Words: Kyle Cassidy | Photos: Kyle Cassidy
Published 12 April 2026
Ford has fiddled with its Mach-E, which has been around since 2023, updating a few of the usual things automakers do at the halfway point of a model’s life. These amount to a revised front end, new LED adaptive lights, and for the GT model we have here, new motors underneath. That bumps the numbers to 434kW and 955Nm, while the total range figure claim is now 515km from the 91kWh NMC battery. That output is now truly in thoroughbred territory.
The GT is priced at $116,990, wearing a large premium compared with the $75k RWD model, and it is more expensive than the Model Y Performance and the dual motor Chinese SUVs too. Ford had a hard time moving stocks of the GT previously after the Clean Car Discount vanished, which resulted in some large discounting with advertised prices in the sixties. So those owners won’t be trading up soon, and neither will those unlucky types that paid $125k initially. It will mean Ford is looking for new marks, ones that will be willing to pay more for something that drives well. And the GT covers the other bases quite well also.
Cruises and bruises
Highway travel is a relaxed affair in the Active drive mode. The ride quality comes with a hint of performance about it; controlled but not unyielding, and progress is fairly hushed considering the rubber it wears. There’s copious power for a quick overtake.
On roads that require more attention, the Untame mode unlocks more responsive acceleration with the Magneride dampers adapting accordingly, yet without the progress going to custard. Although there is a fair amount of weight to manage, the GT is kept in check.
The steering is quick and accurate though genuine feedback is lacking. You learn, however, that the front end can handle a determined cornering load. The Untame plus mode tempers the traction control, giving both ends more leeway. Lean on the go pedal at the right time, and the rear end rotation can help round the corners off sweetly. It is rather nimble for what is quite a big, heavy machine. So bless Ford for giving it good brakes. You do have to stand on the pedal, but it hauls up well.
This doesn’t suck in the horizon as convincingly as the numbers might suggest. It blazes out of bends, but without a geared transmission to keep the GT bolting, it’s not savagely fast down the straights. Yet it’s still fast enough in real world driving. The punchy acceleration is what you need, a heap of torque delivered quickly. This is entertaining in a different way to the other Mustang GT, though ultimately, it doesn’t stir your soul quite the same way as the pony with 5.0 on its flanks.
Mach-E – Big and easy
Tackling the more mundane stuff, you’ll find the GT to be big, strong and reasonably refined. It’s got more than enough instant take-off so it feels properly brisk away from the lights.
Aside from a large turning circle, this works well on the commute. The ride quality is sound for a performance model, rather forgiving really, yet it’s not soft and wallowy like the Chinese tend toward.
There is a one pedal drive mode, accessed via the screen, and it works well. Apart from its low speed operation, where smooth manoeuvring is hard to master. Switched off, the brakes otherwise work well, no snatching or mushy pedal feel.
Being big and powerful, it’s not the efficiency king. Expect averages in the 22kWh/100km region, while we saw the readout climb to 40 when horsing around. Just like a real GT, it loves to hoover energy when the go pedal is pinned. A 9-80 per cent fast charge took 37 mins, with an average of 107kW.
Practical too
They’ve banished the rotary gear selector from the console, replaced by a much easier to use column shifter. It also gives you a little more storage on the console, not that the Mach-E is lacking in that department.
The cabin doesn’t exude a premium vibe, it’s merely average for the price asked. It’s not bad, just not particularly special.
The big central screen remains, controlling most things. It’s an okay operator, our main gripe being the size of the touchpoints; such a big screen and such little buttons.
The Mach-E is a big car, with good room in the rear to stretch out and enough width for three people at a pinch. We aren’t a fan of the glass roof, or more so the fact it doesn’t have a blind.
The boot space is not too bad either, measured at 519L, expanding out to 1420. Ford has added a button to the key allowing for remote opening of the frunk which makes it a more useful feature. But it seems the capacity of the actual hold has shrunk, which is not so useful. And the Mach-E is still not rated to tow.
The Mach-E GT is an interesting take on a large electric vehicle, though lacking in the value stakes against the Chinese rivals, particularly the Zeekr 7X.
Ford Mustang Mach-E GT
$116,990 / 21.0kWh/100km / 0g/km
0-100 km/h 3.7s
Motor 434kW / 955Nm
Battery / Range 91kWh / 515km
Drivetrain 1-speed auto / AWD
Weight 2273kg
