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Long-distance commuter Rod Johnson was eager to test a pure electric vehicle and he finally got his chance. The Albertan, who lives in Olds and works in Calgary, drives close to 200 kilometres on an almost daily basis. Recently, Johnson plugged himself into the 2022 Mustang Mach-E and put Ford’s five-passenger all-electric crossover utility vehicle through its paces. “I wanted to experience an electric vehicle to discover what the differences are between it and a gas-powered automobile, and I was curious to know how it would handle and how it would behave,” he explains.
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium.
Ford first offered the Mach-E in 2021, and this is its second full year of production. Available in four models, from Select to GT Performance, Johnson’s tester was a Premium version with the optional extended-range 91 kWh battery and all-wheel drive, or eAWD as Ford calls it. Finished in Star White Metallic Tri-Coat, part of the $1,500 Ice White appearance package, Johnson’s Mach-E cost just a bit less than $77,000 including the $350 interior protection package, freight and PDI. According to the Mach-E specs, as equipped, Johnson’s vehicle has an estimated driving range of 446 kilometres. To replenish the battery, the charge port is capable of handling 120-volt, 240-volt or direct current fast charging. While Johnson has a 240-volt outlet in his garage, he could only use the 120-volt outlet at the time of his test.
Before getting to Johnson’s driving impressions, he discussed the Mach-E’s styling. “It’s incredible,” he offers. “(Ford) has made it look in profile like a fastback, but if you look closely at the roofline, there’s a black section that’s slightly taller and your eye is tricked because it follows the paint line. It’s a crossover that actually looked sporty.”
The Mach-E is quite a different vehicle than either of Johnson’s current drivers. He maintains a 2002 Honda Odyssey, and his regular commuting car is a 2006 Audi A3. “Both of those cars do have computers in them, but mostly for engine control,” he says, and adds, “All other driver interfaces are analog.”
So, prefaced by that, Johnson reports, “When describing the Mach-E, I really am coming at this from the analog world. And to me, the whole experience is different, right down to how you open the doors. You have to have the key in your pocket, or the Mach-E app on your phone, and the car ‘recognizes’ you as you approach.” From there, a white ring illuminates on the black door pillar, identifying the release button. Pressing the button pops open the door, and then a driver can pull it open.
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium.
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
The frunk of the 2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
Initerior view shown the panorama roof. Photo by Jim Wells/Postmedia
Charging port located above the driver’s side front wheel. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
2022 Ford Mach-E Premium. Photo by Jim Wells/Postmedia
“It wasn’t difficult to get comfortable in the driver’s seat,” Johnson says. “But once you’re in, you’re not really looking at a traditional dashboard. There is basic information such as speed displayed on a small screen, and there’s a much larger control screen in the centre console that allows you to customize various settings. There are criticisms I could make with the set up, but I’d only be criticizing the software. The hardware worked fine. The controls feel right, too, for example, when you go to turn on the signal light. The stalk responds nicely, and there’s no sponginess in its action.”
Johnson was impressed by the fit and finish of the Mach-E’s interior, and says, “The whole roof is glass, and it’s not claustrophobic at all. There’s plenty of cargo space, and the ‘frunk’ looks like it might take two suitcases.” As for the drive itself, Johnson says the Mach-E comes “dangerously close to behaving like a sports car. You wouldn’t take it to a racetrack, but there’s a level of performance that’s not to be laughed at.”
How did the Mach-E work for Johnson’s commuting chores? Without the 240-volt option at home, his overnight charging on 120-volts would add approximately 105 to 115 kilometres to his driving range. He also relied on one fast charging station, where he plugged in for 40 minutes and paid $12.87 to take the battery level from 52 per cent to 90 per cent.
During his test, Johnson drove the Mach-E a total of 788.7 kilometres in a number of different drive modes, including Engaged, Unbridled and Whisper. With the one fast charge and numerous 120-volt charges, he managed four trips between Calgary and Olds and other shorter commutes in both communities. The ‘fullest’ charge was 99 per cent with a range of 442 kilometres, while the ‘lowest’ charge was 22 per cent with a range of 90 kilometres. If the vehicle was his, he says, it would require him to plan his days differently.
“You have to allow time in your day for charging, and think about your trips and where you’re going,” he says. “I do see Teslas on the highway with commuters, and Albertans do seem to be choosing EVs as a viable option. I’d really like to have tested it in the dead of winter to see what that would do to the range, but basically, I do not think I am ready for a strictly electric vehicle yet. I do, however, like the idea of hybrids and plug-in hybrids.”
Johnson concludes, “At the end of the test, when I got back in my Audi, I felt a sense of relief not to be concerned about range. I suspect for a family living in the city or someone with a shorter commute, the EV makes sense and the Mach-E hits a great balance between practicality and performance.
“I would recommend one, for sure.”
The Numbers
788.7 km travelled
15:40:16 hours of driving
20.0 kwh/100km – Average consumption
How the power was consumed:
5 per cent Climate use
91 per cent Driving
3 per cent Accessory
1 per cent External Temperature
The Notes
Rod jotted down some thoughts on specific aspects of the Mach-E:
Adaptive Cruise control – Like. Especially sensing speed zones and accelerating or decelerating accordingly.
Speed limit assist – Okay. Can set as strict or liberal as you desire.
Lane keep assist – Like it on multi-lane divided highways, but not on single lane highways. Pulls to centre line.
Pre-collision – Do not like at all. Do not trust it found too unreliable. Fear rear end collision. Disabled.
Blind spot Info System – Helpful.
Cross-Traffic Alert – Quite helpful indicating traffic or pedestrians when reversing.
Reverse brake assist – Could be helpful but did not employ or engage.
Driver Alert – Helpful if driver is getting drowsy.
Rod in the cabin of the 2022 Ford Mach-E Premium. CREDIT: Jim Wells/Postmedia Photo by Jim Wells/Postmedia
DRIVER’S JOURNAL
DAY 1
Noticed how quiet the cabin is, shielding road noise, and of course, the electric motor is quieter. Spent some time configuring the vehicle settings. Took a bit to get used to one pedal driving. Also, found lane keep assist helpful on divided multi-lane highways, but was fighting it on single lane highways since it wanted to hug the centre line and I wanted to be closer to the shoulder. Eventually turned it off.
DAY 2
Drove to work in “Unbridled” driving mode and found it very responsive. Acceleration is incredible. Ride and handling is more car like due to the lower centre of gravity with this crossover. Enjoyed using the adaptive cruise control. For a short time on the QEII I was able to enjoy “hands-free” driving (Ford calls this BlueCruise, and says it is a ‘hands-off, eyes on’ feature that only works on certain multi-lane divided highways referred to as Blue Zones). I liked how the cruise control went from 50 km/h to 70 km/h, and finally to 100 km/h with the camera “reading” the speed limit and adjusting accordingly.
DAY 3
Ran some errands around town in the morning (9.9 km w/5 stops). Really like the one pedal driving in town.
DAY 4
I did not drive the Mach-E today but plugged it in and started charging the vehicle from home.
DAY 5
Short errand in town, then drove to Didsbury for a funeral and back. It was raining and I appreciated the rain-sensing wipers.
DAY 6
Took my sister-in-law and my wife for a drive to see the fall colours. My sister-in-law has mobility challenges yet found the vehicle easy to get in and out of. My wife felt very comfortable in the back seat noticing good air circulation and enjoying the glass roof that makes it feel more spacious. My sister-in-law’s evaluation of the vehicle can be summed up with her statement; “I like it more than I want to.” In other words, for a traditional rural Albertan, proud of our energy sector that employees her husband, it is hard to embrace electric vehicles and all that entails.
DAYS 7-8
Drove to work and enjoyed the hands-free driving on the QEII once it became three lanes. The adaptive cruise worked well for sensing construction zones, slowing down to the posted speed. Later drove home in Unbridled mode, a little livelier though traffic prevented too much sportiness. Again, enjoyed the adaptive cruise which observed speed zone changes. Accelerated briskly from lights and stop signs. Last day, drove in Engaged mode from Olds to Calgary. Used the adaptive cruise in town and experienced it coming to a complete stop behind a vehicle at the traffic lights and resume once the light turned green. Turned in the vehicle today and as I drove away in my car, I asked myself what was different? There were a lot of things different, but it boiled down to one word – feedback. When I accelerate in my car, I hear the engine, I feel the road through the steering wheel and suspension. The Mach-E with its lane keep assist, controls the wheel for you, acceleration is silent, and the vehicle isolates you from the road surface and from road noise. Though this isn’t necessarily a bad thing, it is different and not what some enthusiast drivers would want.
Keyword: Reader Review: 2022 Ford Mustang Mach-E Premium