2024 Ford Mustang: Everything You Need to Know About the New Pony Car

Ford revealed the Mustang Mach-E in both form and, most important, name on a chilly California evening at an event held at the Hawthorne Municipal Airport in November 2019. The announcement was met, as one might expect, with mixed reaction. How could the Mustang—a gasoline-fired, V-8-packin', two-door pony car icon—suddenly be a four-door electric crossover SUV? Not only was that happening, but it would, Ford said, target Tesla's Model Y, which was designed literally next door.Although details were scarce at the time, Ford promised the Mach-E lineup would include a performance-oriented GT model to take the fight to the Model Y Performance. Which leads us directly to now and the execution of MotorTrend's first-ever comparison test of performance-oriented electric SUVs.Earlier this year we paired the Tesla Model Y against the Ford Mustang Mach-E, evaluating their driving characteristics, interior space, technology, charging times, infrastructure, and more. The Model Y took home the gold, but we acknowledged the Mach-E has much to recommend it. For this performance-oriented showdown, we focused on the same items but paid additional attention to the vehicles' handling and how fun to drive they are. As performance SUVs, the Model Y and Mach-E were built to deliver thrills and to be more emphatic and enthusiastic behind the wheel.As you can expect, our Model Y and Mach-E test cars are closely aligned in terms of performance and price. Both share the same basic setup of a single front and a single rear electric motor, single-speed automatic transmission, and all-wheel drive. The Model Y Performance pumps out 456 horsepower and 497 lb-ft of torque from its dual-motor setup, while our Ford Mustang Mach-E GT makes 480 horsepower and 634 lb-ft, the latter number making it the torquiest Mustang of all. The Mustang's 260-mile range is shorter than the Tesla's 303 miles, but both should be enough for most buyers.At $69,800, the Ford is not inexpensive. Its starting price is just over $60K, but our vehicle came equipped with a plethora of options, including a $5,000 GT Performance Edition package that adds magnetic dampers, a torque increase from 600 lb-ft, 20-inch wheels with summer tires, and a few other bits. Our Model Y Performance checked out at $66,190, with the only option being its $1,000 Deep Blue Metallic paint.Mach-E GT vs. Model Y Performance: Behind the WheelAlthough the Mach-E has more muscle, the Model Y is faster in a straight line. It was close, though: The Ford hit 60 mph in 3.6 seconds, while the Tesla did it in 3.5 seconds. The delta was a bit more in the quarter mile, where the Mach-E crossed the line in 12.6 seconds at 100.6 mph and the Model Y in 12 seconds flat at 114.7 mph.The differences between the two were more evident on public roads. Using our Of The Year Loop that covers mountain roads, city streets, and highways, the Model Y felt considerably more eager. Smash its accelerator, and the Model Y Performance absolutely rockets away without any hesitation, never letting up until you do. And its quick, talkative steering means placing it precisely where you want in corners is a snap, with its responsive accelerator pedal making it similarly easy to rotate the nose. And the pinpoint primary controls and the way it piles on speed make highway passes more fun than they have a right to be.The Mach-E doesn't quite have the lightswitch acceleration of the Tesla; it doesn't deliver full power right off the bat, but it's no turtle, either. Indeed, once on the roll, the Ford feels fairly tireless until about 80 mph, when power delivery is significantly reduced. Alan Lau, MotorTrend road test analyst, also noticed the power bar in the instrument cluster drops noticeably when reaching this speed and that the Mach-E struggled to reach 120 mph at the test track. Even given how impressive the Tesla is, the Mach-E takes the lead when it comes to handling—with a caveat. The Ford is extremely well balanced, but occasionally it responds differently to driving into the exact same corner the exact same way, with either under- or oversteer, lacking the predictability we prefer in something we're going to drive hard. And the fact that a performance SUV that has 480 hp and 630 lb-ft fails to deliver consistent rip-snorting acceleration is disappointing.Between the two, the Mach-E GT rides with more refinement, offering a cushier experience and passing less of a given impact to occupants over broken pavement or, say, railroad crossings. Even when driving hard on twisty roads, the Ford is more settled and composed, with better control of its wheel and body motions. The Tesla is by no means unrefined or a poor handler—quite the opposite—it's just that the Ford is slightly ahead in these areas.Both SUVs come with drive modes that tailor the driving experience. But the Mach-E only allows the driver to shift between full modes—Whisper (eco), Engage (normal), and Unbridled (sport)—whereas the Tesla driver can individually alter its acceleration, steering, and braking settings. Acceleration choices are limited to Chill and Sport, but drivers can choose between Comfort, Standard, and Sport for the steering, and Creep, Roll, and Hold for the brakes in the Model Y. Since the Tesla allows the driver to mix and match as desired, there's likely a just-right setting for everyone.As with its suspension, the Mach-E's brakes feel stronger and more tuned for serious driving. Our Mach-E stopped from 0 to 60 mph in 105 feet compared to 113 feet in the Tesla. Those numbers might be close, but in real life they can make a big difference. During our road loop, the Ford felt like it had more grip and allowed us to brake later when approaching a corner.But it was the stronger, relentless acceleration of the Model Y, as well as the Tesla's consistency and predictability in its handling characteristics that made it our choice to drive on this day. We'd never turn down more miles in a Mach-E GT, of course, and further fine-tuning of its software and chassis hardware ought to make it truly special in the future.Mach-E GT vs. Model Y Performance: Charging TimesAlthough most EV buyers will have access to their own charger at home, how long it takes for a vehicle to refill its battery pack is an important consideration when owning an electric car. During our own experience at public charging stations, the Tesla charged faster than the Mach-E.The Ford allows a peak rate of 150 kW—pretty good considering you can add about 150 miles of range in 30 minutes. Using a 350 kW Electrify America fast charger, we went from 15 to 80 percent charge in 41 minutes. However, once the battery got to 80 percent, the charge rate dropped to just 13 kW, or about the rate of a Level 2 charger, meaning it dramatically increased the time needed to fill up.The Model Y, on the other hand, can charge at a peak rate of 250 kW, but we had mixed experiences at Supercharger stations. On the way home, we stopped at a busy Mojave Supercharger, with our Model Y taking 50 minutes to charge from 30 to 80 percent; we were only getting a 48-kW rate. At a less busy Supercharger station, however, the Model Y needed just 15 minutes to go from 28 to 65 percent, charging at a steady 190 kW. Like the Mach-E, the Tesla's charge rate dropped once the battery reached an 80 percent charge, but it stayed around 60 kW.Mach-E GT vs. Model Y Performance: ValueAlthough Tesla seems to increase the Model Y's price every other week, a short list of options helps keep the SUV's price down slightly compared to the Mach-E, especially when the Ford is loaded up. While $66,190 isn't exactly attainable, there is good value in terms of performance, overall excellence, and technology. In the ICE realm, the closest competitor, a comparably equipped Porsche Macan GTS, costs more and is slower than the Model Y Performance.The Mach-E GT is a bit more expensive than the Tesla, but the premium only gets you slight edges in ride, handling, and braking, so those might need to be your priorities if choosing the Ford. Its interior design is handsome enough but isn't as modern or as crisp as the Tesla's, although it does come with technologies like Apple CarPlay and Android Auto that are simple and easy to use. The Ford's build quality also feels superior to the Model Y's, and its sports seats are supportive and appropriate for a performance-oriented SUV.Given that the as-tested costs, being just $3,610 apart, might as well be identical in this price range, and that both are stellar performers overall, the Tesla feels ever so much more worth the money thanks to an interior experience that feels more modern.Mach-E GT vs. Model Y Performance: The VerdictWe expected this comparison test to be a close call—and it was. Both the Mach-E GT and Model Y Performance offer joyful, satisfying driving experiences. These versions of their makers' entry (or only) electric SUVs were developed to please enthusiasts, and more than anything they show how fun EVs can be.But as in our comparison test of the mainstream models, the Tesla comes out on top here. Yes, the Mach-E rides and handles better, and its braking is superb, but the Tesla is the better all-around choice. It gets going incredibly quickly, has no qualms about reaching speed, charges at a faster rate, feels more premium, and it drives very nearly as well on a twisty road.The Mach-E GT is Ford's first attempt at making a performance-oriented electric SUV, and it's hugely impressive. There are some rough edges to sand down, but it updates an icon for a new age and certainly puts Tesla on notice. But for now, the newer brand on the block remains on top.2nd Place: Ford Mustang Mach-E GTPros:Handsome stylingSuperb ride and handlingGrabby brakesCons:High-speed limitationsElevated PriceLonger charging time1st Place: Tesla Model Y PerformancePros:Quick accelerationsFast chargingFuturistic interiorCons:Ride is a bit harshInterior quality could improveRange is misleadingPOWERTRAIN/CHASSIS 2021 Ford Mustang Mach-E4x (GT Performance) SPECIFICATIONS 2021 Tesla Model Y Dual Motor Performance SPECIFICATIONS DRIVETRAIN LAYOUT Front and rear-motor, AWD Front and rear-motor, AWD MOTOR TYPE Permanent-magnet electric Induction electric (front), permanent-magnet electric (rear) POWER (SAE NET) 480 hp 456 hp TORQUE (SAE NET) 634 lb-ft 497 lb-ft WEIGHT TO POWER 10.4 lb/hp 9.7 lb/hp TRANSMISSION 1-speed automatic 1-speed automatic AXLE RATIO 9.05:1 9.0:1 SUSPENSION, FRONT; REAR Struts, coil springs, anti-roll bar; multilink, coil springs, anti-roll bar Control arms, coil springs, anti-roll bar; multilink, coil springs STEERING RATIO 14.6:1 10.3:1 TURNS LOCK-TO-LOCK 2.6 2.0 BRAKES, F; R 14.3-in vented disc; 12.4-in disc 14.0-in vented disc; 13.2-in vented disc WHEELS 8.0 x 20-in cast aluminum 9.5 x 21-in; 10.5 x 21-in, cast aluminum TIRES 245/45R20 103Y Pirelli P Zero Elect 255/35R21 98W; 275/35R21 103W Pirelli P Zero Elect T1 DIMENSIONS WHEELBASE 117.5 in 113.8 TRACK, F/R 63.5/63.4 in 64.8/64.2 in LENGTH x WIDTH x HEIGHT 186.7 x 74.1 x 63.5 in 187.0 x 75.6 x 64.0 in TURNING CIRCLE 39.7 ft 39.8 ft CURB WEIGHT (DIST F/R) 4,980 lb (50/50%) 4,408 lb (49/51%) SEATING CAPACITY 5 5 HEADROOM, F/R 40.4/39.3 in 41.0/39.4 in LEGROOM, F/R 43.3/38.1in 41.8/40.5 in SHOULDER ROOM, F/R 57.6/55.9 in 56.4/54.0 in CARGO VOLUME, BEH F/R 59.5/26.6 cu ft (4.7 cu ft frunk) 72.1/30.2 (4.1 cu ft frunk) TEST DATA ACCELERATION TO MPH 0-30 1.4 sec 1.6 sec 0-40 2.0 2.2 0-50 2.7 2.8 0-60 3.6 3.5 0-70 4.7 4.5 0-80 6.1 5.6 0-90 8.5 7.0 0-100 12.3 8.7 PASSING, 45-65 MPH 1.8 1.5 QUARTER MILE 12.6 sec @ 100.6 mph 12.0 sec @ 114.7 mph BRAKING, 60-0 MPH 105 ft 113 ft LATERAL ACCELERATION 0.96 g (avg) 0.91 g (avg) MT FIGURE EIGHT 24.9 sec @ 0.78 g (avg) 24.8 sec @ 0.79 g (avg) CONSUMER INFO BASE PRICE $61,000 $65,190 PRICE AS TESTED $69,800 $66,190 AIRBAGS 9: Dual front, f/r side, f/r curtain, driver knee 8:Dual front, front side, f/r curtain, front knee BASIC WARRANTY 3 yrs/36,000 miles 4 yrs/50,000 miles POWERTRAIN WARRANTY 5 yrs/60,000 miles, 8 yrs/100,000 miles EV/Battery 8 yrs/Unlimited miles ROADSIDE ASSISTANCE 5 yrs/60,000 miles 4 yrs/50,000 miles BATTERY CAPACITY 88 kWh 82.0 kWh EPA CITY/HWY/COMB ECON 88/75/82 mpg-e 115/106/111 mpg-e ENERGY CONS, CITY/HWY 38/45 kWh/100 miles 29/32 kWh/100 miles EPA RANGE 260 miles 303 miles RECOMMENDED FUEL 240-volt electricity, 480-volt electricity 240-volt electricity, 480-volt electricity ON SALE Now No Show All

The Koenigsegg CC850's remarkable gearbox is a cleverly evolved version of the nine-speed automated manual Light Speed Transmission (LST) fitted to the Koenigsegg Jesko. The technology is emblematic not just of Christian von Koenigsegg's knack for catchy product names, but, more important, of his irrepressibly left-field approach to hypercar engineering.In the Jesko, you select the LST's gear ratios via paddles. The new iteration in the CC850 has no paddles. Instead, It's controlled via a shifter that sprouts from a classic slotted metal gate, and there's a clutch pedal on the left, too. But neither are connected to the physical transmission, and no clutch or flywheel are mated to the engine's crankshaft, either.It's the world's first shift-by-wire manual transmission.In manual mode, you select from six of the nine forward ratios; move the lever all the way to the right and pull backward, and the transmission operates as an automatic, shifting for itself and using all nine gears to funnel the CC850's massive 1,385 hpr (on E85 fuel) to the road.Dual-clutch automatic transmissions used in most cars (hyper or otherwise) are programmed to essentially assume which gear the driver will want to select next. When the appropriate shift paddle is clicked or the computer determines it's time to shift, it simultaneously releases the clutch driving the gear you're shifting from while engaging the second clutch for the gear you're shifting to. It then moves the gearset to prepare what it thinks will be the next ratio needed.Inside the Koenigsegg LST, however, no gearsets move. Instead, there are three shafts with two gears each, and they are all permanently engaged. Which combination of gears sends drive to the wheels is determined by opening and closing seven very compact clutches within the transmission.Unlike in conventional dual-clutch transmissions, it's possible to go directly from, say, ninth to fifth without shuffling down through eighth, seventh, and sixth to get there. All the LST transmission does is open and close the relevant clutches, and bingo—you're instantly in the gear you want.How does it work? We'll let the man himself explain. "It's a clutch-by-wire," von Koenigsegg said, "but you feel the pressure of the clutch through the pedal the same as with a traditional one. It's just electronically connected. You can go in and out of the point [where the clutch bites]. You can launch with revs. You can step off the pedal too quickly and stall the car. It feels no different than a normal clutch."The shifter was a bit more challenging because we don't have forks or synchros or anything in our LST transmission. All gears are always engaged. We're only clutching."Force-feedback mechanisms link the shifter to the clutch movement. If you want to pull out of a gear, you can't do that until you have a certain movement on your clutch pedal, like in a traditional car. If you want to shift into a gear that's too low, you can't get the shifter into the gate. If the gear is only a little bit too low, you feel a little resistance, like you would get from synchros."We still are in the process of developing it, but it's already crazy good. When we are done with it, I don't think anyone will be able to tell it apart from a traditional manual. That's the objective. It should feel like a mix between a Mazda Miata and a Ferrari gated shifter. The best of the two worlds."

ford f-150-lightning Full OverviewProsBig, clear screenNavigation with charging stations180-degree lie-flat seat backs ConsBorrows F-150's cabinNot as nice as a Rivian's interiorThe Ford F-150 has been the bestselling truck in America for decades, but its interior hasn't stood out much. And when the latest Ram 1500 made its debut, it became the new benchmark not only because of the way it drove, but also because of the cabin's attention to detail. Although pickup trucks are generally known for being work vehicles, Ram took its truck to the next level. And even though a new F-150 generation arrived for 2021, Ford kept most of its interior the same. However, with the introduction of the F-150 Lightning, Ford has finally upgraded its cabin experience.Similar but BetterThe 2022 Ford F-150 Lightning was made for existing F-150 customers interested in going electric. So there are many similarities between the two models, and just like its exterior design, the Lightning's interior comes straight from the regular F-150. There's no learning curve; everything is exactly where it's supposed to be, and you can still fold down the shifter and open the center console to set up your workstation.What's better, though, is the massive 15.5-inch screen that's straight out of the Ford Mustang Mach-E. Although we aren't usually fans of "soft" virtual buttons, Ford's screen makes it easy to adjust the temperature or fan speed and hop between menus. Everything is displayed via cool graphics, and the computing processor works quickly. What's more, the navigation shows all the electric charging stations nearby and will tell you where to stop and for how long, depending on your state of charge. It's not as useful as Tesla's supercharger map, which lets you know how many superchargers are available in real time, but it displays each station's brand and kilowatt-hour rating.The vertical display will also wow your friends; it takes up the entire center dashboard, upping the technology and in-cabin experience.Our 2022 Ford F-150 Lightning Lariat example came with a denim-like trim on certain parts of its door panels and dashboard, and it looked premium and different from the regular F-150. Other textured plastics around the cabin don't feel as nice as the materials inside the Rivian R1T, but it's not a huge drawback, as the rest of the truck feels fancy.Time to RelaxFord made some changes to the driver's and front passenger's seats, allowing them to recline 180 degrees so you can nap while the truck charges. This is a clever feature, but it's not the most comfortable position—your knees still have to be bent, and you have to lift the rear seats to get the full 180-degree experience. Still, it's nice to have and something we're sure some folks will use. (And, hey, why not take a nap when waiting at a public charger?) Overall, the seats are comfortable, supportive, and wide, should you want to turn on your side when catching some Zs.Just like the regular F-150, there's plenty of space in the back with lots of headroom and legroom for rear passengers. Heck, there's even more space than in a Mercedes-Benz S-Class.Should I Buy a 2022 Ford F-150 Lightning? We've already compared a 2022 Ford F-150 Lightning with a 2022 Rivian R1T, and although the competition was incredibly close, the F-150 Lightning claimed the win. Although these pickup trucks live in different segments, we found more value in the F-150. But it's worth noting that as software and over-the-air updates play a more important role in the EV market and in the vehicles' performance in the future, our comparison result could flip.All in all, the 2022 Ford F-150 Lightning's in-cabin experience is superior when compared to the regular F-150, and we appreciate the upgrades Ford's designers delivered. So if you're thinking of purchasing an F-150 soon, the Lightning is your best option and certainly worth taking a long look at.Looks good! More details?