2019 Tesla Model Y Vs. 2019 Ford Mustang Mach E

2019 Tesla Model Y Vs. 2019 Ford Mustang Mach E

Beauty is in the eye of the beholder, so there鈥檚 little sense in evaluating which crossover looks better. We鈥檒l just say the Model Y looks like a bigger Model 3, while the Mach E looks a little bit Mustang-esque. One significant difference is that Tesla fitted some of the Model 3鈥檚 parts to the Model Y (including the headlights) to save money, while Ford designed the Mustang Mach E as a new car from the ground up. It shares nothing other than an emblem with the emblematic two-door sports car. Step inside the Y, and you鈥檒l immediately notice that nearly every component comes from the Model 3 parts bin. That means it features a minimalist dashboard dominated by a television-like, 15-inch touchscreen that replaces a vast majority of the buttons, switches, and knobs normally found in cars. 3,000 option, and up to 66 cubic feet of trunk space. The Mustang Mach E isn鈥檛 as bare-bones as the Model Y. The driver faces a 10.2-inch screen that replaces the analog instrument cluster, and Ford kept a few switches for the sake of convenience.

There鈥檚 a second, 15.5-inch screen on the center console. It鈥檚 portrait-oriented, unlike the Tesla鈥檚, and it鈥檚 touch-sensitive to give the front passengers access to the infotainment system, among other features. The Mach E has spacious seating for five and 59.6 cubic feet of cargo space. The Model Y is closely related to the Model 3, so there are no surprises on its specifications sheet. The rear-wheel-drive Standard-Range model has a 230-mile range, and it reaches 60 mph from a stop in 5.9 seconds. Next up is the Long-Range variant, which offers up to 300 miles of range with rear-wheel drive, or 280 miles with all-wheel drive. Finally, the flagship, all-wheel drive-only Performance drives for up to 280 miles on a single charge, and performs the benchmark zero-to-60-mph sprint in 3.5 seconds. Keep in mind those figures can 鈥?and very likely will 鈥?change in the weeks leading up to the Y鈥檚 introduction, because Tesla has a proven track record of rearranging its lineup on a surprisingly regular basis.

Are you wondering about torque and horsepower? So are we. Tesla doesn鈥檛 release either figure, so we鈥檒l need to wait until a Model Y owner puts the crossover on a dynamometer to get a better idea of the powertrain鈥檚 output. Mach E buyers have more powertrain configurations to choose from than Model Y shoppers. It comes standard with a 75-kilowatt-hour lithium-ion battery pack that delivers 230 miles of driving range when buyers select rear-wheel drive, or 210 miles when they pay extra for all-wheel drive. Rear-wheel-drive models offer 255 hp and 306 lb-ft. 鈥檚 torque output rises to 429. Horsepower stays flat, which is a little surprising. There鈥檚 a 98-kWh battery pack available for buyers who want to drive further. Here again, range and output vary from model to model. Stick to rear-wheel drive, and you鈥檒l get 282 hp, 306 lb-ft. 300 miles of range. Order all-wheel drive, and those figures check in at 332, 417, and 270, respectively. Last but not least, the hot-rodded Mach E GT offers buyers 459 hp and 612 lb-ft. 250 miles of range. Phew; that鈥檚 it, we promise. Ford pegs the Mach E鈥檚 zero-to-60-mph time at 6.5 seconds in its slowest configuration, and about 3.5 seconds in its quickest configuration. We can鈥檛 talk about how it handles without driving it, however. Tesla expects to begin delivering the Model Y in late 2020, though breaking deadlines has become the company鈥檚 stamp of authenticity. 60,000 for the Performance variant. Keep in mind that 鈥?as is normally the case with Tesla launches 鈥?the more expensive versions will likely ship before the cheaper ones. And, another point to note is that buyers will not be eligible to claim a tax credit for the federal government. 60,500 for the top-spec GT.

Like other cars with the weighty deck lid spoiler, a heavier torque rod was required with the hinges to keep the lid open and not come falling down to crack the owner in the head. The tail lamp surround was also blacked out to add emphasis. While the Eliminator had all the right stuff to qualify it as a muscle car (or a muscular pony car?), what it lacked was image. Image wasn鈥檛 built by painting on graphics or spraying on loud paint schemes. Image was earned every Saturday night on the streets of America from Woodward Avenue in Detroit to Van Nuys Boulevard in Southern California. It was established by how many lengths you could beat the next guy to the next light, or at the local drag strip winning your class for Top Eliminator. This was Mustang, Camaro, Firebird, and 鈥機uda territory, and on a lucky night, a really lucky night, an AMX or two.

That was the Eliminator鈥檚 problem. The interior was offered in 10 different colors. One of them was this black vinyl houndstooth. A Hurst shifter topped by a T-handle was standard with manual transmissions. Mercury鈥檚 top pony car had the right name but not the image. The 1970 Eliminator was Mercury鈥檚 last attempt at total performance with the Cougar. After that, the 1971 Cougar was restyled into the image of a pocket Thunderbird with the emphasis on luxury. To underscore this opulent image, in model year 1971, 97 percent of all Cougars were equipped with automatic transmissions, 75 percent had air conditioning, 80 percent had front disc brakes and 78 percent had tinted glass. If the saying 鈥渨ater finds its own level鈥?is a truism, then it鈥檚 safe to say the Cougar found its level in the personal luxury market. It was a market the Cat would successfully survive in for many years. The Competition Gold 1970 Cougar Eliminator shown here is one of the best in the country.