September 25, 2023


Automotive pure lust

2021 Ford Mustang Mach-E GT Performance Falls Short

From the January 2022 issue of Car and Driver.

In the mid-’80s, William “the Refrigerator” Perry played defense for the Super Bowl–winning Chicago Bears. He was also a uniquely effective fullback. He wasn’t the quickest but was quick enough over a short distance, and his substantial mass—318 pounds, according to his 1986 Topps rookie card—would carry him through any defense in his way. Not that Ford’s Mustang Mach-E4X GT needs more names, but Fridge seems more appropriate than Mustang.

HIGHS: Lovely interior, practical packaging, scoots to 60 in a hurry.

In the first nine months of 2021, Ford sold 18,855 Mach-Es. In the same period, Tesla moved about 132,000 Model Ys.

Michael SimariCar and Driver

The 480-hp GT comes with two motors—meaning it’s all-wheel drive—and the larger 88.0-kWh battery. Spec the Performance Edition for an extra $5000 to get 20-inch summer tires, a body kit, magnetorheological dampers, and a powertrain upgrade from 600 pound-feet of torque to 634.

Like Mr. Fridge Perry, this 5001-pounder charges off the line, getting to 60 mph in 3.7 seconds (Ford claims 3.5). But its gait turns to a trot around 80 mph, which takes 6.2 seconds to reach. You need 12.7 seconds to cover a quarter-mile. The non-GT 346-hp Mach-E4X is only 0.9 second behind at the quarter (and going 2 mph faster), effectively making the GT Performance’s starting price of $66,000 a $9600 premium, a tough sell.

LOWS: More money for less range, not quite the overall performance expected of a GT.

Michael SimariCar and Driver

We were also underwhelmed by this car’s 0.92 g on the skidpad and 158-foot stop from 70 mph. Yet those test results don’t tell the whole story. With the GT, Ford clearly targeted the Tesla Model Y Performance, and the Tesla owns this Mustang in a drag race. The Ford has advantages, though. Maybe not in acceleration, stopping, or lateral acceleration, but the Mach-E GT feels substantial, and its cabin is more isolated from the road imperfections that shimmy through the Y. And the GT’s downright attractive interior is well designed with premium materials. Parents of young ones will love that a rear-facing car seat doesn’t encroach on front-seat space. Plus, its body panels line up.

What doesn’t line up is range across the Mach-E lineup. This GT’s 220 miles at 75 mph is 30 less than the version that won our EV of the Year (the EPA reckons 260 miles with the Performance option). Our tester also had Blue Cruise hands-free driving tech, a $1900 upcharge that works as advertised. But Mustangs should be for driving, not for riding.



2021 Ford Mustang Mach-E4X GT Performance Edition

Vehicle Type: front- and mid-motor, all-wheel-drive, 5-passenger, 4-door wagon


Base/As Tested: $66,000/$70,040

Options: Ford Co-Pilot360 Active 2.0, $1900; panoramic roof, $1300; interior protection package, $240


Front Motor: permanent-magnet synchronous AC

Rear Motor: permanent-magnet synchronous AC

Combined Power: 480 hp

Combined Torque: 634 lb-ft

Battery Pack: 88.0-kWh liquid-cooled lithium-ion

Transmissions: direct-drives


Suspension, F/R: struts/multilink

Brakes, F/R: 15.2-in vented disc/12.4-in disc

Tires: Pirelli P Zero PZ4 Elect

245/45R-20 103Y


Wheelbase: 117.5 in

Length: 186.7 in

Width: 74.1 in

Height: 63.5 in

Passenger Volume: 106 ft3

Cargo Volume, F/R: 5/30 ft3

Curb Weight: 5001 lb


60 mph: 3.7 sec

100 mph: 12.4 sec

1/4-Mile: 12.7 sec @ 101 mph
Results above omit 1-ft rollout of 0.3 sec.

Rolling Start, 5–60 mph: 3.8 sec

Top Gear, 30–50 mph: 1.5 sec

Top Gear, 50–70 mph: 2.2 sec

Top Speed (gov ltd): 120 mph

Braking, 70–0 mph: 158 ft

Braking, 100–0 mph: 310 ft

Roadholding, 300-ft Skidpad: 0.92 g


Observed: 65 MPGe

75-mph Highway Driving: 74 MPGe

Highway Range: 220 mi


Combined/City/Highway: 82/88/75 MPGe


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