To start, the base GT costs $6,000 less than a GT Performance but it's only about $3,000 more than a Mach-E Premium with the same battery pack and dual-motor layout. That's a tough package for this pony to beat. Tesla's compact crossover packs 303 miles per charge, will fill its battery at a 240-volt outlet and 48-amp circuit at a rate of 42 miles per charge hour, and can guzzle down electricity at a rate of 250 kilowatts at a Level 3 Supercharger. There's no gentle way to say this, but all of those figures lag behind the GT's chief (and only, at the moment) competitor, the Tesla Model Y Performance. If you hit a DC fast charger, the 150-kW max charge rate will get the battery from 10 to 80 percent in 45 minutes. ![]() In terms of home charging, my Grizzl-E Classic charger will add 28 miles of range per hour, juicing the battery to full in 10.9 hours. Considering it shares its 91.0-kilowatt-hour lithium-ion battery pack with the standard Mach-E, which nets 277 miles when rocking two electric motors, that's not a big downgrade for the improved performance. The Mach-E GT returns 270 miles on a single charge. Charge Time: 95 Hours / 10.9 Hours 48A / 45 Minutes (10 to 80 Percent).Unsurprisingly, the behavior of both the brakes and steering match every other Mach-E. It retains the same brake setup (14.2-inch front rotors with four-pot calipers and 12.4-inch rears on single-piston stoppers – the GT Performance Edition's front discs are almost an inch larger) and an identical 14.6:1 steering ratio. That said, I'm not sure the handling improvements can overshadow the GT's inferior ride quality – customers are giving up more than they're receiving in this exchange, especially since the standard car gets similarly playful when you push it.īeyond the stiffer suspension, the Mach-E GT is light on other changes. Moreover, the Mach-E GT can and will get a bit silly if you apply enough accelerator and steering angle. Body motions are tighter and there's more grip through the bends owing to the tires' larger contact patch. It's a pretty fair dancer, too, enhancing the already impressive agility of the standard model. The Mach-E GT, no matter the variant, is a blistering straight-line performer. Yes, the latter will get to 60 in 3.5 seconds (matching the Tesla Model Y Performance) but arguing about a few tenths on vehicles that already do the deed in under four seconds feels like splitting hairs. Soundtrack aside, the small performance disparity between the GT and GT Performance doesn't bother me much. It's what the car deserves, and I sincerely hope the Mach-E's product team considers making a change. A simple over-the-air update could up the volume or even attach an acceleration soundtrack that's unique to the GT. The good news is that this is within Ford's power to fix. ![]() It felt like I was watching Star Wars without the hum of a lightsaber – an amazing thing with one deal-breaking flaw. There's no unique tone or increased volume, even with the exclusive Unbridled Extended performance mode active. But then I started looking for something behind the crush of g forces and came up empty, because the artificial soundtrack in the Mach-E GT is the same as you'll find in the standard model. The first dozen or so blasts off the line were exhilarating in the way that's unique to hot EVs. It translates to the real world, too, at least initially. On paper, then, this car seems to do justice to the GT badge. The Mach-E GT packs 480 horsepower and 600 pound-feet of torque, up 134 ponies and 172 lb-ft on a dual-motor Mach-E with the extended-range battery the sprint to 60 drops from 4.8 seconds to 3.8. Battery: 91.0 Kilowatt-Hour Lithium-IonĪnd here, friends, is where the problems really crop up.Output: 480 Horsepower / 600 Pound-Feet.Motor: Twin Permanent Magnet Synchronous.
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