Ford Mustang Mach-E

The 2024 Ford Mustang Mach-E Rally proves sideways is the best way

car review, Cars, First drive, Ford Mustang Mach-E, Ford Mustang Mach-E Rally, Rallycross, Rallying / Ryan Harris / May 30, 2024

The front of a Ford Mustang Mach-E Rally showing fog lights built into the front fascia — Enlarge / The Mustang Mach-E Rally is the latest version of Ford’s electric crossover. It features plenty of power and a new drive mode, as well as plenty of rally-inspired accoutrements.

Tim Stevens

Mildly off-road-ready performance variants are extremely trendy right now, and it’s easy to turn your nose up at them. But when cars like the 911 Dakar or Huracan Sterrato actually improve the day-to-day drivability and comfort of the road-focused machines upon which they’re lifted, you have to respect them.

Me? I’m a die-hard rally fan and someone who’d rather drive sideways than straight. It’s no surprise that I love these special editions, from their top-boxes down to their all-terrain tires. But I also love electric vehicles, and while there are plenty of electrified crossovers and SUVs out there, it’s slim pickings if you want something rally-ready.

Today, that changes.

Meet the Ford Mustang Mach-E Rally, a car with a name so clear you can’t ignore the purpose. It takes the $53,995 2024 Mach-E GT and gives it a few key upgrades, all in the name of providing better performance for low-grip motorsport—or at least the appearance thereof. But is this package more show than go?

Ford has integrated fog lights into the front fascia panel.

Tim Stevens
The white alloy wheels are meant to remind you of the Compomotive wheels that Ford’s rally cars used.

Tim Stevens
The Mach-E Rally’s rear wing probably does nothing to help range, but it looks very cool.

Tim Stevens
Ford missed a trick by not giving the Mach-E Rally a suede or Alcantara wheel rim. At the very least we would expect a rally special to have a strip at 12 o’clock on the wheel rim.

Tim Stevens
The rear seat backs are a little different.

Tim Stevens
Here’s why: It adds more shoulder bolstering.
The stripes have a triangular pattern on them that’s also replicated on some interior trim.

Tim Stevens
The Mach-E Rally is just as practical as all the other Mach-E variants.

Tim Stevens

It starts with a standard Mach-E GT, which, for the 2024 model year, gets some significant updates in its own right. A new rear motor, lifted from the Ford Lightning, gives both the GT and Rally 480 hp (358 kW) and 700 lb-ft (950 Nm) of torque. That’s up from 634 lb-ft (860 Nm) before.

This Mach-E stands out from the crowd

A revised battery pack offers 265 miles (426 km) of range in the Rally, down slightly from the GT’s 280 miles (451 km), which is itself a 40-mile (64 km) penalty from the maximum range of 320 miles (515 km) you can now get in a 2024 RWD Extended Range Mach-E Premium. The new GT also gets slightly updated headlights, and the Brembo brakes and sport seats that were formerly an option now come standard.

Tick the “Rally” box, and you get several other goodies—most notably a revised suspension. It’s still the Mach-E’s adaptive MagneRide dampers but now outfitted with new “rallycross-tuned” springs delivering a 1-inch (25 mm) lift. That suspension is designed to keep the new 19-inch wheels on the ground.

Ford calls them “rally-style” wheels, but fans will spot them as an ode to the classic Compomotive TH seen on many iconic gravel machines of the ’80s and ’90s. Someone at Ford has a good eye for classic rally style.

Enlarge / This could be the ideal EV if you live near a bunch of forestry roads.

Ford

The wheels look good and should keep the worst of the gravel from dinging up your brake hardware, but more significant is what they’re wrapped in. The Rally has Michelin CrossClimate2 tires on all four corners, an interesting proposition that promises good grip in all conditions yet low rolling resistance for EV use. Their chunky, V-shaped tread is not what you’d typically expect on an electric car, but they further seal the Rally’s all-terrain look.

Under the nose, there’s a slender bit of aluminum, a faux skid plate of sorts that I don’t think will protect much. Up higher, the Rally nose has a different grille insert with a pair of inset fog lights, while out back, a chunky, ornate wing hangs off the top of the rear hatch. The requisite custom graphics are here, including classy stripes running up the hood and tacky “Rally” graphics smeared across the doors. The more important appliqué, however, is invisible: Ford put paint-protecting film along the lower portions of the car to again fend off the worst of the gravel damage.

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Revisiting the Ford Mustang Mach-E—how’s the pony EV doing 3 years later?

yay or neigh —

This midsize crossover EV has a lot more competition than when it debuted in 2021.

Jonathan M. Gitlin – Dec 8, 2023 11: 44 pm UTC

A Ford Mustang Mach-E, head-on — Enlarge / The Ford Mustang Mach-E is now in its third year of production, so it felt like a good idea to see how it’s maturing.

Jonathan Gitlin

When Ars first drove the then-new Ford Mustang Mach-E back in early 2021, the car was an attention magnet. Now, almost three years later, the Mustang Mach-E is a much more common sight on our roads, but so are other electric crossovers from most of Ford’s usual rivals, including the sales juggernaut that is the Tesla Model Y. We decided to book a few days with a Mustang Mach-E to see how (or if) this equine EV has matured since launch.

Originally, Ford had been working on a much more boring battery electric car until Tesla started delivering its Model 3s, at which point a hastily convened “Team Edison” set to work adding some much-needed brio to the design, rethinking Ford’s EV strategy in the process.

Giving this midsize crossover EV a Mustang name tag remains divisive—I expect a reasonable percentage of comments to this story will be people showing up to complain, “It ain’t no real Mustang.” The crossover’s name is what it is, and there are plenty of Mustang styling cues, but even with the designers’ trick of using black trim to make you ignore the bits they don’t want you to see, there’s no denying the proportions are pretty far from coupe-like.

Enlarge / The Mustang Mach-E has good angles and bad angles.

Jonathan Gitlin

It’s cheaper now

Our test car was a Mustang Mach-E Premium eAWD model with just a single option ticked, the 91 kWh (useable capacity) extended range battery. This increases the car’s EPA range estimate from 224 miles (360 km) to 290 miles (467 km) but costs $8,600, which, combined with the delivery charge, bumps the sticker price to $67,575.

At least, that’s what this Mustang Mach-E cost when it arrived on the press fleet some 5,500 miles ago. Ford had to respond to Tesla’s string of price cuts, dropping the MSRP by almost $7,000 and cutting the cost of the extended range battery to $7,000—when I configure the same spec on Ford’s online car builder, it tells me the total price should be $59,940 with all the various fees. (A further price cut came to most other Mustang Mach-E variants in May, but not for the extended range Premium eAWD.)

And until the end of this year, the EV is still eligible for half of the clean vehicle tax credit. However, Ford believes that $3,750 credit will no longer be available to Mach-E buyers from next year as new rules regarding batteries made by “foreign entities of concern” go into effect. These remove eligibility from EVs batteries made in China or by Chinese-owned companies from January 1, 2024.

Taillights say Mustang, but the car's width and height say crossover. — Enlarge / Taillights say Mustang, but the car’s width and height say crossover.

Jonathan Gitlin

It’s a hard life

The fact that the Mustang Mach-E’s trip computer hadn’t been reset in 3,572 miles (5,749 km) provides an illustrating insight into both the life of a press fleet vehicle as well as the long-term efficiency of this EV. Collectively, the car had been driven very unsympathetically over that time, grading the drivers at 1 percent for deceleration and 2 percent for both acceleration and speed. Despite the lead foot treatment, the average of 2.7 miles/kWh (23 kWh/100 km) matches the EPA efficiency estimate (expressed as 37 kWh/100 miles).

I’m guessing this particular car spent most of those miles in Unbridled, which is what the Mustang Mach-E calls its sport mode. That or Engage, which is the middle of the three settings and the one used to calculate the car’s official efficiency.

In Whisper (think eco mode), you don’t get quite all the 346 hp (258 kW) or the full 428 lb-ft (580 Nm), and the 0–60 time feels between a second or two slower than the 4.8 seconds that’s possible if all the electric horses are harnessed at the same time, at least 3.1 miles/kWh (20 kWh/100 km) should be possible.