Is the Mach-E worthy of the Mustang name?

It's a question that was both perfectly phrased and timed. It hit yours truly like a tonne of figurative bricks. Having previously tested the Select and Premium, and having seen how different the GT is, our deference to the use of the Mustang nameplate on an EV had softened.

The GT badge renewed the weight of expectation, as we embarked on our week with the performance variant of the Mach-E. A unique metal trim inside, improved seating, and the addition of perforated Alcantara on those new pews, all set the scene for a new experience.

Around the cabin, the large 15.5-inch central touchscreen and 10.2-inch driver screen are familiar. This made setting personal preferences such as sound for the 10-speaker Bang & Olufsen sound system intuitive. Connectivity is easy, via wireless Apple CarPlay.

You’ll also find wireless Android Auto and a wireless charging pad to keep your device powered up. One disappointment is the steering wheel. There’s a great view through the panoramic glass roof and the utility of two charging ports.

Despite being able to carry five passengers and offering 402-litres of luggage space in the boot, the GT is far more focused on driving dynamics. Dual motors feed a 91kw/h battery pack to deliver 358kW of power and 860Nm of torque through an all-wheel drive platform.

These are large, brutish numbers and you feel every one of them when driving in anger. With peak torque available at the stab of the throttle pedal, the 245/40/20 Pirelli P-Zero’s scramble for traction as the rear suspension squats and the front aims for the stars.

It can catapult to 100km/h in a claimed 3.7 seconds. That’s no mean feat given its hefty 2,281kg kerb weight. These credentials make the Mach-E GT the fastest production Ford Mustang in history. It also comes with an extra drive mode in the form of the track-focused Untamed Plus.

The larger wheels and soft compound rubber do just as fine a job handling lateral duties as they do straight line too, and much like the other variants, the GT can provide a comfortable ride for occupants during normal commuting.

With the addition of MagneRide dampers, it can take on a Jekyll and Hyde transformation when called upon. The dampers can adjust electronically 1000 times per second; adapting to the road surface, driver inputs and the drive mode selected.

Finding the limits is strictly a racetrack-only proposition, but on a favourite windy stretch of road we were able to get a taste. Turn-in is sharp, if not for some characteristic all-wheel-drive understeer, which can be managed with a slower entry.

It was the mid-corner speed and adjustability that really surprised us though, especially given the mass. It really does shrink around the driver and is a hoot to drive at as close to the limit as one’s licence allows.

Exit prowess is a specialty, with the front axle happily dragging the rest of the party along, with less understeer than we would have imagined. The rate at which it picks up speed between turns is a real highlight but requires focus to setup for the next bend.

That’s a challenge that this writer feels is a result of a lack of engine noise, particularly off-throttle. The same artificial sound found in other variants is available here, but is only noticeable on throttle.

Thankfully, sitting behind those attractive machined face mesh wheels are a set of two-piece, 4-piston aluminium Brembo callipers that bite on 385mm discs. They’re designed to minimise weight and provide powerful braking to slow things down.

When one eventually pulls up for a breather, there’s a moment to take in the GT’s external visuals. Our example was finished in Grabber Blue Metallic; a fittingly bright shade that reminded us of the similar “True Blue” made famous on 60’s GT-HO Falcon.

It really looks the part and is the pick for this variant. If you don’t agree, there’s six other options to choose from. The Mach-E GT’s aggressive profile starts with a deeper bumper facia up front, complete with brake cooling vents.

A carbon-ish look grille and splitter round things out. These are complemented down the flanks by colour coded wheel arch mouldings and side skirts, which lead to gloss black under-bumper aero treatments and a GT badge on the rear tailgate.

Safety is well sorted with everything from BSM, pre-collision assist and AEB, to reverse brake assist, lane keep assist and evasive steer assist. The combination makes for a welcome safety net given the ferocity of forward propulsion on hand.

The entry cost to the GT club is $104,990 plus on-road costs, putting it at the upper end of the price scale. It also comes with a 5-year unlimited kilometre warranty, and a battery specific warranty extending to 8-years or 160,000km. Ford has legitimately created an electric vehicle with Mustang DNA.

Put simply, it’s great fun to drive, in a straight line, through bends, or just pottering around. Looks are subjective, but this writer appreciates the more traditional visual design cues that the Mach-E possesses against competitors.

The answer to the question from the start of this story is yes, the Mustang Mach-E GT IS deserving of the name. It’s just, different. To find out more, visit the Ford Australia website or chat to your local dealership.

Our test vehicle was provided by Ford Australia for review purposes. Pictures courtesy of Andrew E Hempsall.

For a great deal on financing your new purchase, contact Australia's best reviewed finance broker on 1300 Credit (1300 273 348) today or visit CreditOne.com.au