (4,989 lbs). Even in the winter weather we were facing, the winter rubber dug in, and the Mach-E could launch faster than any sane driver would attempt; the abundance of torque meant the greater difficulty was in modulating the accelerator to keep all those wild horses in check, lest we be accused of auditioning for a Mustang car show. Then again, I also handed the vehicle off to David just as the fun was really starting, so he will tell you more of its competency in Canadian winter.
David Booth:So, you’re caught in the winter’s worst snowstorm. You know: blankets of snow, delayed flights, murky roads, and not nearly enough snowplows. How does an electric Mach-E perform?
Well, the good news is all the electrics and electronics are well up to the job. Matched with Pirelli Scorpion Winter tires, for instance, the Mach-E displayed lots of traction, accelerated most excellently, and really did have quite the grip on the fluffy white stuff. Oh, the rear end does the slippy-slidey thing a bit when you’re in a hurry, but it’s not alarming and can be quite entertaining.
The lesson here is that it is a lot easier for the electronics — traction control, stability control, etc. — to control electric motors than it is gas engines. In a BEV, the systems just interrupt the primary input of power — the electrics — while for ICEs, the same traction nannies must work by reducing either the throttle position or spark timing, which only have effect after the next combustion event. Both systems will also apply the brakes, but the simple fact of the matter is electric powertrains are more easily controlled than gasoline ones. So, the Mach-E is barrels of fun in the white stuff.
Range Finder: Ford Mustang Mach-E Real-World Efficiency and Range
The downside is that, at a -8º C and an average 80 kilometres an hour (50 mph) — no 125-km/h heroics in the worst snowstorm of the year — the Mach-E Select would have run out of juice at about 290 kilometres (180 miles). Some of that was down to the poor weather; some was no doubt due to tire slippage on the slippery road; and some was just plain down to my needing to keep the cabin warm.
I could, in fact, keep track of how much energy was devoted to keep car and human warm. Ford’s infotainment system is unique in the biz for providing a calculation of how much energy is devoted to driving, how much goes to warming the cabin, and how much is needed to keep the battery at temperature. In this case the Mach-E devoted 21% of the battery juice expended to keep the cabin warm, which is not a small amount of kilowatts. [During my time in the car, 31% of the energy was spent on heating the cabin! —JY]
It is worth noting, however, that Ford’s energy consumption meter is amongst the most brutally honest seen on EVs. While the math says the Mustang was using those 31.5 kilowatt-hours per 100 kilometres, the Mach-E’s dashboard was reading 31.0 kWh, an amazingly accurate analysis matched only, in its honesty, by Porsche’s Taycan.
One thing I could have done to eke out a few more kilometres for each of my kilowatts would have been to turn down the heating system. As I said, the Mustang’s trip meter tells you how much of the battery is going to keeping you warm. In my case, it was between 13% and 21%, depending on my fan speed and the temperature I was maintaining in the cabin, which was 23º C.
Now, as every EV owner knows, maximizing range is helped immensely by keeping the heater as low as possible, which I was most definitely not. In my defence, however, let me state I was already using the seat warmers for my personal comfort. What I could not help — again, because it was the biggest snowstorm of the year — was the cold wind hitting the windshield and the amount of moisture in the air. That required more heat than normal, as well as an occasional MAX windscreen-heating blast to keep the front windshield from freezing over. Essentially, the Mach-E was using somewhere between 35% and 40% of its battery energy to keep me, that windshield, and the batteries warm, an amount of energy that comes for free — with waste heat lost out the exhaust — in ICEs.
Ford Mustang Mach-E Charging Report
It’s probably worth noting I couldn’t get much more than 46 kW out of my favourite 100-kilowatt DC fast-charging station, and it was only -8º C outside. Faster stations would no doubt help, but I was the only person using this charging point, so load-sharing probably wasn’t the problem.
So overall, I was extremely impressed with driving the Mustang Mach-E eAWD through Toronto’s recent winter wonderland. That said, I probably would not take it on any extended road trips at -20º C.
Ford Mustang Mach-E Practicality
Aside from having solid EV and winter-warrior credentials, Canadians also want to know if this is a good practical car, and at this price, loaded with features and tech if not outright luxury. Being exclusively a five-seat crossover, the cargo space is respectable, with 1,691 litres (59.7 cu ft) in the trunk; 60/40 split folding rear seats opening up to a max of 2,959 L (104.5 cu ft); and even more space in a small frunk up front. There is plenty of room for a couple of hockey bags or a full luggage set, but the Ioniq 5, with similar measurements, had more usable trunk space.
And while this basic trim was blessed with upgraded power and range, the interior was minimally optioned, with a $500 Comfort Package Lite adding Canadian essentials like heated front seats and steering wheel, plus memory driver’s seat; $650 for a charging cable (how is that not standard equipment on an EV?); and $395 floor mats. While the interior was basic without all the leather and high-end stereo, the cabin felt much the same as GTs we’ve driven previously, with the 15-inch screen dominating the centre stack and comfortable seating and eight-way power adjustability for the driver.
In general, Ford’s pricing system is incredibly convoluted with the different trims, power, and battery options, but it’s also highly customizable, and you can keep costs down by selecting only the AWD and big battery without jumping to higher trims.
The Ford Mustang Mach-E proves again that it is a thoroughly well-executed electric vehicle with some top-notch power and performance for the segment, excellent year-round drivability, and reasonable practicality for the segment, but be careful how you option it up to avoid the price or monthly fees getting out of control.
Pros
✔ Segment-leading power and performance
✔ Solid infotainment and tech
✔ Good practicality and winter capability
Cons
✘ Pricing can balloon
✘ Typical winter range losses
✘ Subscription features
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