Electric vehicle fans are waiting in anticipation for their new all-electric Mustang Mach-E vehicles to arrive. Depending on which version of the electric car fans preordered, they could still be waiting a long time before the vehicle turns up. However, Ford is letting Mach-E customers begin their personalization of the EV using the new Remote Vehicle Setup app from a … Continue reading
The automaker's new Remote Vehicle Setup allows you to easily personalize this all-electric pony from your smartphone or computer.
Photo by Sean O’Kane / The Verge Ford’s first electric vehicle of consequence, the Mustang Mach-E SUV, will start arriving at dealerships at the end of the year. But before customers begin driving off with their new EV, the automaker wants to let them start tinkering with their personal profiles. Because everything these days, even driving a car, requires some level of online registration. At least 3-4 weeks before they take delivery of their vehicle, Mach-E customers can create a personal profile, input their home address and other important locations, familiarize themselves with nearby charging stations, and setup climate controls and other amenities. That way, when they finally accept delivery of their Mach-E, all those preferences will be available and ready to go... Continue reading…
As people say “future is not in your hands”, seems like Ford’s engineers have taken this seriously built something extra-ordinary which will take your breath and hands away.The future and scope of technology are vast, driving a vehicle without using your hands is stunning.Let’s learn what’s this hands-free driving technology is all-about.The existing Ford vehicle comes with the Co-Pilot 360 driver-assistance package which has been upgraded in the 2021 Ford Mustang Mach-E.The Hands-Free technology will be available on the roads of the USA and Canada.Read more about this automotive cars Mustang Mach-E at https://allcarsales.com/2021-for-mustang-mach-e/
The track, called New Breed, takes the various electronic sounds that Ford crafted for the Mach-E and makes them into music.
Or if you have the Mustang Mach-E, the system will find the charging stations with the cheapest rates.
Aviar Motors is a Russian electric-vehicle startup that's building what it calls the "quickest muscle car on the road." The R67, as it's called, sports a carbon-fiber body that looks just like a late-1960s Mustang.  Behind that retro facade, however, you'll find the electric motors, gearboxes, and battery of a Tesla Model S.  Aviar says the R67 has 840 horsepower, a range of 315 miles, and a ridiculous 0-to-62-mph time of 2.2 seconds.  Visit Business Insider's homepage for more stories. Drivers in the market for a quick electric car with a Mustang badge can get one straight from the manufacturer in the form of the 2021 Ford Mustang Mach-E crossover. But if you're looking for a battery-powered sports car that's a bit more true to the original Mustangs of the 1960s, one electric-vehicle startup may have your answer. Aviar Motors, a Russian company, is developing a two-seater that fits that exact niche. Dubbed the R67, the car blends old-school looks with modern technology and performance. It bears an uncanny resemblance to the 1967 Mustang fastback, but shares nearly all of its guts with the Tesla Model S.  Promising 840 horsepower and a 0-to-62-mph time of 2.2 seconds, Aviar claims its R67 will be the "quickest muscle car on the road." We'll have to wait and see just how quick the R67 truly is, but for now, you can learn a bit more about it below.Russia-based Aviar Motors is developing what it claims to be "the quickest muscle car on the road," and it may just be the perfect set of wheels for lovers of both classic muscle and cutting-edge electric vehicles. The retro-looking R67 brings together timeless, mid-century automotive design with modern electric performance — and that's precisely the point. According to Aleksey Rachev, Aviar's founder, the company "tried to catch the spirit of the legendary cars of the '60s and rethink it in a modern way." In that pursuit, Aviar has essentially designed what looks like a 1960s muscle car and plopped it onto a Tesla platform. With its tri-bar tail lights and muscular design, the R67's carbon-fiber body is unmistakably modeled off of 1967 Mustang fastback. Inside, however, the car shares a lot with a Model S. The R67’s 100-kWh battery, motors, gearbox, suspension, and electronics are all built by Tesla. Its 17-inch touchscreen appears straight off of a Model S, and its pop-out door handles look that way as well. Aviar fitted one motor to each axle, giving the muscle car all-wheel drive. Thanks to that Tesla powertrain, Aviar claims the R67 has 840 horsepower and hits 62 mph in 2.2 seconds. That would make it quicker to 60 mph than the Model S on which it's based. Aviar says the car tops out at roughly 155 mph and travels right around 315 miles on a charge. And, since the R67 is essentially a Model S in disguise, drivers will be able to charge up their R67 using Tesla's Supercharger network. To better mimic the experience of driving a classic Mustang, Aviar included an external sound system that "simulates the operation of the classic V8 engine." The car also rides on adaptive air suspension and boasts an integrated spoiler that pops up at 75 mph. Plus, the R67 will come equipped with Tesla's Autopilot driver-assistance system … … and plenty of other conveniences you wouldn't find in a classic muscle car, such as dual-zone climate control, a backup camera, and WiFi. There's no word yet as to a release date or pricing, but it's safe to say that a Model S would likely be the cheaper option.
ChargePoint, which claims to be the largest operator of electric vehicle charging stations, announced a $127 million funding round in July.  CEO Pasquale Romano said that the funding will be used to invest in European operations, product development, and the company's fleet business, which has seen unexpected growth.  Romano also said the company's business model of independently owned stations will soon be the standard.  "We're not dependent on any one auto OEM, or any battery chemistry or anything like that," he says of the company's network that spans North America and Europe.  Visit Business Insider's homepage for more stories. Battery-electric vehicles might make up barely 1% of the U.S. new car market right now, but the expectations are that sales will grow exponentially this coming decade. Automakers are investing tens of billions in new products like the Tesla Model Y, the Cadillac Lyriq, the Ford Mustang Mach-E and the Volkswagen ID.4. But, hoping to solve the chicken-and-egg problem, there's plenty of money going into the public charging infrastructure, as well. Late last month, General Motors announced it was teaming up with EVgo to triple the number of public chargers that company operates. Days later, charging network company ChargePoint secured $127 million in new funding, one of the largest investments it has yet lined up, to boost its own charger roll-out. These developments should make owning and operating an electric vehicle far more attractive to both consumers and fleet operators, according to Pasquale "Pat" Romano, president and CEO of California-based ChargePoint, which bills itself as the largest operator of independently owned charging stations. He spoke with Business Insider about his company's plans and the future of the EV market. Portions of this interview have been edited for clarity and brevity. Business Insider: This is a pretty big round of funding, one of your largest, isn't it? Romano: It's about half the size of our last round, but it means we've raised about $667 million to date over 13 years, most of it in the last four years. That says investor confidence in the segment is going up. BI: It seems to be happening as a lot more automakers are getting out there with new EV products – and as your competitors are also raising more money. Romano: I don't if you'd call it a groundswell, but there seems to be a perception that what we're chasing after isn't tilting at windmills, a dream that may never come true. This seems to suggest people are taking (the EV market) seriously. Even 13 years ago we were very confident this was going to happen. It just took the rest of the world time to see the evidence. The thing about ChargePoint is we're now almost an index fund for the electrification of mobility because we're broadly exposed to the whole market. BI: What do you mean? Romano: We're not dependent on any one auto OEM, or any battery chemistry or anything like that. We're in every segment. We do home, multi-family, workplace, retail, hospitality, airports, parking operations, highway fast-charge fleets, and we do it in Europe and North America, so we're as broadly exposed as you could get. BI: The EV market is still small, though, barely 1% of overall U.S. sales, but you've said before that you think we're closing in on the tipping point, and that growth will come faster than many people expect. Romano: Yeah, you're seeing that. I think Tesla has gone a long way to setting up in the consumer's mind that electric transportation is actually superior. It's a better way to drive, even if it weren't less expensive. And it's cool. (But) up til now, the market has been vehicle/make/model limited, meaning that while a lot of consumers had the desire to buy electric they couldn't find a car in their price range that fit their lifestyle.  Now, you're starting to see some significant battery-electric vehicles with good features targeting the mainstream and, as that happens, you're going to see a massive uptake of those vehicles. BI: Many people point to the lack of a public charging infrastructure equivalent in size to today's gas refueling network. But is that really necessary? Romano: Most of the gas stations out there won't…have a purpose, unless you're talking long-haul corridors where you are driving, say, between cities, or on your way to a vacation destination. Those are the only times you're going to go to a (public) location to charge your vehicle. Most of the time you're going to (charge) at home and at work, and maybe when you're shopping or at a movie. BI: What about for apartment dwellers who might not have access to home charging? That was a target that General Motors CEO Mary Barra said she was looking at with GM's new deal with EVgo. Romano: You may have some major cities where that's the case, but I think it will become a required amenity to have charging in the parking lots in apartment buildings. Where it may be needed is with ride hailing services that have to charge up frequently. It's the long-haul network that's different. You have to be able to prove to someone they can drive for vacation, even if they do it infrequently, get a charge on the way, so they don't have to own multiple vehicles or rent a car. People buy vehicles based on their most infrequent use case, to make sure it will handle everything. BI: ChargePoint is different from some companies because you don't really care if you provide a charger for home, office or a quick-charge station, do you? Romano: We're very different from companies that sells energy to a driver. We just want to put more chargers in. We consider companies like EVgo or Electrify America potential customers. Right now we have 115,000 places to charge publicly, if you include workplaces. BI: While much of the conversation focuses on retail automotive buyers, there's a lot of growth on the commercial fleet side, isn't there? Romano: We just did an announcement with the National Association of Truck Stop Operators. (ED: the $1 billion project aims to put chargers in at 4,000 U.S. truck stops and travel plazas.) Some of the latest round of fundraising will be used to address increasing demand in Europe and to accelerate some product development. But also to address the fleet portion of our business that's growing faster than we originally expected. The different between a fleet customer and a consumer is that fleet buyers are completely unemotional There's no fashion or lifestyle to their choice. They have a particular need in very controlled environments. They know, very predictably, what the route mileage is, so they know what the cost structure is and they're going electric because it's so economically advantageous. BI: We're seeing all the major truck companies, as well as car companies like GM and Ford, bringing out electric trucks and vans. Romano: My prediction is that while this is starting later due to vehicle availability, (fleets) will fully electrify faster. The pandemic has actually accelerated fleet operators' consideration of going electric. The decline of traditional brick-and-mortar retail raises the urgency of the logistics providers and makes them all the more want to go electric.Join the conversation about this story » NOW WATCH: What makes 'Parasite' so shocking is the twist that happens in a 10-minute sequence
This article was originally published by Michael Coates on Clean Fleet Report, a publication that gives its readers the information they need to move to cars and trucks with best fuel economy, including electric cars, fuel cells, plug-in hybrids, hybrids and advanced diesel and gasoline engines. Ford is clearly focused on not just producing an electric car that is designed for calm commutes and hands-free driving, but delivering some excitement along with the electricity. Enter the all-electric Mustang Mach-E 1400 – a one-of-a-kind prototype developed in collaboration with RTR Vehicles to demonstrate the performance possibilities of electric propulsion. Add five motors… This story continues at The Next Web
The final Fusion left the assembly line on July 31, meaning Ford no longer builds a sedan for America.
This one-off EV features seven electric motors and 2,300lbs of downforce.
More cars could get new features, like advanced driver assistance and infotainment systems, through OTA updates rather than forcing drivers to trade in for a new model, as automotive suppliers double-down on the idea of the modern vehicle being a computer on wheels. Automotive supplier Bosch has announced it’s pulling down the walls between some of its biggest divisions, aiming … Continue reading
The Mustang Mach-E isn’t even at dealerships yet, but that hasn’t stopped Ford Performance and RTR from turning the EV into a seven motor, 1,400 horsepower race and drift beast. The Mustang Mach-E 1400 starts out with the body of the upcoming Mustang Mach-E GT, but then Ford’s engineers along with motorsports icon Vaughn Gittin Jr. lay on the power … Continue reading
The go-to guy for fun takes a turn at the wheel of Ford's electric crossover, pitting it against a few of the greats in their gas-powered specialty Mustangs.
Ford Performance has worked with RTR Vehicles to create a Mustang Mach-E that cranks out 1,400 all-electric horsepower. The Mustang Mach-E 1400 is a one-off prototype that has seven motors and can drift as well as it drag races. Mark Rushbrook, Motorsports Director for Ford Performance, talked to Business Insider about the insane machine. Visit Business Insider's homepage for more stories. "It's big number," Mark Rushbrook, the Motorsports Director for Ford's Performance division, said. You could accuse him of understatement. He was talking about a one-off prototype of the Mustang Mach-E. When the all-electric vehicle was revealed last year, extending the Mustang brand for the first time since 1965, models started at 266 horsepower and moved up to 459 horsepower, depending in configuration. The Mustang Mach-E 1400, however, lives up to its name: it generates a staggering 1,400 horsepower. A big number, indeed.  "We wanted to push the boundaries of engineering," Rushbrook said in an interview with Insider. FOLLOW US: On Facebook for more car and transportation content! The all-electric Mustang Mach-E arrived in 2019 The vehicle was launched with much fanfare in late 2019, with plans to bring it to market in late 2020. The coronavirus pandemic has threatened Ford's scheduling, but consumers have still been placing $500 order reservations.  The Mach-E will be available in three trim levels, with both rear-wheel and all-wheel-drive choices.  The Mustang Mach-E takes the basic Mach-E to a whole new level "As it sits right now, it's a one off," Rushbrook said. "We built it without considering a specific racing series." He added that the Mach-E 1400 is "more of a blank canvas — to show what the new platform is capable of." Engineers were impressed with the basics that they started with, as they developed a bespoke powertrain. For example, while the top-spec GT trim level (due to arrive in 2021) has two electric motors, the 1400 has ... seven. "The battery is nice and low, and that helps handling," Rushbrook said. "The architecture and the car's bones are very much performance-oriented. We wanted to take that to the next level." The Mach-E 1400 wasn't designed to be simply a straight-line-fast drag racer According to Rushbrook, Ford Performance decided to make the car an all-around athlete, able to blast down a drag strip, but also drift in a plume of tire smoke — and tackle something like the road course at Daytona International Speedway in Florida, host of the annual Rolex 24 endurance race. "Performing at all levels required the powertrain to [produce] high torque, and the tires had to have grip," he added.  Enter the team that developed the wizardly aerodynamics on the Ford GT supercar, the racing version of which won the 24 Hours of Le Mans in its class in 2016. These engineers were able to reduce drag and create 2,300 lbs. of downforce, to keep the Mach-E 1400 stuck to the tarmac — at 160 mph! 10,000 hours of collaborative work to develop an electric beast that can do it all Ford said that Mach-E 1400 could be used for drifting and for competition on different track setups.  "Power delivery can be split evenly between front and rear, or completely to one or the other," the carmaker revealed in a statement. Ford added that the car has a "56.8-kilowatt-hour battery made up of nickel manganese cobalt pouch cells for ultra-high performance and high discharge rate." Heat is the enemy of electric cars, and high-performance EVs are notorious for giving out after brief stints of speed. But Ford said the Mach-E 1400's "battery system is designed to be cooled during charging, decreasing the time needed between runs." Ford Performance developed the Mustang Mach-E 1400 with RTR Vehicles, known for its Mustang mods Rushbrook is no stranger to Mustangs. He oversaw the 2005 redesign of the icon, its fifth generation. "I thought that was the pinnacle," Rushbrook said of a job that tends to be extremely coveted at Ford. Little did he know that fresh challenges were ahead. Not to mention opportunities for understatement, like what he has here with the Mach-E 1400. "I'm a very fortunate person," he said.
Images: Ford Performance About a year ago, before the Mustang Mach-E broke cover, Ford’s motorsports division quietly started work on something outrageous: a one-off version of the electric vehicle that makes 1,400 horsepower. Now, the company is showing it off for the first time. Dubbed the Mustang Mach-E 1400, it’s a wicked-looking three-seater demonstration car that screams like a banshee and smokes tires like they’re kindling. Equipped with a massive rear wing, aerodynamic bodywork, and seven — yes, seven — electric motors, the Mustang Mach-E 1400 has a top speed of around 160 miles per hour. It can presumably reach that speed in very quick fashion, though Ford says it hasn’t yet benchmarked a 0-60 mph or quarter-mile time. Powered by seven — yes, seven —... Continue reading…
Ford CEO Jim Hackett has faced steady criticism since he took over at the automaker in 2017. Hackett is a staunch proponent of "design thinking," and the first Ford vehicles shaped by that process are starting to come to market. The best example is the all-new Bronco SUV, which debuted last week after years of anticipation — and racked up so many reservations that it briefly crashed the pre-order website. Ford has challenges ahead, as it emerges from the COVID-19 pandemic and a near total shutdown of its manufacturing operations. But Hackett's vision for the company is finally showing results and shaping the future of the 117-year-old automaker. Visit Business Insider's homepage for more stories. When nobody was looking, Ford CEO Jim Hackett quietly got on a roll. Don't worry if you didn't notice. The drumbeat of negative news around Ford, centering on its stock price — down 33% of the past 12 months, and 42% since Hackett took over in 2017 — has been loud. Adding to the din was a $11 billion restructuring effort, a credit-rating downgrade by both Moody's and S&P in March, the retirement of longtime product czar Joe Hinrichs in February, an awkward launch of the new Explorer SUV last year, and, of course, the complete shutdown of the carmaker's global operations during the early stages of the COVID-19 pandemic. Hackett had already spent a few years in the wringer, but it was starting to look like the wringer was getting worse. The ascension of Jim Farley to chief operating officer got the industry chattering about succession plans. But this is the car business. And despite the cancellation of the Detroit auto show in June and the sacrifice of Ford's hometown showcase, despite much of the company laboring from home offices and simply trying to relax in Michigan backyards while the factories were idled, despite the 117-year-old automaker rapidly pivoting to manufacturing ventilators with GE Healthcare, despite a fairly grim financial outlook offered after first-quarter earnings hit, Hackett had product. And when it comes to the car business, product conquers all. A new F-150 pickup, and an all-new Bronco And with Ford, the product speaks for itself. First up was the all-new F-150, the 14th generation of a pickup truck that's been America's bestselling vehicle since the first Reagan administration. Remarkably, the new F-150 and the approximately 1 million in annual vehicle sales the broader F-Series should bring in for Ford was merely the stage-setting for the marquee event: the unveiling of the new Bronco SUV, a nameplate that lay dormant since 1996. The all-online and all-broadcast Bronco reveal, undertaken last week in partnership with Disney, provided Ford with its first opportunity to break the internet. Customers rushed to secure $100 Bronco reservations and briefly crashed the website, an indication that Ford had hit a grand slam. And Hackett knew it was coming. His guiding leadership philosophy has empowered him to be optimistic. "I could say with extreme confidence that this was going to work," he said in an interview with Business Insider as the Bronco reservations were still rolling in, two days after the SUV's unveiling. "To a fault," he added, suggesting that supporters and critics alike would think he was arrogant. "I feel a quiet sense of satisfaction that people hung in there with me," he said. It wasn't easy. When Ford reported a solid annual profit for 2017, Hackett — then less than a year on the job after taking over from Mark Fields the previous spring — had to contend with aggressive questions from Wall Street. "This is the time," Morgan Stanley analyst Adam Jonas insisted on a conference call in January of 2018, before stressing that Hackett needed to provide more detail on what the CEO had termed a "redesign" of Ford's competitive fitness. "That's a problem, Jim," Jonas said. Hackett wasn't flustered. Because he'd been there already. When he served as CEO of office-space designer Steelcase, starting in 1994 when he was just 39, he encountered similar skepticism. But he didn't just win over critics; by investing in California-based design firm IDEO in 1996, Hackett reinvented Steelcase to focus on innovative, "human-centric" design and a process known as "design thinking." The undertaking brought Hackett into the orbit of Silicon Valley legends, including Steve Jobs, and made the modest Midwesterner an unlikely renegade in the business world: a successful CEO who wasn't afraid of out-there concepts. In a simplified sense, design thinking is about considering opportunities to innovate with product or services in terms of the entire context in which the innovation could occur. For Ford designers, this meant getting away from slick, traditional rendering of the next vehicle and instead creating storyboards to develop narratives around how the SUV could actually be used. IDEO's application was noted for its embrace of empathy as a key aspect of the process — a consideration of the psychology of users.  The design thinker takes over in Detroit Hackett added an unusual personality type to the trio of "Big Three" Detroit automaker CEOs when Ford Chairman Bill Ford, the great-grandson of Henry, and the board tapped him for the role. General Motors' Mary Barra had achieved a reputation of steering the largest US car company into tough decisions it had avoided for decades, such as the sales of the historically profitless Opel/Vauxhall to France's PSA Group. At Fiat Chrysler Automobiles, the outspoken Sergio Marchionne (who died unexpectedly in 2018) presided over a masterpiece of post-financial-crisis financial engineering; a successful 2015 spinoff of Ferrari, creating a $30 billion market cap company, made the executive a bankers' banker. Hackett, in his early sixties when he moved into the big chair at Ford headquarters in Dearborn, Michigan, immediately struck observers as more avuncular than Fields, a hard-charging, veteran executive who had laid the groundwork for Ford's ability to avoid bailouts and bankruptcy in 2009, when both GM and Chrysler entered Chapter 11. A one-time interim athletic director at the University of Michigan, his alma mater (Hackett played football as an undergrad), he had been overseeing Ford's mobility initiatives after a stint on the board of directors. Hackett was the opposite of hard-charging, and through his collaborations with IDEO founder David Kelley, he'd learned to carefully and deliberately consider opportunities and the challenges that came with them. In the extroverted realm of the auto industry, his approach seemed odd. But it had been honed through hours of conversation with Bill Ford, who had made no secret of his desire to make sure Ford both stayed in business for another 100 years and reinvented itself as something more than a purveyor of pickup trucks and Mustangs. '"My closest ally in this was Bill Ford," Hackett said. "I've gotten to test ideas with him constantly. He and I would talk three or four times a day." Bill Ford's commitment to Hacket has been tested, but it hasn't wavered. "The other day, he said, 'It's a better company since you've been here,'" Hackett recalled. "You could have knocked me over with a feather." The impression inside Ford was very different from what had developed outside the company. And that was why Hackett had pushed back against Wall Street. "I've got to get everybody in the company on board," Hackett explained, looking back on his reluctance to give analysts quick answers. "That's how you lead." Starting with a new Mustang The first glimmers of Hackett's vision intensified last year, when Ford revealed the new Mustang Mach-E, the company's first major foray into fully-electric vehicles and competition with Tesla, the market leader. Mach-E also expanded the Mustang brand, which has consisted of essentially one vehicle type since 1965. (It did likewise with Bronco, creating a separate brand.) A four-door crossover SUV powered by batteries and wearing the Mustang badge was step one. Then came the F-150, revealed during a livestreamed event due to the pandemic, but crammed with "human-centric" thinking, notably its multifunction tailgate, stowable interior work surface, and portable generator. It was all but a lead-up to the Bronco, however. "This shift to embrace and to institutionalize design thinking has been clearly one of the gifts that Jim Hackett has brought to Ford," Hau Thai-Tang, Ford's chief product development and purchasing officer and a Ford employee since 1988, told Business Insider. "Products just hitting the market now are the first benefiting from his approach." It would be fair to suggest that the Bronco is the Ford vehicle that truly wears Hackett's stamp. Throughout its introduction to the media, prior to its debut, designers and engineers frequently evoked design thinking and human-centric design. That made sense because Hackett himself and the Bronco design team had conducted workshops devoted to bringing the highly anticipated new SUV to life. Hackett's first meeting with the Bronco group involved a classic Hackett moment. As he recalled, the team had brought a vintage Bronco into the design studio and had outfitted the vehicle with an abundance of gear. "OK man, we're ready to go," Hackett said, relaying the team's enthusiasm. "Let's do user-centered design." Hackett's instinct, then, was to treat the Bronco and its gear in the same way an archaeologist or anthropologist would a piece of antiquity. There was a specific reason why all these objects were being used. That process informed numerous aspects of how the new Bronco, intended to be a serious off-roading chariot, was reimagined. Hackett shared what has now become a classic example, one echoed by several members of the Bronco team. For the two- and four-door versions of the SUV, it was essential that the doors be removeable; Ford's market research with potential customers had proven this, and the Bronco's main competitor, the Jeep Wrangler, famously has doors that can be taken off. But the Jeep's doors can't be effectively stored in the vehicle. So owners commonly chain them to a tree at the trail head and have to return later to retrieve them. Design thinking identified this a pain point and led Ford to develop a frameless door, lightweight enough to be stored in special carrying packs that could be stashed in the Bronco. Making a plan and sticking to it Two years ago, few would have expected such a useful marriage of design, engineering, and prospective customer satisfaction to be traced back to Hackett. And with the halting launch of another critically important Ford vehicle in 2019, the new Explorer SUV, industry observers were pondering Hackett's competence. "That idiot Hackett doesn't know how to launch a vehicle!" the CEO said, referring to the skepticism, but then explaining that Ford immediately "unpacked that process" to figure out what went wrong. Hackett said that he knew he was going to face criticism for a while, and that he might even be viewed as tone deaf. He wasn't offering car talk. His message didn't rely on cubic inches of engine displacement. "In living this — I knew the gestation period for the thinking was going to a minimum of three years," he added. "And that gestation is hard to speed up. But I knew what my plan was. It's what you're witnessing. It was to remake our vehicles, to remake our design language, and to reinterpret Ford."FOLLOW US: On Facebook for more car and transportation content! Join the conversation about this story » NOW WATCH: 'Ford v Ferrari' won 2 Oscars for film editing and sound editing. Here's the real story behind the movie and how Ford changed racing history.
All eyes may have been on the new Bronco this week, but Ford’s other big truck news of late, the Mustang Mach-E, seems intent on stealing back the limelight. Announced last year, the electric crossover heads to dealerships later in 2020, though the feistiest Mustang Mach-E GT won’t arrive until next year. There may, though, be something even more excessive than … Continue reading
The 2021 Mustang Mach-E's reservation page leaked on Thursday night, and it includes all kinds of fun stuff like uncamouflaged images and even specs.It looks pretty good, actually.We're especially digging the classic frenched taillights and the trapezoidal grille in the front, as well as the prominent rear haunches that help to give it more than a little Big Pony Energy.Speaking of energy, the leak tells us that the car will pack around 230 miles of range on the cheaper Select version, which clocks in at just $43,985 and should make the Mach-E super-accessible to buyers.The Mach-E First Edition will be available with all-wheel drive, a range of approximately 270 miles and all-wheel drive model capable of a mid-5-second sprint to 60 mph.Not bad, but the price tag for this limited-edition model is a little steeper than we'd like at $59,900 before incentives.
Unfortunately for those plans, a prematurely spotted product page for the controversial “Mustang inspired” electric crossover were caught live ahead of time.The automaker has been building hype for its all-electric car for months now, with the final unveil of the 2021 Mustang Mach-E expected on Sunday night, just ahead of the LA Auto Show 2019 kicking off midway through next week.All that teasing, though, had led some enterprising Ford EV fans to go hunting.Certainly you can see where Ford’s Mustang influence comes in, only the Mach-E inflates it into a four-door crossover.The blanked-out grille has what looks like an illuminated Mustang logo, while the rear gets the car’s distinctive triple-slash taillamp clusters, albeit with some extra flourishes.Considering Ford has been talking up SYNC 4 of late, its next-generation infotainment system, it seems fair to assume the 2021 Mustang Mach-E is packing a 15.5-inch touchscreen as that’s the maximum size supported.