What defines a Mustang? Aside from the instantly recognizable logo, what do you immediately picture? For me, I’m not sure I can picture something specific, at least looks-wise. The Mustang has evolved so much since 1964. Is it the powertrain, then? The Mustang has always been a V8-powered, rear-drive barn-burner, save for a year or two I’m sure we’d all rather forget. That must be it, then—abiding by the quintessential American muscle car (or pony car, however you define it) for years. What, then, can we even make of the 2024 Ford Mustang Mach-E GT Performance, an all-electric, all-wheel-drive crossover thing?
Yes, the Mustang-badge-wearing Mach-E has been around since 2019. Perhaps the shock and awe has worn off for some, yet the sacrilege remains for others. Wherever you find yourself, there’s definitely some Mustang styling cues remind you this thing comes from the same bloodline as a ‘real’ Mustang. The headlights and tail lights—especially the tail lights—are particularly Mustang-ish; they look a tad forced here, but manage to work well-enough overall. There’s also the faux grille with the Mustang logo, and the GT badge in an identical font to the dino juice-powered Mustang. The bulbous hood has some character lines that vaguely remind you of the original, and from certain angles it works very well.
I’ll admit I haven’t always had nice things to say about the Mach-E. I’ll still say it’s a crossover trying to play dress-up as a Mustang. But I’ll also admit I dig the looks as far as crossovers go, and our tester’s Eruption Green Metallic paint against the bronze accents certainly make the Mach-E easy on the eyes. It’s a sleek-looking thing that garnered a surprising amount of praise during my time with it.
I’m a little stumped as to why Ford didn’t Mustang-ify the interior more. Instead, they chose to lean pretty heavily into its EV-ness with a simple and clean layout, dominated by the vertical 15.5-inch infotainment touchscreen and rather slim 10.2-inch digital gauge cluster. It’s not bad per se; I appreciate the multi-functional rotary dial that is embedded within the screen, but having more Mustang elements—like the double-bubble dash—would’ve been cool. I presume the interior is a trade-off to attract those seeking the minimalism of other EVs. It’s definitely more interesting than a bland Tesla interior, with the integrated soundbar-in-the-dash look being especially chic.
There’s a good amount of room in the Mach-E for both passengers and cargo; certainly more usable than any Mustang that came before it. But let’s be real, it’s an entirely different tool for an entirely different job. Compared to its more conventional EV competitors, like the Tesla Model Y and Hyundai Ioniq 5, the Mach-E is just as spacious and practical. The front seats are comfortable for long drives and actually offer good support during spirited driving; the grippy suede-like material no doubt helps here as well. I do wish the seating position was a little lower; it’s hard not to feel like you’re sitting on the Mach-E, rather than in it, as you would with a Mustang.
Outside of that, the touch points are solid, the digital gauge cluster is easy to read, and thankfully it still has a normal, round steering wheel. Technology is ever-present in the Mach-E, with Ford’s Sync 4 operating system handling infotainment. It’s easy to use, with crisp and clean graphics. The Bang & Olufsen sound system is party-ready, if a little too bright for my tastes, and Ford’s excellent BlueCruise hands-free driving assist makes soaking up highway miles a breeze.
In GT trim, the Mach-E comes with the extended battery. It’s a 91 kW unit with a maximum charging rate of 150 kWh, both of which are average these days. Range isn’t great; it’s officially rated at 418 kilometres, but the gauge cluster was estimating just over 360 km on a full charge. With winter approaching—and based on our experiences with the Mach-E GT last year—expect that number to drop significantly.
OK, boring stuff aside, can the Mach-E redefine what a Mustang can be? There’s no V8 rumble, no vibrations, no wild cold-start roar to wake up your neighbours, and it’s all-wheel-drive. Not off to a good start, but once you get moving and unleash all 480 horsepower and 634 pound-feet of torque, you stop asking those questions and instead focus on whatever you’re quickly reeling in. Power delivery is forceful yet linear, feeling like there’s a satisfying build-up compared to other performance-minded EVs. Things do taper off around the 120 km/h mark; this is inherent to most EVs, but the Mach-E GT seems especially poor in this regard.
Still, you can have a lot of fun in this thing. It’s hyper-quick off the line, and even though it’s AWD, it’s shockingly easy to have the back end kick out if you want it to—or if you aren’t careful. The steering lacks feel and feedback, but it’s responsive and direct. The suspension is on the stiffer side and ride quality suffers somewhat as a result, but the trade-off is a good amount of handling prowess, with less body roll and much more grip than you’d expect. The brakes are confidence-inspiring as well, if a little grabby at the initial bite. The Mach-E doesn’t feel light on its feet per se, but it’s capable, and now I’m realizing how much of those attributes are shared with the “real” Mustang.
What isn’t shared with the “real” Mustang—aside from the body and an actual engine—is the price. The 2024 Ford Mustang Mach-E GT Performance is priced very much like a higher-end EV, topping out at nearly $80,000 as-tested. Still, there’s a lot of vehicle to be had here. No, it doesn’t redefine what a Mustang should be, but it doesn’t entirely lay waste to the storied nameplate. Maybe the Mustang’s formula doesn’t have to be pigeon-holed into what’s under the hood. Hasn’t it always been about fun, accessible performance for the masses? I’ve made peace with that, as long as Mustangs like the Dark Horse can still exist alongside it.
