Ford Mustang Mach-E 2022 long term test

Even so, I do worry I'm being too harsh on the Mach-E as a result of its various shortcomings, from ride issues to electronic failings. Maybe in the many months we've spent together, I've become resistant to being delighted by it. Maybe, but I think not: I judge it against the standards set by other Ford models and rivals, and the deficiencies feel all too apparent. 

Like

Inherent smoothness

I've not driven an EV that I haven't loved for its smooth, quiet progress, Mustang included.

Loathe it 

Flimsy boot cover

At best, the boot cover is a poorly suspended piece of fabric. Alas, mine came adrift months ago. 

Mileage: 17,867

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Yet another warning light - 21 December

Another week, another sensor failure warning. There are so many coming and going now, I’m starting to wonder if it’s not the Mach-E that’s to blame but rather the onset of winter and mucky roads that throw up the grime that covers the various detection systems. If so, it does make you wonder how anyone thinks the autonomous car will ever be realistically possible. 

Mileage: 17,436 

Life with a Ford Mustang Mach-E: Month 6

Holder's dashboard has lit up - 23 November

Another day, another warning light, this time for a door malfunction – although all of the doors still appear to operate just fine. The Mustang Mach-E has habitually thrown a variety of sensor and system warnings throughout its time with us, but this one is accompanied by a message bordered in red and a loud alarm sound when I start the car, so it must be serious.  

Mileage: 17,401

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We’re not fans of how it rides but surely all those buyers can’t be wrong – can they? - 9 November 

Regular readers will know of my – and now Ford’s – disdain for early Mach-Es’ suspension settings, such as those on this car. Seemingly, the determination to give the car a sporty feel worthy of the Mustang name led to a calibration that allowed the rear end to buck away on bumpy surfaces to the point that it could make your neck ache.

No more, we’re promised, because back in the spring, Ford says a model-year update was introduced with new settings. It would be lovely to get a go in one to verify this, but in the subsequent six months, the carmaker hasn’t come up with a test vehicle, blaming manufacturing shortages and an (understandable) eagerness to put every car it makes into a customer’s hands. Until then, I have to report as I find, and highlight the shortcomings as I feel them – but I live in hope, so watch this space.

In contrast, the Mach-E GT – the performance version – won’t get similar upgrades. Having enjoyed a back-to-back test earlier this year, I’m surprised and not surprised: the former because even in its softest settings, its ride is brittle to the point of making life pretty miserable; and the latter because it seems to be afflicted by an entirely different problem from the standard model, its issues being less pitch-related and more one of a clear decision to give the car an overtly dynamic vibe regardless of any suppleness.

I wonder if it works on a perfectly smooth surface because it certainly doesn’t on the UK’s pockmarked roads. The rattle and shaking is unending, and any joy from pointing and squirting it down a twisting B-road is undone by the shuddering and juddering. Some testers disagree, but to my mind, it makes for a very poor experience, and not one I’d recommend paying nigh-on £75k for.

All of this leaves me with a downer on Ford’s flagship EV, a view that is, to a degree, out of step with its sales popularity. That in itself caused me a slight existential crisis – do today’s car buyers care so little about ride quality that Ford is right to have abandoned what was once one of its standout features? – until my family started complaining bitterly too.

I suspect instead that people have come to take it as read that a Ford will ride and handle well – and are set to be disappointed (or at least they were until the updates). Next time, let’s hope Ford gets it right the first time (and that it has the second time).

Love it 

Size-shrinking looks

No question, the Mach-E is a good-looking car, its taut lines helping to disguise its bulk.

Loathe it 

Incessant gremlins

Reliability is poor. Phone connectivity issues and warning bongs are now daily occurrences.

Mileage: 17,017

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From rusty brakes to white - 2 November

You might recall that when I took delivery of the Mach-E, the brakes had rusty-coloured deposits on them. It was a concern on a car that had done less than 10,000 miles. Oddly, though, the discolouration hasn’t worsened with use and may even be more white than red now. Maybe winter mileage will change that. I’ll be watching with interest.

Mileage: 15,837

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Life with a Ford Mustang Mach-E: Month 5

EV life is inflating our energy bill – or is it? - 26 October

Hard times don’t just mean hardships: there’s usually a few positive lessons to be found in among the debris of shattered expectations. So I found as I was preparing for the letter announcing the tripling of my expiring gas and electricity direct debit to land (later downgraded to a mere doubling after much protest).

How so? Well, it’s fair to say that Russia’s invasion of Ukraine back in February had given me and my family a kick up the bum. Factually accurate or not, the thought of funding Vladimir Putin’s terrorism because we couldn’t be bothered to put a jumper on or switch off an unused plug socket was quite motivational for us all.

And selfish though it was, those thoughts redoubled as prices kept on rising. Our smart meter, installed years ago but barely ever glanced at, suddenly found a prominent position in everyone’s eyeliner. 

Appliances and lights were switched on one at a time to establish the cost of running each, and we got quite good at being good (if still clinging to the ‘typical’ usage).

And then it all went awry. Why so? Because I plugged the Ford Mustang Mach-E into the wall and felt my pulse rise as fast as the meter’s reading, from green to amber to, well, into the red. Understanding the costs is one thing, the reality of seeing them on a screen is another. Typical use of 10p an hour (maybe 70p if the kettle was on) rocketed to £2.75 or so.

Time for a sit down – and a drink. But only when I got the calculator out and punched the numbers did my heartbeat calm. Deep breath: based on paying 35p per kWh and averaging around three miles for that, I’m forking out just over 11p per mile travelled in the Mach-E.

At today’s prices and at 50mpg, a petrol car costs about 15p per mile. A 65mpg diesel costs about 12p per mile. Both MPG figures seem generous as an average, so I’m up, if hardly quids in.

The shock, of course, is that one top-to-bottom fill per week comes pretty close to doubling our bill. Little wonder our friends at British Gas needed persuading that this surge in our usage wasn’t going to continue its exponential climb. Running an electric car in lockdown had barely tickled the cables; the hectic return of real life has come at a real cost. 

What next? Well, falling oil prices had made it look like the equation might creep back in favour of the combustion engine in the coming months, but now I’m not so sure. First, the savings were suspiciously slow to reach the pumps.

Second, our friends at Opec+ have seen fit to reduce supply, threatening to make figures (prices and inflation) soar again. It’s a mad world, but at least I’m now doing all I can to protect it

Love it

Home sweet home

The convenience of being able to refuel my car at home, rather than on a forecourt, will never tire. 

Giving it a whack 

The filler cap is a bugger to close, for some reason resisting all but the firmest of thumps. 

Mileage: 16,387

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Stealth looks growing on Holder - 19 October

I was a bit worried about the Mach-E’s stealth look at first, but it has grown on me, and I now rather like it. So, more importantly, do my kids, who can hide behind the blacked-out rear windows unbothered by the streaming sun, and (despite warnings not to) get away with leaving stuff on the back seats without it beingon display to prying eyes.  

Mileage: 15,837

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Dodgy phone reception is a huge frustration and at odds with the car’s techy ethos - 14 October

Electrical glitches are the curse of modern motoring, and I’m starting to wonder if I’ve driven our Mustang Mach-E under one ladder (or over one black cat) too many.

So I’m hoping that by putting my latest problem in print, some kindly soul might provide a few insights to inform an exorcism of what is an admittedly small but unquestionably very irritating problem that is (literally) blighting my progress.

It’s intermittent but happens often enough that I’m certain it’s a fault of the car: my phone loses signal when I put it on the wireless charging mat located in a recess below and behind the giant infotainment touchscreen. 

Obviously, this is where Ford wants you to store your phone because it’s where you charge it (and where the USB ports are if you don’t charge it wirelessly). But – and I appreciate the absurdity of suggesting satellite waves can’t go around corners – the fact that it’s so recessed seems to mean my phone regularly loses connection when it’s down there.

Given I run most systems through my phone (podcasts or music and the sat-nav), this can cause problems ranging from inconvenient (will I ever find out what Matt Prior thinks about parking on grassy fields at car shows?) to the downright disastrous, when the sat-nav either freezes (not ideal) or starts displaying contrary information on the touchscreen to what’s being shown on the digital instrument display. Fail to spot that, as I once did in central London, and your day can quickly unravel.

The solution is simple and faintly ridiculous: you have to move your phone from its intended recess and put it atop the dash. Presumably, by providing a clear line of connection through the window to the sky, the connection seems to reset and work. The flipside is that charging then obviously stops if you weren’t using a wire, and the phone slides from side to side as you corner, potentially in breach of road regulations on phone use. If, like me, you’re forgetful, it also means that when you disembark, your phone is on public display rather than hidden away.

I’ve tried different phones and had the same problem, so I feel sure that this is a Mach-E issue rather than a phone issue. It’s surmountable, in that I now make sure I carry a long charging cable with me so my phone can sit on the dash and charge. But it’s really not a great look, and is so far from the slick, tech-focused ambience that Ford aimed for – and charges for – that I find looking at the dangling wire a constant source of irritation. 

Love it 

No more forecourts

Charging at home is a constant source of joy, being effortless and time-saving. 

Loathe it

Can't put my finger on it

The touchscreen is great for basic jobs, but delve deeper and finding anything is a trial.

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Life with a Ford Mustang Mach-E: Month 4

Light steering is handy for parking - 28 September

One of the things I love about the Mach-E is the light steering at low speeds. In fact, it’s not just light but palm-of-the-hand light, to the extent that you can go from lock to lock in milliseconds. That’s great for tight parking and difficult turns and gives the Mach-E a level of practicality and ease of use that’s a world away from the roots of its Mustang moniker

Mileage: 15,289

A 1000-mile staycation puts the EV and its keeper’s marriage to the test - 21 September

To Norfolk again, this time on a family holiday that layered in the promise of sunshine and seaside with the potential for divorce if we ran out of electricity when we have a perfectly serviceable petrol car at home. Who knew trying to save the planet would be laced with such jeopardy?

If you’ll forgive the spoiler, I remain happily married: we drove 981 miles in 10 days, encountering next to no dramas and spending considerably more time in queues for ice cream than waiting for the car to charge.

That was made possible by two new fast-charging hubs in the region, one run by Gridserve that I have waxed lyrical about before and one run by MFG (Motor Fuel Group), which is every bit as impressive in terms of the number and capability of its chargers, if a bit more like a traditional fuel station in its execution.

As a result, I knew that when we arrived in Norfolk from south-west London, I could top up in the time it took to take a break. And, later on in our holidays, when we drove from our base in Cromer to Snetterton to watch the British Touring Car Championship, or to the zoo near Lowestoft, or to Norwich for a day out, the option of a pit stop at Gridserve was always there and never a hassle or waste of time.

In between, we located a bank of four chargers in Cromer itself. They weren’t fast at 11kW, but in the time it took us to go for a swim each evening, they would replenish 20-40 miles of range, which was usually the same or more than we had used on days when we didn’t go trekking.

Throw in a few local attractions with free slow chargers and I quickly got over the one holiday mishap, which was a 50kW charger that I’d originally identified as our saviour for the trip but turned out to have been broken for nearly a year.

What of the Mach-E? You’ll recall it’s come in for something of a kicking in recent reports, most notably for its Buckaroo impersonation on uneven road surfaces, and it is notable that Ford recently brought news that 2022 model year cars have been facelifted with revised suspension to counter that. On smoother roads it’s barely an issue, but get onto the wrong kind of surface and you’ll soon be both shaken and stirred to the edge of your patience. Let’s just say that I’m looking forward to learning how much of an improvement it is.

Otherwise, though, the Mach-E is a perfectly competent car and certainly good enough to make so many miles pass reasonably effortlessly. There’s loads of storage, it’s spacious enough for us all – including two children over 170cm in height – to travel in comfort, and it’s refined in a way most electric cars are.

Of particular note was the amount we could cram into the boot – and that we could wedge what was left into the space under the bonnet, thereby keeping the cabin relatively free of clutter.

In the nicest possible sense, that made for a pretty unremarkable experience. Suspension aside, the Mach-E isn’t a bad car: it just falls short of some newer competition, led by the Kia EV6, that has moved the game on. The hope must be that the latest model updates go some way to at least bridging that gap. 

Love it 

Feeling the warmth

No question, the Mustang badging makes the Mach-E stand out, prompting conversations and adding a little mystique.

Loathe it

Catching a cold

The tiny delay between push and response from entry buttons (rather than handles) is starting to grate as it gets colder and wetter. 

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The Mach-E's frunk proves useful - 14 September

What to call the recess under the bonnet of an electric car? Americans like ‘frunk’, as in front trunk, but we’re not American. Regardless, it regularly proves useful. It’s an odd shape and not enormous at 136 litres, but it comes in useful for either storing the charging cable or squeezing in the last few bits of loose cargo that would else roll around. 

Mileage: 14,987 

Its big touchscreen is a talking point – and for the right reasons - 7 September 

These days, it’s not enough for cars to be cars. In the era of the Tesla giant screen (with whoopee cushion functionality), there have to be eye-catchers and quirks that add a little surprise to proceedings, too.

Here, the Mach-E excels, from its own centrally mounted, portrait-orientated giant screen through to wild horse badging and more. The screen is a triumph. It’s the first thing everyone comments on when they climb inside, it’s intuitive to use and it allows for large, chunky functions that are easy to hit on the move.

Just about the only shortcoming is that the sole off-beat functionality I’ve uncovered is the option to play noughts-and-crosses (against the car or a friend) or do a spot of art in a format that reminds me more of my childhood on a ZX Spectrum than the modern world. Putting the Mustang badging front and centre and doing away with any Ford blue ovals is another smart move.

At its most basic level, it makes the Mach-E stand out, to the extent that I’ve probably never driven a car that passers-by want to know more about. On another, it elevates the Mach-E as something special and goes some way to justifying the £40k-plus asking price that perhaps a humble Ford couldn’t do so easily.

The third standout that I will highlight is less of a success, however, and revolves around an attempt at answering a question that I’m not sure anybody has asked: reinventing the door handle and door lock.

In the case of the handle, the Mach-E has small, round push buttons, with a curious pull hanging just below the window line. Aside from small laughs at the expense of those unfamiliar with the car trying to fathom it out, they do nothing beyond provide a slightly irritating talking point. 

The door lock – essentially a digital version of an old-school combination lock accessed by pushing illuminated buttons down the side of the door frame – is just odd. Again, it gets people talking, which may be both the point and enough to justify its presence.

But my experience suggests that you use it once, wonder why you didn’t just blip the keyfob and then spend every trip hoping that nobody asks why on earth your car has numbers printed down the side of it. Maybe that makes me sound like an old man rather than an excited millennial, and maybe that means I’ve missed the point, but to my mind it smacks of trying too hard.

Overall, though, I like that Ford has tried to be a bit different. Sure, some efforts are bigger hits than others, but I would have been even more disappointed if Ford had tried to enter a new era without a few flourishes. There is time to learn – even if that means making a few mistakes along the way.

Love it

Cool benefit

Instant air-con is a joy in an EV, with the cold air pumping far quicker than in an ICE car.

Loathe it 

Is that the laundry?

On start-up, the Mustang must give its fluids a pump. It sounds (briefly) like a washing machine on a cycle. 

Mileage: 14,089

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Life with a Ford Mustang Mach-E: Month 3

A ride in the Mach-E's sportiest variant prompts a ride rethink - 24 August

You might recall that I’ve moaned about the harsh ride of my Mustang Mach-E. Well, a back-to-back drive with the faster GT variant made it feel like it’s sitting on a cushion. Whichever of the variable settings you choose in the GT, the ride is as ridiculous as its £72,750 price. If you want a Mach-E, the lower-end model is definitely the one to go for. 

Mileage: 13,010

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At long last, our man has no reservations about using an EV for long journeys - 17 August

I’ve driven a lot of electric cars for a fair few years now, yet despite never once having hit a problem with range or charging infrastructure, no matter how remote my destination, I have to confess that there have been times when I’ve opted to take a combustion-engined car instead, just for the absolute peace of mind of removing one more potential hassle.

Now I find my mindset changing. Yes, it has taken years, and yes, I’m fortunate to have had the choice, but whereas once I had to sell a 500-mile trip to west Wales as an adventure to convince myself it was worth doing, now I have no hesitation.

Familiarity is the key, of course, not just of what’s available on my routes and at my destinations but also from knowing who the most reliable charging providers are and generally just having the confidence (and wherewithal to confidently navigate Zap-Map) to understand where I might hit trouble, always make alternative plans and realise that if I do hit trouble, the network is usually good enough to get me out of it.

What strikes me as interesting is that this moment of enlightenment has come while I’ve been at the wheel of the Ford Mustang Mach-E, which by most measures is a fairly decent but mediocre EV, good enough to sell well but setting few benchmarks (if any, beyond perhaps the range offered by the Extended Range version) in an increasingly competitive marketplace.

It perhaps helps that I’m writing this as the nation is gripped by a heatwave, although the upside of getting better efficiency is sometimes offset by the need to run the air-con.

As a guide, though, the 200-ish miles of range indicated while running the heated seats and other ancillaries in the depths of winter has been replaced by a peak of 269 indicated miles following some especially frugal outings and hot-weather charging.

Even so, I would say that absolute confidence in getting 200 or more real-world miles, combined with today’s rapidly improving charging network, marks the point at which I’ve shifted to being happy to head out whatever the circumstances.

Sure, 100 miles each way is rarely going to be enough to get me anywhere of significance and back, but 25 minutes at a rapid charger (or a brace of stops of half that time) is enough to add a further 50% of mileage and stretch its range into the scope of a sensible day trip.

Tactics for stretching out the available mileage apply to all cars; turning off air-con or heaters adds a remarkable 10-20% straight back, travelling at 65mph rather than 70mph gives 5-10% back, while just focusing on driving more smoothly and carrying as much speed as you can is worth another 5%.

It’s basic maths, of course, but it’s remarkable how little time travelling a few miles per hour slower costs you.

The knock-on benefit is how much less stressed you feel about life, too. Once you’re over the fear of being stranded and trust in the range and charging infrastructure, driving an EV is an undeniably calmer, more relaxing experience, thanks in part to the quietness but also because it rewards smoother, calmer driving so obviously. Every poll says this, but it’s worth reiterating: once you switch, you’re unlikely to want to go back.

All of this adds up to a growingly obvious conclusion: after a period of catch-up and with much still to do, the charging infrastructure is approaching good enough now for the number of EVs on the road. And the number – and capability – of EVs on the market are good enough for most drivers to make the switch.

Both sides of that equation need to keep moving forwards at pace, of course, but in my experience the barriers are coming down fast, and the naysayers – of whom there are still many – are very much in need of trying the technology before they dismiss it.

Love it 

Giddy up

The pony badges work, attracting attention and questions that an everyday Ford wouldn’t get.

Loathe it

It's a scorcher

An all-black car in this weather? No surprises that on hot days it’s hotter than the sun inside. 

Mileage: 12,890

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Life with a Ford Mustang Mach-E: Month 2

Charging happy - 27 July 

London to Norwich and back, over about 320 miles. I worried right up until I learned of Gridserve’s new facility in the region, with 36 charging points, 22 capable of charging at 350kW – far in excess of the Ford’s 107kW maximum. I stopped, went to Costa, checked a few things on the (free) internet and returned to find the car full again. Amazing. 

Mileage: 12,786

Are you sitting comfortably? We’re most definitely not - 13 July

Let me just get this out of the way so I can write about other things until I have to say goodbye: the Ford Mustang Mach-E’s ride is verging on terrible, to the point that it makes the car unpleasant to live with.

For a while, I thought it was the wrong side of that critical line, but with experience and by adjusting the settings, I’ve found a happier place.

The problem stems from a brittle set-up that I suspect was engineered in an effort to make a big SUV live up to the Mustang name. I’m not sure a Ford in my life time has been sold with so little suspension sophistication.

And while the firmness does lend it a pseudo-sporty edge, I soon get fed up with my head playing Buckaroo on a motorway run or dealing with the constant undamped pitter-patter of driving down an uneven road. Part of the answer is selecting the Whisper driving mode.

The suspension doesn’t adjust on the standard Mach-E (it does on the GT, which warrants its own entry in the book of terrible Ford set-ups), but this setting dampens the sharpness of the steering and throttle, and the result is that when the car bounces and thuds, your resultant movements don’t exaggerate the impacts.

I suspect, too, that familiarity will ease the issue. It may be a completely unscientific theory, but I do believe that over time you subconsciously start compensating for a car’s quirks, bracing your body a bit more against wobbles, and changing your seating and steering position.

I’ve done a few thousand miles in the Mach-E now, and the roads that once left me wondering what had gone wrong are now traversed in relative anonymity. Rightly or wrongly, I can at least say that I’ve come to terms with this undoubted shortcoming, which is how I would explain why there appear to be many, presumably happy, Mach-E drivers on our roads.

The pity is that Ford went this way in the first place. Yes, it would have left it open to accusations of being like everyone else if it had copied the generally softer, lazier weightings of most of the opposition, but these traits suit the laid-back karma of driving an EV.

The Kia EV6 and Hyundai Ioniq 5 have nailed it, their supremacy so clear that they are providing a halo effect for all future electrified products from the Korean brands. In contrast, good though the Mach-E may be, these shortfalls mean questions about Ford’s electrified future remain. 

Love it 

Large print

The giant touchscreen looks like a gimmick, but its scale and font sizes suit my middle-aged eyes.

Loathe it

Get a grip

Swapping door handles for push buttons seems like a solution to a problem that didn’t exist

Mileage: 12,087

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Fun in the sun - 6 July 

Hello, sunshine. In the depths of winter, when the Mach-E’s heated seats and air-con were on a lot, I was struggling to get an indicated 200 miles of range from it after a full charge. Now, with the ambient temperature closer to 25deg C for a few days, it’s closer to 270 miles. That makes a huge difference to where I would consider using it. 

Mileage: 10,798

Life with a Ford Mustang Mach-E: Month 1

Welcoming the Mach-E to the fleet - 22 June 2022

It’s a sign of the times that running this Ford Mustang electric SUV has elicited as many questions, queries and coos of intrigue as had it been a coupé powered by a V8.

That in itself answered one doubt I had before I had driven anywhere. Purists may despair, but it seems the vast majority of modern motorists subscribe to the belief that the ’Stang moniker exists to intrigue, excite and push boundaries rather than sit solely on a fuel-guzzling muscle car (prior, presumably, to becoming extinct in fairly short order).

That’s a relief for me (and, of course, Ford), because it could easily be a distraction from what is, on paper at least, one of the most innovative and important new Fords in a generation, and to all intents and purposes the brand’s first proper electric car.

Coming late to the electric party, as Ford is, this is also a car with which it needs to land a Fiesta, Mondeo or Focus-like sucker punch. Should the Mustang Mach-E slide into the depths of automotive purgatory alongside the Ecosport, B-Max or second-generation Ka, it won’t threaten just the Mustang name but potentially Ford itself, such is the importance of establishing itself as a key player in EV market.

The good news is that reaction has so far been good, from our own four-star road test verdict through to impressive sales figures around the world. In perception terms, at least, Ford is now considered – just about – on the pace when it comes to EVs.

With respect to both, however, after more than 1500 miles at the wheel of this already well-run-in Mach-E (it arrived with 8000 miles on the clock), I already have a strong sense that this is a car that will reveal its characteristics – both good and bad – over a prolonged period.

One that I will highlight straight away, as I believe most drivers will notice similar in a short space of time, however, is the ride quality. I’ve seen it described by one overenthusiastic commentator as “beautiful”, but I simply can’t concur. In anything other than its mildest setting, 

it’s everything from unsettled to downright uncomfortable. Bumps and thumps nag away at your neck and torso to the point that even my passengers brought it up and I started to wonder if I could live with it.

Switching to the so-called Whisper setting has brought respite, however. It’s still far from perfect (and that in itself is a sad phrase for me to write, given Ford’s reputation for ride and handling superpowers), but it’s on the decent side of manageable, if still far, far from beautiful on any road of any type that I’ve put it down. Maybe that moment of enlightenment will arrive at some point, but I doubt it.

My time with the Mach-E will shine a broader light on the challenges of running an EV in the UK today. Believe all the headlines and you will think that I’m in for a miserable old time seeking out working chargers, fast enough chargers and more. The truth is that so far, even on my longest journeys, I’ve not had a single problem.

Adding a touch of jeopardy to that statement is the fact that we have opted for the Standard Range model, rather than the Extended Range one that offers 379 miles of official range, which tops Tesla’s best, and has set a string of headline- grabbing records including an efficiency rating that equated in the real world to about 500 miles of range if driven especially carefully.

That means I have an official 273 miles of range available, which equated to around 180 real miles when it was really cold and wet but, following the first serious signs of summer, is now closer to 225 miles. 

A worry? As I say, not yet: with driveway charging overnight on hand, so far it has been more than enough for 90% of my journeys without ever having to stop; and enough for all of my journeys with an increasingly easy- to-find rapid charge.

One of those typically adds 100 miles in 20-30 minutes, depending on the charging rate, both from the charger and as a consequence of the charge state and condition of the car’s battery.

Given that this decision to stick with the Standard Range model has also saved an estimated £15,000 (a price that includes upgrades beyond just battery size, it should be noted), I’m comfortable for now that it was the right one. Regular long-distance drivers might think differently.

All of which sets me up for an intriguing few months. Like almost every (perhaps every) electric car on sale today, the Mustang Mach-E isn’t perfect. What we need to decide is whether it both goes far enough to be a credible family SUV and demonstrates enough glimpses of what Ford might achieve in future to justify its ongoing place at the top table of mainstream car makers.