I always thought I knew what a Mustang felt like, rumbling V8, long hood, tire smoke on a Saturday. Then came the Mustang Mach, E, and suddenly, everything I thought I knew about American muscle was on its head. No V8, no manual gearbox, and no exhaust note. Instead, what I had was an electric SUV with the gall to wear the Mustang badge. And I had a winding road ahead through Lichtenberge, steep forest climbs, sudden drops, and tight alpine corners. This wasn’t Detroit anymore. This was Germany, and the Mach, E was about to be judged not just by heritage, but by how well it actually drives.
From Muscle Car to Mute SUV: What is the Mustang Mach, E?
Ford’s Mach, E is what happens when a carmaker with decades of muscle, car bloodlines tries to build something for the post, fossil, fuel age. It’s long, wide, nearly 2.2 tons, and packs electric motors with as much punch as some AMG sedans. But it’s also silent. And it’s a crossover. It’s like hearing Metallica in acoustic, unexpected, even a little confusing.
I had the Extended Range AWD version on test, which meant dual motors, all, wheel drive, and a claimed 0, 100 km/h in 5.8 seconds. The styling is Mustang, ish: same three, bar tail lights, muscular shoulders, and the rear haunches still scream performance. But inside, it’s more lounge than Le Mans. As I left the cobbled village roads and started the climb into Lichtenberge’s dense canopy, I felt that uncanny electric silence wrap around me like fog.
Real Roads, Real Trouble: How the Mach, E Behaved in Lichtenberge
The first hairpins made one thing clear, this is no Miata. There’s weight here, and it moves. The Mach, E feels top, heavy when you’re attacking corners, and though Ford’s reworked ESP kicks in earlier than before, there’s still a smidge of tail twitch that reminds you this thing once dreamed of being a Mustang.
On one of Lichtenberge’s tighter switchbacks, I got on the throttle too hard and felt the rear end step out, not wildly, but just enough to tell me ESP still prefers a sporty delay before jumping in. Ford has clearly tried to fix the early model’s oversteering behavior, but it hasn’t neutered the car completely. It’s better now, more predictable, but for a family car, I still find it a little eager to play.
That said, on long sweepers, the Mach, E really finds its rhythm. The all, wheel, drive system helps the car stay composed, and the acceleration out of corners is addictively clean. No turbo lag, no drama, just instant torque and a shove that makes passing slow, moving hikers and campervans a formality.
The Suspension Story: Still a Little Too Stiff
Ford has responded to earlier criticism about the Mach, E’s bone, jarring suspension. In this newer setup, the spring, damper combo has been softened slightly, and it shows, just not enough. Lichtenberge’s patched tarmac and sudden dips still caught the suspension off guard. The car hops slightly instead of flowing, especially at mid, range speeds where you’d expect more compliance.
Compared to rivals like the BMW iX3 or the VW ID.4, both of which offer adaptive damping, the Mach, E’s ride feels a bit too firm for long, distance cruising. It’s not uncomfortable, but it lacks the kind of fluidity that helps cover big kilometers without fatigue. I wouldn’t call it a dealbreaker, but I wouldn’t call it refined either.
Charging and Range: Impressive but Honest About Its Limits
One thing I’ll hand to Ford: they know how to do charging logic. The built, in navigation routes you to nearby fast chargers and even includes charge speed estimates. On a 150 kW DC charger outside of Lichtenberge, I pulled in with 15% left. Ford claims 150 kW charging, and the station confirmed it, it briefly peaked at 158 kW. That got me to 80% in just under 40 minutes.
But, and this is important, the speed drops sharply above 30% SOC. From 13% to 30%, you get good speeds around 105, 115 kW. After that, it trickles down. Once you hit 80%, it crawls to a snail’s pace, around 12 kW. Lesson learned: charge to 80%, then move on.
Out on the road, my real, world range matched the ADAC’s numbers, roughly 450 km with mixed highway and mountain driving, including several regenerative braking downhill segments. At 23.6 kWh/100 km, it’s not the most efficient EV in the class, but considering its size and weight, that’s actually a solid result.
Interior Life: A Different Kind of Mustang
Step inside and you’re met with something Tesla, like: a 15.5, inch vertical touchscreen dominates the dash, and there’s barely a button in sight. It’s slick, sharp, and mostly intuitive, though the climate controls are weirdly placed at the bottom, making adjustments feel like reaching for a glovebox while driving.
The cabin feels airy. At 4.71 meters long and with a nearly 3, meter wheelbase, rear, seat passengers actually have legroom, a first for any Mustang. The trunk is useful too, 500 liters with the cover off, 800 liters if you pack it to the window line. There’s even an 80, liter frunk, complete with a drainage plug. I used it to throw in my muddy hiking boots after a quick detour into the woods. Hosed it out later, no drama.
I missed a head, up display, especially on winding roads where eyes, on, road is crucial. But overall, the interface is logical and modern. Just don’t expect it to scream ‘Mustang’ from behind the wheel. The vibe is more Scandinavian lounge than Detroit dragstrip.
BlueCruise and Automation: Hands Off, Eyes On
Now for the tech that really intrigued me, Ford’s new BlueCruise system. It’s the first time in Europe Ford allows you to take your hands off the wheel, and it works on 95% of the Autobahn network. On my return from Lichtenberge, I switched it on.
The car maintained lane, adjusted speed, even slowed down in traffic. My hands sat in my lap. My shoulders dropped. For a moment, I thought, “This is the future.” But then came a slow truck, and reality bit back. BlueCruise doesn’t do overtaking. You still have to indicate, steer around, and return. It’s still Level 2+, not full autopilot. And it won’t handle construction zones or tight corners.
There’s a camera watching your eyes the entire time. Look away too long, and it throws up warnings and eventually slows the car to a crawl. It’s smart, it’s safe, but it’s not quite fully relaxing. Still, in a long drive scenario, it’s better than holding the wheel with white knuckles.
BlueCruise is a subscription model: free for 90 days, then €24.99 a month via FordPass. And honestly? If you’re doing lots of highway miles, it might be worth it.
Mustang Mach-E: Technical Specifications
To guarantee precision, all technical data is sourced directly and instantly from Ford’s website.
| Specification | Value |
| Drive Type | Dual, motor AWD |
| Power Output | 258 kW (351 hp) |
| Battery Capacity | 99 kWh (gross) |
| 0, 100 km/h | 5.8 seconds |
| Top Speed | 180 km/h |
| Real, World Range (ADAC Test) | 450 km (AWD) / 480 km (RWD) |
| Energy Consumption | 23.6 kWh/100 km (AWD) |
| Charging Power (DC) | Up to 150 kW (peaks at 158 kW) |
| Trunk Volume (Rear) | 360, 800 liters |
| Frunk Volume | 80 liters |
| Price (Germany, 2023) | From €55,800 |
| BlueCruise Availability | Optional Subscription (€24.99/month) |
| Length x Width x Height | 4712 mm x 1881 mm x 1600 mm (approx.) |
| Weight | 2,196 kg (AWD Extended Range) |
Conclusion: Is It a Real Mustang?
No. But that’s not the point.
The Ford Mustang Mach, E isn’t trying to be a direct replacement for the Mustang GT. Instead, it’s forging a new path for the brand, still bold, still fun, but electric and family, friendly. It’s flawed in places, ride comfort, ESP calibration, and charging curve drop, offs, but it’s also fast, surprisingly efficient, and spacious.
It held its own through Lichtenberge, a route that eats soft chassis and weak drivetrains for breakfast. And it did so with composure. Not perfection, but competence. And a spark of something genuinely Mustang, y beneath all that silence.
Is the Mustang Mach, E fast?
Yes. Especially the AWD version with 258 kW. It does 0, 100 km/h in 5.8 seconds and feels faster in real, world mid, range acceleration.
How far can Mustang Mach, E go on a full charge?
The AWD Extended Range version achieved 450 km in real, world ADAC testing. The RWD model did 480 km.
How comfortable is Mustang Mach, E ?
Improved from early models, but still stiffer than rivals. Not ideal for rough roads or long cruises if you value softness.
