Driven. 2026 Ford Mustang Mach-E GT
You take a name with a long, recognisable history and apply it to something new to give it a headstart. I’m sure if I dug up my MBA notes this concept would be described in a few eloquent words.
Ultimately that’s exactly what the Mustang Mach-E is for Ford.
Now, I’m not sure how I feel about that to be honest and I’m surely not a unique case.
The truth is the Mach-E is a good thing to drive. This is not my first time behind the wheel, in fact not long after they were released, I had time in each variant.
The subject of this test is the range topping Mach-E GT, boasting the highest power output and four-pawed grip.
The Mach-E range came in for an update in 2025 since its initial launch in 2023, with a range of changes that stretch from aesthetics through to thermal pump revisions. Importantly for this GT model, the update results in healthy power output gains up to 434kw and a whopping 955Nm of torque via dual motors that feed from a 91kWh battery pack.
Truth be told the last time I drove all three Mach E models, despite possessing the highest power outputs, the GT was not my favourite. I preferred the middle-of-the-range Premium model, with its more modest outputs driven through the rear axle for a more engaging drive.
Eruption Green is a new addition, and it really does work for this shape. Set against the polished mesh wheels and black trims, the metallic flake really punctuates the curves in the body.
For mine, the front end is where the design is most attractive, and the light revisions up front add a touch of aggression right down to the black chin spoiler. Aside from the rear end which I feel is a little soft, the overall shape is not a bad thing to look at.
I guess you’d call it an SUV, because that’s in effect what it is. As a result, you get a stack of space inside. Once you work out how to use the door handle, sliding into the leatherette seat for the first time reveals a pretty spartan interior. Your typical high-end Chinese SUV buyer is not going to be impressed in here at all.
The driver seat is comfortable and gets 10-way electric adjustability, thankfully allowing for a nice low seat in the cabin. Up ahead there’s a pony on the steering wheel, odd when you consider the surrounds, but it’s nice enough to hold.
The instrument binnacle is a screen that’s about the size of 3 snickers bars stacked atop each other, enough space for a readout of speed and battery capacity amongst other basics.
To the left of the wheel you find a gear shifter stalk, one of the key interior changes brought about by the update. I never really had an issue with the dial on the console, but this is just as easy to use really.
A huge 15.5-inch portrait-oriented infotainment screen dominates the dashboard. The software is familiar, a good thing because the cabin is pretty much devoid of any other buttons.
Wired and wireless CarPlay and Android Auto are available, with tunes via a 10-speaker B&O sound system. The rear row is quite spacious too, with air-conditioning vents and charging ports available, while all occupants benefit from the full glass roof.
And you can take your gear with you too, the 519-litre boot space swallowed a large Costco shop with ease.
That covers off the comforts that would be expected in a modern electric SUV.
But a Mustang is about the driving experience, so the feel behind the wheel is what really counts in my eyes.
Let’s deal with the elephant in the room first. The drivetrain outputs above are what I would expect from a 5L Coyote V8 with a large supercharger attached. It’s exotic stuff that will make any car person drool; and much of the attraction comes from soundtrack accompanying that combination.
But being electric means power delivery is completely devoid of any aural drama. There are sounds there, but they simply do nothing for me, and I’d rather turn them off.
With that out of the way, WOT in this car is breathtaking. Unlike an ICE it’s instant torque, and the revisions to heat pumps and the rear motor means improved thermal stability which ensures access to all of that power more reliably.
But for me, being pinned to the back of your seat on the way to a 3.7-second 0-100km/h sprint is only really exciting a few times without the noise.
Thankfully the Mach E GT steers as well as it sprints. Around town it’s composed and comfortable, if not a bit firm; a trait you expect from a car harbouring sporting intentions.
In fact, pointing the Mach E GT at a corner was far more comfortable and confident than I recall in the pre-facelift. It’s not a lightweight unit, tipping the scales at almost 2.3 tonne; representing a half tonne more mass than the V8 GT coupe.
It hides that extra heft well, with poise through everything but the tightest of corners. Importantly, the push understeer which I didn’t enjoy last time was less obvious this time around too.
The Mach E carries the DNA of a GT, remembering that those two letters stand for Grand Tourer. Its poised and confident, but carries an inherent layer of comfort.
Whilst I did road trip to Summernats with 3 adults in the V8 GT earlier this year, the size and space in the Mach-E GT would’ve made that trip far easier. And with 515km of claimed range it should get down to Canberra without a charge too.
Ultimately though, the question is who is the buyer of the Mach E GT? It comes with the baggage of the naming “issue”, but it also has a hefty entry fee; $98,490-before-on-roads hefty. That puts it well above the bulk of electric offerings on the market, many of which will match the straight-line performance.
What I haven’t yet felt in an EV is the cornering prowess available behind the wheel of the Mach-E GT. It blends comfort with poise, providing a level of performance that is perfectly described by the GT badge.
It’s hard, but I said it. And I mean it.
Like: Comfort and poise, frenetic straight-line pace, competent steerer
Dislike: No noise, door handles are unnecessarily complex, expensive
Car Guy Rating – 8
Look, I don’t think I would ever buy one. But I wouldn’t really be inclined to buy anything that’s full battery electric right now. I held on to my Blackberry for years before I went Apple – I’m just not an early adopter. But I reckon you’d be hard pressed to find another EV that oozes Grand Tourer the way this one does. And the result is it’s enjoyable to drive.
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