2021 Ford Mustang Mach-E GT Review: Quicker, Yet Compromised

We’re big fans of the Mustang Mach-E here at AutoGuide.

Heck, we liked it so much we crowned it our 2021 Electric Vehicle of the Year. Sure, we’re over two years out from the Mach-E’s reveal and the argument about its name appropriation still rages on. And that’s not going to calm down with this, the 2021 Ford Mustang Mach-E GT.

Yes, Ford has stuck those two important letters onto the rounded rump of its all-electric horse. In many ways, it makes sense, offering V8 levels of thrust and a fun-loving handling balance. The price is steep however, and the GT makes enough concessions to ride quality and range to limit its appeal.

Ford has upped the Mach-E’s power for GT duty. While it draws from the same 98.7-kWh battery pack—91 of which is now usable—horsepower is up to 480, and torque is an even 600 pound-feet. Spec the Performance Edition like this—required in Canada, for now—and the latter figure swells to 634 lb-ft.

The Performance Edition isn’t limited to a 5-percent torque increase, either. In come unique 20-inch wheels wrapped with summer tires (winters on this car, because December), fancy magnetorheological dampers, and a more aggressive bodykit. You’ll find unique front seats inside, too.

That pumped-up power output makes itself known from the first tip into the throttle. The Mach-E might weigh close to 5,000 lb, but the instant-access power makes short work of that curb weight. The long-travel pedal makes it easy to dole out the power as needed, too. Around the city, the GT is a great ally, responsive and eager. I left the one-pedal mode on for our entire time together, because it works so well.

The wow factor fades away at highway speeds. Oh yes, it’ll still pile on speed when passing semis or dawdling holiday drivers, but the shove doesn’t feel far removed from that of the regular Mach-E. Short bursts are where it puts in its best work: a sprinter more than a marathon runner.

It should come as no surprise, then, that the GT requires a little more time to catch its breath. The EPA says the GT Performance Edition will do 260 miles (418 km) on a single charge. In practice, we saw the GT use up 80 percent charge for 185 miles (298 km). That suggests a usable range of around 225 miles (362 km), which is … fine, but not ideal. Whoever was driving the car before me must’ve had a heavy foot, because the range estimator was suggesting just 76 miles (122 km) with 50-percent charge. It modifies the estimate based on driver habits, which can be handy once you know, but anxiety-inducing before that.

I expected the sort of magic ride quality duality magnetorheological dampers are known for. On smooth tarmac the Mach-E delivers, a taut suspension setup that doesn’t wither at the sign of a curve or eight. Bumps can upset the equilibrium however, with the rear axle feeling slightly out-of-sync with what’s happening up front. The back end takes longer to settle too, and this delay makes for a busy, slightly uncomfortable ride on rougher surfaces. The brakes earn zero complaints, however: the Brembo stoppers are easy to modulate and supremely powerful.

Charging was also problematic. Ford says the Mach-E will peak at a max of 150 kW, which should theoretically allow for a charge from 10 to 80 percent in around 45 minutes. But if the charger won’t match that figure—the Electrify Canada spot I used hovered around 105 kW—you’ve got longer, especially if you want that final fifth.

Ford hasn’t changed much inside the Mach-E for GT duty, and that’s fine by me. This interior is screwed together well, and the various textures and materials keep it interesting. I wouldn’t say no to a little more differentiation for GT duty, however, specifically with a splash of color.

The GT follows that tried-and-true formula of throwing a bunch of suede (faux or real) at a sporty trim. The door panels featured the soft-touch stuff, as do the seats. Speaking of, the seats themselves are different, with extended lumbar support and an additional section for the shoulders. It looks strange, but the result is excellent driver support without sacrificing long-range comfort.

In-cabin storage space is useful if not plentiful, with large door bins, a decent center console cubby, and two large cupholders—ahead of the drive selector, natch. The hatch can’t match the load-swallowing capability of the Edge, but there’s still 29.7 cubic feet (841 liters) of storage space, enough for multiple carry-ons. You’ll want to ditch the cargo space cover to maximize storage, which is one of the flimsiest ones we’ve ever encountered.

The big news on this GT is the addition of BlueCruise, Ford’s hands-free highway driving assist. We’re happy to report that it works as intended, with no more effort required than calling up regular ol’ adaptive cruise control. A small notification in the instrument panel tells the driver when BlueCruise is available, and then the Mach-E does its thing. I’d prefer a more obvious sign—Caddy’s light system in the steering wheel, for example—but the switchover is pretty seamless. The Mach-E stays in the center of its lane with minimal input, and none of the ping-ponging that can affect simpler systems. This version of BlueCruise doesn’t have automated lane changes, however, so you’ll still have to switch yourself. Over-the-air updates should ideally fix this sometime in the future.

Avid tablet users will be at home with the Mustang’s big 15.5-inch, portrait-orientation screen. Sync 4 is a quick, responsive user interface, and it was smart of Ford to keep climate controls on screen at all times. I’m also a fan of the big volume control dial, replete with a small bit of screen at its center. Wireless Apple CarPlay and Android Auto are both standard, and work without issue. A large wireless charging pad allows for two devices simultaneously; if you need to cord up, there’s both types of USB ports in both rows.

Ford has set an MSRP of $63,095 for the Mach-E GT, including destination. Add a cool $6,000 for the GT Performance Edition, which is standard in Canada ($84,990 CAD). There’s not much else you can add to the package, the biggest expenses being the advanced Co-Pilot360 package, which adds BlueCruise and the glass roof. This tester crosses the line at $73,530 ($89,680 CAD).

No doubt, that’s a lot of cash for something with a Blue Oval badge. Good thing this doesn’t have one then, right? Ford is evidently distancing the Mach-E from the rest of the lineup, similar to how “Jeep” isn’t anywhere on the Grand Wagoneer exterior. Both of these domestics measure up to the premium offerings in their respective classes. The Mach-E GT is a charming alternative to proven models like the BMW X3 M40i and Audi SQ5, not to mention the equally new Genesis GV70. All three of these gas-powered crossovers undercut the GT by around $10,000, though the Germans will need most of that difference to catch up on features. They’ll miss out on any federal tax incentives, too.

Of course, the most direct Mach-E competitor is the Tesla Model Y. We already compared the Mustang Mach-E to the Model Y Long Range earlier this year. The GT is more in line with the Model Y Performance, which lists for $65,190 ($85,290 CAD) including destination. The Model Y is quicker in a straight line and boasts a longer range, at least according to the EPA. It also benefits from the more robust Supercharger network. The interior doesn’t come close, though.

Would I recommend the 2021 Ford Mustang Mach-E GT over one of the premium, performance-oriented crossovers out there? If you’re willing to embrace the EV future—charging infrastructure present included—then sure. Here’s a well-judged package that combines good looks, accessible performance, engaging handling, and reasonable practicality in a clever riposte to the segment norm. The Mach-E is cool, just like the pony car it borrows its name from.

Unlike the ICE-powered ‘Stang, however, I’m less convinced the GT is worth the upgrade over the “lesser” package. The regular extended-range AWD Mach-E offers 90 percent of the experience for 70 percent of price. And for 2022 it’ll even come in the same Cyber Orange.

FAQs

How much is a 2021 Ford Mustang Mach-E GT worth?

Pricing starts at $63,095, with a further $6,000 for the Performance Edition package found here. The PE is standard in Canada, where the starting price is $84,990 CAD.

When can you buy the 2021 Ford Mustang Mach-E GT?

Right now! The GT started trickling into dealerships in the tail end of 2021.

How far can the Mustang Mach-E GT go on a single charge?

The EPA quotes a 260-mile (418-km) range for the Performance Edition.