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Ford Mustang Mach-E GT in the driving report

The Ford Mustang Mach-E itself was not lacking in power. But more power can never hurt, right? The GT model drives with 358 kW and 860 Nm of torque.

Deliver a driving report on the new Ford Mustang Mach-E GT and do without all horse metaphors? Challenge accepted: It won't be easy, without cowboy allusions, stallion parades or stories of horse stealing. So let's gallop off - well, that's a good start.

Nothing is more appropriate with the Ford Mustang Mach-E GT than allusions to horses: Hard braking and full foot on the accelerator pedal, then the drive tenses noticeably - almost like a V8 Mustang - the Mach-E even wants a small one make a leap forward. He howls artificially, which sounds less strange than you might think. Especially since there is no spaceship sound warping out of the ten B&O boxes, but almost familiar petrol engine hum.

Now get off the brake pedal. Brief tire squeal. The head is already shooting towards the headrest and the electric SUV accelerates to 100 km/h. That should only take 3.7 seconds. The sprint value was determined in the USA, and there, as is well known, you start rolling. In this country you are a few tenths slower. You don't feel it, because regardless of the measuring method, the thrust of the electric Mustang is impressive. Its two equally powerful permanent magnet synchronous motors on the front and rear axles together deliver 358 kW or, in old currency, 487 hp. And thanks to the Pirelli P Zero, which has been specially seasoned for the GT, the Mustang doesn't paw its hooves for long - okay, got it. First pun warning!

More torque than a Ford GT

So traction and response are excellent. In fact, the Mach-E with 813 Nm hits again and again when overtaking. In overboost even with 860 Nm of torque. This makes the E-SUV more powerful than the Ford GT sports car (746 Nm). The Mach-E GT just doesn't run quite as fast. After all, the electronic lasso only catches him at 200 km/h instead of 180 km/h - caught again, but from now on I'll really pull myself together.

Good keyword: You shouldn't max out the Vmax on Croatian motorways and country roads, because the local police don't hesitate. In addition, you can also do a lot of mischief with the GT within the framework of the road traffic regulations that apply here. After all, Ford doesn't call the Mach-E a Mustang for nothing. Even in the "tame" driving mode - yes, that's really what it's called - the power is not reduced as in other electric cars, but only the control systems are sharpened. The drive force is now distributed in a ratio of 40 at the front to 60 at the rear. The torque shifts to 30 to 70 via the "active" to "spirited" modes. At the same time, the Mach-E sharpens the characteristics of the steering and the accelerator pedal as well as the adaptive damping.

The "Plus" only makes a brief difference

And then suddenly a small digital toggle switch appears at the bottom of the 15.5-inch portrait touchscreen: The "Plus" unleashes the overboost power and lets the traction take the reins - and stability control grind completely - final pun warning!

How does the "plus" express itself? In tight bends, the rear pushes outwards to such an extent that one almost thinks one is in a pure rear-wheel drive vehicle. No wonder, the rear motor provides its maximum power after half a second. In any case, the Powerslides are incredibly fun and still easy to control because of the almost three meter long wheelbase. It's just a pity that the "Plus" mode deactivates itself after a short time in the test car. And only returns after a long breather. With a racetrack use, which Ford likes to propagate, that won't happen. The braking system seems more suitable. In the GT, 385 millimeter large front brake discs with red four-piston Brembo calipers are standard. Subjectively, the brakes bite just as hard as they tirelessly and skillfully conceal the transition from electrical to mechanical braking.

Adaptive suspension is only available in the GT

Unlike the tightly tuned conventional Mach-E, Ford installs an adaptive suspension as standard in the GT model. What does that bring? In addition to slightly better suspension comfort, the Magnetic Ride damper system reduces the tendency of the body to roll, even if the vehicle weight of almost 2.3 tons cannot be hidden. In addition, the GT chassis also demands toughness. With its standard 20-inch wheels, the Mustang doesn't miss a pothole and follows every rut. In combination with the directly tuned steering, brisk driving always requires concentration.

More range comes over the air

So it's better to take it easy on the dilapidated Croatian roads. With the well-known "single pedal driving" the range can also be conserved. The manufacturer specifies 490 WLTP kilometers, although this value can easily be halved if you drive briskly. After all, Ford will soon increase the usable energy content of the lithium-ion battery from 88 to 91 kWh - thanks to over-the-air updates even in vehicles that have already been delivered. Nothing changes in terms of charging speed: The Mach-E charges with up to 150 kW direct current and takes a good 45 minutes to charge from 10 to 80 percent.

What do you do in time? For example, sneak around the Mustang Mach-E GT and discover the modified front with a diamond-patterned "grille", deep spoiler lip and side air intakes as well as the GT-exclusive color cyber-orange. Or you can snuggle up in the integral seats, play with the fast and easy-to-use Sync4 infotainment and enjoy the high-quality furnishings.Incidentally, this is almost complete except for a panoramic glass roof. No wonder, after all, Ford requires 72,900 euros for the top model. You can deduct a premium of 7,975 euros from this. Still a lot of money? Well, life isn't – it still has to be – a pony farm.

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