The Rally’s dual motors deliver the same 480 horsepower as the GT, but its 700 lb-ft of torque is 100 more.Jeremy Sinek/The Globe and Mail
For our review of Ford’s electric crossover, Ford supplied a loaded test sample that carried an as-tested price tag of $82,070 … before freight, pre-delivery inspection and all the other death-and-taxes inevitables.
Yes, that was a shocker – but don’t move on just yet. You’d be surprised how much less you can spend on a Mach-E if you don’t max out on bells, whistles and kilowatts. On the bottom rung of the Mach-E trim ladder, the Select trim starts at $44,995. As of this writing, Ford was even throwing in a $1,500 Delivery Allowance sweetener. And, it qualifies for the $5,000 federal EV rebate.
Even more surprising: that affordability includes a 325-horsepower twin-motor all-wheel-drive powertrain; the rear-wheel-drive base model was recently discontinued in Canada.
Of course, the Select and the next-up Premium trim don’t come loaded with standard range. Their 73-kilowatt-hour battery is officially good for 380 kilometres; an 88-kilowatt-hour battery that stretches the range to 483 kilometres is a $4,000 add-on.
The Rally is roughly 4.1 centimetres taller than a GT and has 2 centimetres more ground clearance.Jeremy Sinek/The Globe and Mail
Apart from the white applique on the steering wheel, the Rally-specific interior cues – including more white accents on the dashboard and doors – don’t exactly jump out at you.Jeremy Sinek/The Globe and Mail
On the GT and Rally, a 91-kilowatt-hour cell pack is standard, but range drops to 451 and 410 kilometres respectively. Blame that on the combined effects of fatter tires, more weight, higher power and increased drag. That’s especially so in the case of the Rally, which includes as standard a torque-boosting performance upgrade that’s optional on the GT, plus taller Michelin CrossClimate tires and lifted suspension.
The Rally package adds $5,500 to the ask for a GT, and we struggle to see the point. Sure, you get 480 horsepower (same as the GT, 110 more than the base trims) and 700 lb-ft of torque (200 more than base, and 100 more than GT), but who can use that thrust on the gravel roads for which the Rally is supposedly intended?
On paved roads, where most Rallys will spend most, if not all, of their time, what you get is a maxed-out powertrain combined with a dialled-back chassis package with less grip. Hmmm.
Plus, of course, there’s that significant loss of driving range. During our early-April week of mixed driving, the Rally was tracking a range of about 380 kilometres – and we didn’t use the heating or air conditioning much. When you do, at least it’s now a more efficient heat-pump device. Another welcome update: with a suitable adaptor, the Mach-E can be re-juiced at Tesla supercharging stations. Peak charging capability, however, is only 150 kilowatts.
The seat-backs fold flatter than most, though not quite flush with the rear cargo deck. There’s room below the deck for the charger, which is now available with a NACS adaptor.Jeremy Sinek/The Globe and Mail
The below-decks storage also houses a tire inflator and sealant kit instead of a spare tire.Jeremy Sinek/The Globe and Mail
Still, if you have the inclination to spray gravel on loose surfaces, the Rally tuning of the suspension and powertrain does indeed promote a rear-wheel drive, power-it-sideways feel (it’s noticeable on dry pavement, too, if you provoke it), while the adjustable and seamlessly-variable MagneRide dampers soften the journey when the road gets lumpy (though in its softest setting the damping felt a little loose). And when you’re not channelling your inner Frank Sprongl – the renowned Canadian rally champion – the Rally’s extra underbody protection and ground clearance provide peace of mind for when the cottage run or access to a trailhead takes you off the beaten path.
Still, let’s not judge the Mach-E by the expensive, frivolous Rally package. If you want a fast Mach-E, the GT with the Performance Upgrade ($1,795) is a more cohesive package for less money. The real story here, however, is that for about $45,000, less the $5,000 rebate, you could get a 325-horsepower AWD base Mach-E that sprints to 100 kilometres an hour in 4.8 seconds.
The dark roof that gives the illusion of a coupe profile on all Mach-Es is called Dark Carbonized Grey if you opt for the raised rear roof spoiler.Jeremy Sinek/The Globe and Mail
Looks
The dark roof that gives the illusion of a coupe profile on all Mach-Es is called Dark Carbonized Grey if you opt for the raised rear roof spoiler. Spoiler or not, the Rally is roughly 4.1 centimetres taller than a GT and has 2 centimetres more ground clearance. Distinct rims and Michelin all-climate tires are unique to the Rally but don’t look especially gnarly.
Moving the drive selector to the steering column liberated some extra oddments storage space on the centre console and side-by-side cupholders are welcome if there’s more than one bevvy drinker up front.Jeremy Sinek/The Globe and Mail
Interior
Rally-specific interior decor includes an aluminum dashboard appliqué, distinct stitching and an Oxford White accent on the steering-wheel. The cockpit is still dominated by a large vertical touch-screen, which is bright and user-friendly but tasked with more functions than the Luddites among us would like – climate control, for instance.
As of 2025, the drive selector is a stalk on the steering column instead of a rotary dial on the centre console, the latter gaining more storage space. The gauge cluster remains a small free-standing screen that still looks like an aftermarket afterthought.
Every-which-way seat adjustment should comfortably accommodate most body types and posture preferences, though sightlines could be better and the driver’s door mirror is rather small. Rear-seat space is adequate but not as expansive as in some other like-sized electric SUVs.
Ford says the instrument-cluster graphics were updated for 2025. It’s functional and readable but the small screen still looks like a tacked-on afterthought to our eyes.Jeremy Sinek/The Globe and Mail
Performance
The Rally’s dual motors deliver the same 480 horsepower as the GT, but its 700 lb-ft of torque is 100 more (the extra 100 is an added-cost option on the GT). On a dry, level test track, that’s good for zero to 100 kilometres an hour in an emphatic 3.6 seconds, Ford claims. But that supercar level of hustle is combined with less grip than the GT (0.84g versus 0.92), and inferior braking (113 kilometres an hour to zero in 52.4 metres versus 48.2). The diminished limit capabilities are felt all the more keenly as the steering feel is terrific.
Technology
All models of the Mach-E include an extensive laundry list of standard connectivity, infotainment and advanced driver-assist features. A key difference on Rally (and GT) is that it includes a one-year subscription to BlueCruise, Ford’s hands-free highway-driving system. A Bang & Olufsen Beosonic 10-speaker (with subwoofer) audio system is standard on all except the base trim.
Cargo
In addition to competitive cabin cargo space (841 litres seats up, 1,690 litres seats down) there’s useable hidden space below the cargo deck, but you’ll have to pay $645 for the 73-litre frunk under the hood.
The frunk is a $645 option and now includes its own remote release button on the key fob.Jeremy Sinek/The Globe and Mail
The verdict
Don’t be distracted by the silly, overpriced Rally. There’s real value to be found at the cheap-seats end of the 2026 Mach-E lineup.
Unique to the Rally, the 15.5-inch vertical centre touchscreen adds a RallySport drive mode to promote gravel-spraying sidewaysness on dirt roads. The capacitive display also hosts touch-based “switchgear” for most everyday functions including climate control.Jeremy Sinek/The Globe and Mail
Tech specs
2025 Ford Mustang Mach-E Rally
- Base price / as tested: $69,995/$82,070 plus freight and pre-delivery inspection, fees and taxes
- Motor / battery: 358-kilowatt dual-motors/91 kilowatt-hour
- Horsepower / torque (lb-ft): 480/700
- Drive: All-wheel drive
- Power consumption (Natural Resources Canada ratings) / charging capacity: 25 kWh per 100 km/150 kW
- Curb weight: 2,275 kilograms
- Range (claimed): 410 kilometres
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