Bodystyle, dimensions and technical details

Most go-faster Ford ST and RS models are developed in Europe by the Ford Performance engineering team, but the Ford Mustang Mach-E GT, like other Ford Mustang Mach-Es, was engineered and developed chiefly in the US.

It’s built in Ford’s assembly plant in Cuautitlán, Mexico, and it’s based on a model architecture that Ford calls its ‘Global Electrified 1’ platform, although it’s actually a modified version of the C2 platform that underpins the Ford Focus and Ford Kuga.

The door handles are actually micro-switch buttons that actuate a release mechanism that pops the door open. But the only thing to really grab onto is on the frame of the front doors, so it feels like you’re risking trapping your fingers when you get into the back.

The Mach-E’s mechanical layout, however, is nothing like either of those combustion-engined relations. The GT version, like other AWD Mach-Es, has a permanent magnet synchronous motor at each axle but, unlike less powerful AWD derivatives, the GT uses the same high-output drive motor at each end – and they’re the ones that, in rear- drive models, produce up to 290bhp.

Those motors draw power from the same lithium ion battery that any Extended Range Mach-E uses. It’s carried under the full length of the cabin floor but within the car’s wheelbase and has 99kWh of installed capacity.

And so, no doubt limited more by the peak output of the battery than their own potential, those motors produce a combined 480bhp here in the GT, and an even more serious-sounding 634lb ft.

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The car is claimed to weigh 2198kg in running order, and our test car was exactly 100kg heavier still on the scales – and therefore more than 300kg heavier than the two-motor Tesla Model Y tested last month, which is something we can’t applaud.

The car uses specially tuned coil springs and anti-roll bars and gets Magneride adaptive dampers to help rein in its mass on the move. Its axles (struts at the front, multiple links at the rear) are only a few millimetres wider of track than those of any other Mach-E, though, as a result of those wider 20in alloy wheels, and the car rides only 11mm closer to the road.

Pirelli P Zero Elect tyres juggle grip against low rolling resistance. As on other Mach-Es, torque vectoring is exclusively electronic and by the braking of an unloaded inside wheel, although Ford says the car’s two- motor driveline biases up to 70% of torque to the rear wheels when in its most dynamic drive setting.