2019 Ford Mach E To Start Around $40,000

2019 Ford Mach E To Start Around $40,000

The Ford Mach E has been a bit controversial. At first, Ford wanted to call it the Mach 1 and that didn鈥檛 sit well with Ford鈥檚 legions of Mustang fans. Ford kept the Mach part of the name and switched the EV to the Mach E moniker. Some alleged details about the car have surfaced. Ford has said that the car is expected to have a driving range of 300 miles per charge. The assumption is that the battery pack will be about 100 kWh to reach that range. 40,000 when it lands. We reported in the past that the production version of the Mach E is expected to land in 2020 with a concept landing this year. While the Mach 1 name was dropped to sooth Mustang fans, Ford is going to tie the design of the EV to the Mustang with the 2021 Mach E having Mustang-inspired design cues. Reports indicate that the design will feature the classic Mustang three-bar taillights and a fastback roofline. Since the car is an EV, it has no grille up front but will reportedly have a pony on the grille area. All-wheel-drive is expected with a pair of motors with one in the front and one in the rear.

The goal here was to rid the tires of debris and to build a little heat into the tread. The cylinder head temperature gauge indicated roughly 160 degrees. I lined up into the groove, Pre-Staged, and stopped. As you probably know, the quickest e.t. I grabbed the brake with my left foot, eased the throttle up to 1,500 rpm with my right foot, and carefully inched forward using the brake until the Stage beam was barely on. The tree dropped and I let the Mustang go, swapping feet in a quick, smooth fashion. The Mustang drove away clean, without so much as a bark from the Michelin tires. It transferred weight, the rear planted, and the 5.0L Coyote started to dance. The 4.69:1 First gear got the engine into the peak rev range quickly and 7,500 rpm came up fast. The computer banged Second with a notable peal from the tires, and the ten-speed鈥檚 tight gear spreads kept the revs in the meat of the powerband the entire run.

Unlike older autos, there鈥檚 no bog after the shifts, in fact the engine never drops below 6,000 rpm. The GT just revs and shifts, revs and shifts, revs and shifts. On this pass, I crossed the stripe in Sixth gear at 11.947 seconds at 119.25 mph. Holy cow, an 11 on our first try, it was really that easy. Weather conditions were indeed favorable, I recorded 57 degrees, barometric pressure of 30.10, and the humidity was super low for Florida (even in December) at 26 percent. This equated to a Density Altitude of just a few feet above sea level. There was also a slight cross/tailwind, maybe 5-8 mph. The Mustang handled the 1,500-rpm launch well, so for the next pass I cranked it up to 2,000 rpm. I know the Coyote likes rpm off the line, and I speculated that an increase would drop our e.t. The 60-foot time was marginally better than the first run (1.905 to 1.903) but the 330-time improved from a 5.198 to a 5.157. Quarter-mile time subsequently dropped to 11.898 and our trap speed was 118.82 mph. Naturally, my next move was more rpm off the line.

I waited roughly 30 minutes between runs to ensure the engine temp remained consistent, so at 11:20 am I slipped behind the wheel and went for another pass. The Mustang was easy to hold at 2,000, but 2,200 rpm caused the rear tires to overcome the brakes. I felt them beginning to spin so I backed off to 2,100, and when the tree flashed I let it go. The extra rpm produced the best 60-foot time of the morning (1.892) and the best e.t.- 11.868 at 119.05 mph. This was getting interesting. Next, I tried another 2,200 launch, but I botched the launch ,so I idled down track and came back for another try. The result was a slower 11.941 at 118.70 mph, then I ran 11.934 at 118.86 mph. With the test session coming to a close, we had one more shot to improve. We let the engine cool until the gauge showed 140 degrees of cylinder head temperature, and I dropped the rear tire pressure to 26 psi for good measure.