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Engine options, speed, acceleration and refinement

The Mach-E’s three driving modes culminate in ‘Untamed’, which feels very much like its selection via the central touchscreen should be accompanied by a gruff, gladiatorial-sounding voiceover in an American accent.

It doesn’t liberate any extra power from the rear-mounted electric motor but it does trim the damping effect on the accelerator, making it pleasingly responsive, although still not hair-trigger sharp in the fashion Tesla prefers.

The Mach-E’s dynamics are good compared with that of others EVs, if not other Fords. Some of that comes at the expense of the AWD model’s more potent performance

The Mach-E also gives the driver the option of having a simulated driving sound pumped into the cabin, and Ford’s choice of tone is similar to that of the bassy Porsche Taycan, only with a burbling edge to it.

It’s not a noise the car does much to underscore in terms of raw performance. On a damp mile straight at Millbrook, our test car recorded a 0-60mph time of only 6.8sec, even though the conditions seemed to have no effect on the rear axle’s ability to get its power down cleanly. That time is only two-tenths quicker than we recorded with the thoroughly unsporting VW ID 3, and while usefully quick, the Mach-E never achieves a level of acceleration even in the vicinity of what you might call ‘exciting’. That kind of pace is reserved for the AWD Mach-E, which is claimed to haul itself to 60mph in five seconds dead, making it competitive with the Polestar 2 and Tesla Model 3.

Our RWD Mach-E is more convincing once up and running, when the accelerator response feels intuitively tuned (certainly more so than that of the springy brake pedal, which appears overly sensitive at first but then needs more force than you’re expecting to have to deploy) and the motor provides sufficient propulsion for effortless overtakes.


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Accelerating from 30mph to 70mph, the Mach-E is only half a second or so slower than the Toyota GR Yaris, which has an infinitely more impressive power- to-weight ratio. There’s also enough torque to ensure you think about how early you can deploy the majority of it on the exits of tighter corners, and the Mach-E certainly isn’t one of those cars whose chassis easily has the better of the powertrain.