JonathanEzor
Well-Known Member
- First Name
- Jonathan
- Joined
- Sep 17, 2020
- Threads
- 28
- Messages
- 319
- Reaction score
- 472
- Location
- Long Island, NY
- Vehicles
- 2022 MME GT, Taurus, C-MAX Energi, Chrysler PacHy
- Thread starter
- #1
I've had my 2022 GT (non-PE) for two weeks, and am loving it (of course). Most of my driving has been either very local or a mix of local and highways, both in traffic and not. The official EPA range of the 2022 Mustang Mach-E GT is, per Ford, 270 miles, which corresponds (given the 91 kWh battery) to an average approx. mi/kWh of 2.97. My average for trips of any length is more like 3.5 mi/kWh, which would make my projected range more than 318 miles on a full charge, a 16+% improvement over EPA.
I suspect that, beyond the nicely warm weather that's probably at (if not a bit above) ideal battery conditions and staying largely on flat Long Island, what has most contributed to my efficient driving is having spent the past 7 years driving plug-in hybrids (a Ford C-MAX Energi and then a Chrysler Pacifica as my main vehicles) where keeping a very light foot to maintain highway cruising speed meant I could drive electric as much as possible, rather than causing the ICE to kick in to boost acceleration. I find myself keeping my MME in Unbridled mode, which allows me to feather the pedal to maintain good highway speed. I think Unbridled also helps efficiency by having stronger regen than do the other modes (I prefer not to drive with 1PD turned on), which again I'm used to managing coming from PHEVs. 7 years of getting Ford's braking scores in my C-MAX mean that I use the friction brakes as little as possible; there's that light foot again. I'm not hypermiling, and I typically drive in the left or center highway lanes. (I'll leave it to the imagination what my typical speed is, except to say that I prefer not to attract the attention of either frustrated drivers or police officers.)
I'll have to see what happens on longer, more mountainous trips, and certainly I don't expect this kind of efficiency come colder weather, but I have been *very* pleasantly surprised by how much projected range I have with this 480 HP beast. As is frequently the case with the MME, it seems that Ford has underpromised and overdelivered when it comes to the GT's range. {Jonathan}
I suspect that, beyond the nicely warm weather that's probably at (if not a bit above) ideal battery conditions and staying largely on flat Long Island, what has most contributed to my efficient driving is having spent the past 7 years driving plug-in hybrids (a Ford C-MAX Energi and then a Chrysler Pacifica as my main vehicles) where keeping a very light foot to maintain highway cruising speed meant I could drive electric as much as possible, rather than causing the ICE to kick in to boost acceleration. I find myself keeping my MME in Unbridled mode, which allows me to feather the pedal to maintain good highway speed. I think Unbridled also helps efficiency by having stronger regen than do the other modes (I prefer not to drive with 1PD turned on), which again I'm used to managing coming from PHEVs. 7 years of getting Ford's braking scores in my C-MAX mean that I use the friction brakes as little as possible; there's that light foot again. I'm not hypermiling, and I typically drive in the left or center highway lanes. (I'll leave it to the imagination what my typical speed is, except to say that I prefer not to attract the attention of either frustrated drivers or police officers.)
I'll have to see what happens on longer, more mountainous trips, and certainly I don't expect this kind of efficiency come colder weather, but I have been *very* pleasantly surprised by how much projected range I have with this 480 HP beast. As is frequently the case with the MME, it seems that Ford has underpromised and overdelivered when it comes to the GT's range. {Jonathan}
Sponsored