The GT’s external differences start with a glossy black faux grille that replaces the matching nose in the standard Mach-E colours. Of course, this electric crossover doesn’t need huge front intakes to cool the engine, so there’s nothing behind the grille other than a wide and versatile frunk storage area. A more aggressive front bumper completes the sporty makeover, while a glowing pony badge adds a bit of visual flair. Meanwhile, the Mustang icon on the back has been replaced with the letters “GT”.
Filling the GT arch are standard 20-inch wheels covered in 245/45R20 all-season tires or Pirelli P-Zero summer rubber if you go with the Performance Edition. Four-piston Brembo front brakes with 15.1-inch rotors and 12.4-inch rear rotors with single-piston calipers add stopping power and a burst of bright red. The GT also sits half an inch lower to the ground than the standard Mach-E, giving it a nicer overall stance.
Dual Motor Performance Edition
The GT uses the same dual-motor all-wheel-drive setup as the Mach-E but offers a combined 480 horsepower and 600 pound-feet of torque – 120 hp and 172 lb-ft more than the standard SUV. That’s enough boost to launch the Mach-E GT from 0 to 60 mph in 3.8 seconds. Opting for the Performance Edition increases torque to 634 lb-ft and cuts the 0 to 60 mph time to just 3.5 seconds.
The Performance Edition accelerates like a bullet out of a railgun, crouching slightly into the rear wheels with just a chirp from the front. No energy is wasted turning the tires; Mach-E just walked over, pounded his passengers into their seats and threw himself forward without drama. The effect is even stranger if you mute the Mach-E’s electro-V8 fake engine — launching it loudly in silence can be a little odd.
The driver has a choice of three modes to match the performance of the Mach-E. Whisper, Engage and Unbridled roughly match comfort, normal and sport, affecting throttle response, regenerative braking, engine sound and – for the Performance Edition – adaptive suspension settings. There’s also a setting to enable single-pedal driving mode, which maximizes regenerative braking when lifting the accelerator, allowing the Mach-E to slow down to a stop without touching the friction brake.
Prolonged use of Unbridled mode can cause heat build-up in the Mach-E GT power system. This may not be the case while enjoying the winding roads, but on the race track, the hot battery doesn’t work very well. To prevent heat build-up, a fourth drive mode — Unbridled Extend — is unique to the GT model, limiting power to a more thermally manageable level. There’s less oomph than raw Unbridled, but that tradeoff gives you more consistent performance over more laps on the track. The Unbridled Extend also, interestingly, disables single-pedal drive, so you’ll appreciate that Brembos even more if you’re tracking your Mach-E GT.
Range and charging
Feeding the electric motor is a Ford Extended Range battery pack with a usable capacity of 88 kilowatt-hours. The EPA estimates that the Mach-E GT will go 270 miles per charge versus 312 for non-GT AWD models. The Performance Edition, with stickier tires, lowers the range to 260 miles per charge. On an 80% charge, I traveled 153 miles before plugging in a public station with 17% spare remaining, which is pretty close to advertised consumption. My testing was also conducted ahead of the rollout of an over-the-air software update that would extend the battery pack’s usable capacity to 91 kWh and could increase owners’ net range — although neither Ford nor the EPA updated their estimates to reflect the changes.
Charging takes over 10 hours when connected to a Level 2 home or public AC charger. On the 150 kW DC fast charger, the GT can go from 10% to 80% in about 45 minutes via its CCS connection. Ford is offering new Mach-E owners up to 250 kWh of free DC fast charging on the BlueOval public station network, which is only about 600 miles away if you really nail the EPA estimate of 2.4 mi/kWh.
Magneride suspension and handling
The Performance Edition also adds MagneRide adaptive dampers to the GT package. Being able to go from being very assertive to being submissive and controlled at the touch of a button, the improved quality of driving around town alone is probably reason enough to bring up the Performance Edition, not to mention the advantages of cornering on smooth roads.
A more sophisticated suspension – along with grippier tires – gives the Mach-E GT Performance a more robust handling envelope than the standard model, more daring against the crossover’s 4,989 pound curb weight. The crossover’s steering, however, is still overboosted and could use a heavier touch and feedback to go along with the GT’s more generous limits.
Co-Pilot 360 with BlueCruise
The Mach-E comes standard with Ford’s suite of Co-Pilot 360 Assist 2.0 driver assistance technologies, so every GT includes lane-centring steering assist, adaptive cruise control that works in stop-and-go traffic, blind-spot monitoring, emergency pre-braking auto collision and much more. Pedestrian detection, rear parking sensors, rear traffic warning with brake assist and standard rear camera assistance with low speed safety.
The coolest new technology Mach-E 2022 is BlueCruise, Ford’s hands-free highway assist system that comes as part of the $1,900 Co-Pilot 360 Active 2.0 package. The BlueCruise is an SAE-certified Level 2 driver assistance system that — just like General Motors’ Super Cruise — can handle steering, acceleration and braking under certain conditions without the driver’s hand on the wheel, with the requirement to keep their eyes on the road. BlueCruise only works in Ford’s Hands-Free Blue Zones — about 130,000 miles of divided and interstate highways that Ford has scanned and inspected — and when the driver’s head and eye positions have been confirmed by the onboard camera.
When operating hands-free, the Mach-E stays in the middle of its tracks well, follows corners fairly smoothly and keeps a good distance behind the leading car. The BlueCruise communicates with the driver via instructions on the standard 10.2-inch digital instrument cluster. For example, a blue circle and a blue “hands-free” steering wheel icon indicate the system is ready and active, respectively. But the use of Ford’s blue icon on a blue background can be difficult to read at a glance. I prefer the Super Cruise’s large steering wheel light strip, which communicates everything you need to know clearly and instantly with peripheral vision-readable blue, green and red illumination.
In fact, almost everything about GM’s Super Cruise technology feels a generation ahead of Ford, from the smoother auto-steering input to a more intuitive interface to the ability to automatically change lanes and, now, even tow. That said, the Super Cruise isn’t available in any vehicle in direct competition with the Mach-E — the Bolt EUV is just around the corner, but there’s no cigar — and the BlueCruise still feels like a safe, solid tech and the first great hands-free offering from Ford.
Choosing the Co-Pilot 360 Active also upgrades the Mach-E’s rear camera to a 360-degree surround view system which further enhances safety and greatly assists with precise parking and Active Parking Assist which can orient itself into perpendicular or parallel spaces for you.
Sync cab technology 4A
The cabin of the Mach-E GT doesn’t deviate much from standard specs, though it swaps the Ford Performance seats for fixed and slightly more robust headrests. The Performance Edition features synthetic leather trim with perforated inserts and metallic stitching. Overall, the interior quality is as good if not better than the Tesla Model Y, although Ford’s tech isn’t quite as bold.
The vertically oriented Sync 4A infotainment system won’t play Cyberpunk 2077, but its massive 15.5-inch display with embedded physical volume knobs puts a largely intuitive interface at the driver’s fingertips. The core interface and home screen are smartly designed with large virtual buttons and a strip of tiles for the most recently accessed functions that make getting around quick and easy. However, the shallow menu structure means that there can sometimes be multiple options on screen at one time, especially on the quick settings menu, which can feel overwhelming.
The onboard navigation software works great with vertical screens, filling the view and showing more routes than would normally be seen in landscape orientation. When using standard wireless Android Auto or Apple CarPlay connectivity or connected to USB, space is used less elegantly, but there’s still plenty of room to clearly see maps and apps you stream.
The Mach-E also has one of the largest phone pads I’ve seen in a car with room for two large devices side by side, although it only supports wireless charging for one device. Owners can even use their phone as a key via the FordPass app.
Price and competition
The 2022 Ford Mach-E GT starts at $63,095 including a $1,100 destination fee and before state or federal tax incentives. The GT Performance Edition starts at $69,095. Add the premium Rapid Red paint and Co-Pilot 360 Active package with BlueCruise and you’ll hit my test price of $72,990.
That’s a price close to the entry point for the Audi E-Tron Sportback and Jaguar I-Pace, both of which are more luxurious but perform much weaker. At a much lower price tag, the Kia EV6 GT-Line is probably my favorite vehicle in this class right now, although it performs more on par with the standard Mach-E. The Tesla Model Y performs as fast as a Ford when driven in a rage but offers more range (303 miles) for lighter right-footed drivers, making it the Mach-E’s closest competitor. Tesla’s driver-assist technology makes bolder claims, but I think the simpler BlueCruise performance does a better job of providing consistency.
The Ford Mustang Mach-E is already excellent, but the 2022 model is even better thanks to the addition of the BlueCruise. Plus, the athletic enhancements of the GT and GT Performance Edition models make it a bit more worthy of the pony car pedigree and one of the few truly performance-oriented options in its class.