Specs Comparison: Ford Mustang Mach-E vs Tesla Model Y and Model 3

The Ford Mustang Mach-E has been let loose, expanding the legendary pony car nameplate with a performance-oriented electric crossover. It comes out the gate sprinting, chasing toward rivals that thousands have already placed bets on: The Tesla Model 3 and Model Y. Ford’s foray seems directly targeted at Tesla’s midsize sedan and upcoming crossover, with similar dimensions, performance, styling, and pricing. Let’s leave aside philosophical discussions on whether the Mach-E is truly a Mustang and focus on the facts as we compare it against the Tesla twins.

Size
Line up the cars up side by side and the differences become clear. The Mach-E’s 186-inch-long body rides on a 117-inch wheelbase, a bit more than the Model 3’s 184.8-inch length and 113.2-inch wheelbase. The Tesla is broader-shouldered, however, measuring 76.1 inches across with the mirrors folded to the Ford’s 74-inch width. Given the Model 3’s more traditional sedan shape its lower roof height is no surprise, coming in at 56.8 inches tall versus 63 inches for the crossover Mustang. Despite that, ride height is similar between the Model 3 and Mach-E. It’s 5.5 inches for the Tesla and 5.7 inches for the Ford, although that drops to 5.3 inches for the Mach-E GT. While Tesla has not yet publicized dimensions for the Model Y, we expect them to be similar to the Model 3 (other than height) given their shared platform.
Climb inside and the differences continue. With the standard solid roof, the Mach-E offers 38.8 inches of front-seat and 38.3 inches of rear-seat headroom; opting for the panoramic glass roof nudges it up to 40.5 inches and 39.3 inches, respectively. Despite its height, the Model 3 offers similar headroom, likely owed to a lower hip point: 39.6 inches front and 37.7 inches rear with the standard roof, or 40.3 inches and 37.7 inches with the optional glass roof. The Model 3 seems better for long-legged drivers, considering its 42.7 inches of legroom up front to the Mach-E’s 41.7. Rear passengers, however, have more space in the Mustang, with 38.1 inches to the Model 3’s 35.2 inches. Again, it’s unknown how the Model Y’s inside space will compare, but it will crucially be available with a third row, which the Mustang doesn’t have and seems unlikely to gain.

Practicality and cargo volume is one area where the Mach-E has the Model 3 beat. With its bigger body, the Ford has 29 cubic feet of volume behind the second row, and 59.6 cubic feet with those seats folded. Its 4.8-cubic-foot frunk boosts space a bit further; it appears that cargo volume is not diminished on dual-motor models. Meanwhile, Tesla states the Model 3 has 15 cubic feet of luggage capacity, but does not specify how that’s split between the trunk and frunk. Tesla has said the Model Y will have 66 cubic feet of cargo capacity, presumably with the rear seats folded.
Performance
Ford, like Tesla, will offer its vehicle in varied drivetrain and performance configurations. The entry-level standard-range Mach-E will be rear-wheel-drive, powered by a 75.7-kilowatt-hour battery returning about 255 hp and 306 lb-ft of torque. It should be able to sprint from 0-60 mph in the low six-second range, and travel about 230 miles between charges. Meanwhile, the standard rear-wheel-drive Model 3 and Model Y use an approximately 50-kW-hr battery for some 283 hp and 307 lb-ft of torque, with a 0-60 time in the mid-five-second range.
Next up, the standard-range all-wheel-drive Mach-E will use that 75.7-kW-hr battery to produce 255 hp and 417 lb-ft of torque. That should let it reach 60 mph in the mid-five-second range, although driving distance is reduced to about 210 miles. However, to get all-wheel drive on either Tesla, the long-range 75-kW-hr battery must be optioned, for 346 hp and 376 lb-ft of torque. We tested it hitting 60 in just 4.0 seconds, and it can cover a comparatively huge 310 miles before recharging. Tesla estimates the Model Y in this drivetrain configuration will scoot to 60 mph in 4.8 seconds and have a 280-mile range. However, extended-range Mach-E models will use a 98.8-kW-hr battery pack. Rear-drive versions will have about 282 hp and 306 lb-ft of torque, for a 0-60 time in the mid sixes and range of 300 miles. All-wheel drive changes those figures to 332 hp and 417 lb-ft, 0-60 in the mid fives, and a range of about 270 miles.

Most exciting (to us, at least) are the enthusiast-oriented range-toppers for each model. That means GT spec for the Mach-E, which will be exclusively available in all-wheel drive with the 98.8-kW-hr battery pack. In this tune it’ll be rated at about 459 hp and 612 lb-ft of torque, launching from 0-60 mph in the mid-three-second range on a charge good for about 235 miles. Meanwhile, the Tesla Model 3 Dual Motor Performance again features an approximately 75-kW-hr battery pack, resulting in 450 hp and 471 lb-ft. We launched it to 60 mph in a scant 3.2 seconds, and Tesla rates its range at 310 miles. The Model Y Dual Motor Performance should reach 60 mph in about 3.5 seconds, and cover about 280 miles on a charge.
In terms of recharging, the Mach-E’s basic trim will support up to 115 kW DC fast-charging capabilities, while all other trims can take up to 150 kW. Ford says that’s good for 47 miles of range in 10 minutes on extended-range rear-wheel-drive models. Meanwhile, Tesla’s V3 Superchargers can peak at 250 kW of charging power, theoretically good for about 170 miles in 15 minutes on Model 3 and Model Y. In our experience, though, that comes with some caveats.
Styling
Ford successfully integrated key elements of classic Mustang design into the Mach-E. Triple-element head- and taillights, bulging rear haunches, and somewhat hexagonal grilles are clear parallels between the Mach-E and Mustang coupe that signify them as members of the same family. The Model 3 and Model Y were largely clean-sheet designs, but side-by-side they look nearly identical save for the difference in height. However, the look is a bit more elegant and less aggressive than the muscle-car-mimicking Mach-E.

Inside the Mach-E, we again find modernized Mustang design cues, but it must be said that there appears to be a good amount of Tesla inspiration. The dual-hump dashboard shaping is pure Mustang, but laying out the air vents in a single, horizontal row looks suspiciously similar to Tesla’s. What’s more, the massive 15.5-inch digital display mounted in the middle seems to be taken straight out of Tesla’s playbook—and, for good measure, is a half-inch bigger than what’s available in the Model 3 or Y. However, Ford seems to have addressed an ergonomic complaint often levied at the Tesla duo by placing a smaller display behind the steering wheel. Beyond those, though, the Mach-E mostly takes its own approach to the styling and detailing on the center console, door cards, and seats. But as always, which design is more successful is of course in the eye of the beholder.
Price
The fact that Ford hasn’t sold many all-electric vehicles is beneficial to consumers from a pricing perspective. That’s because the Mach-E should be eligible for up to $7,500 in federal tax credits, which Ford can apply to the first 200,000 electric vehicles it sells. An entry-level Mustang Mach-E has an estimated starting price of $43,895, which drops to $36,395 when the credit is applied. Opting for the all-wheel drive setup adds $2,700, while the extended range battery puts $5,000 on top of that. Topping the range is the GT, which should start at around $60,500, about the same price as a GT350, but that drops to $53,000 after the tax credit.
Tesla has sold exponentially more electric vehicles than Ford, and as such its tax credits are expiring; at time of writing Model 3 customers can claim $1,875 in credits if they take delivery of their vehicle by the end of 2019. That has an impact on the price of the Model 3, which in its most basic form can be had for about $37,000. Otherwise, Tesla lists the starting purchase price for the Model 3 Standard Range Plus at $39,490, the Dual Motor Long Range at $48,490, and the Dual Motor Performance at $56,990. For the Model Y, starting purchase price is $48,000 for the Dual Motor Long Range, $52,000 for the all-wheel drive long range, and $61,000 for the Dual Motor Performance model. As Tesla’s tax credits have nearly run dry, the Model Y won’t be eligible for any by the time it comes to market.
How drivers will end up buying any of these electric vehicles remains to be seen. Some might appreciate Tesla’s status as an upstart industry disruptor; others will prefer Ford’s proven legacy as a manufacturer. Many will appreciate the Model 3 and Model Y’s clean, sleek styling; perhaps as many will be drawn to the Mach-E’s bolder, more muscular sheetmetal. It’s fair to assume that all, though, will be enamored by the fuel-free lifestyle and electrifying performance any might offer. Count on MotorTrend to get them lined up for some instrumented testing at the first opportunity.

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