Boss 302 Tiger

100% certain it will be an EV tire for my Mach E GTPE. Still debating if I will stay with the summer only tires (in So Cal-it is a non issue here to run them all year) or go to the standard tire OEM EV tire for the MachE GT (non PE) that is now an option on the GTPE (Continental Cross Contact RX). GT's run 245/45/R20's.

Having driven factory built EV's for the past 23+ years now there is some range lost when the AC is operating (I think 5-10% typically, but I don't have my Mach E yet), but this is not like the intense cold challenges for batteries. Batteries may also take slightly longer to charge when it is crazy hot for battery management cooling, but that is not significant.

My wife and I have been using daily driving cars have been battery powered since January 1999. We have driven 329K miles on battery power since then. My wife has not pumped gas for more than 20 years. We currently have 3 plug in vehicles (one of them is nearly 20 years old and has batteries made in 2002) and have been waiting for our Mach E GT Performance since August. Due to chip supply issues plaguing virtually all auto manufacturers, now not expected until June. I will also add that for daily driving, I do not think we will ever own a gasoline powered vehicle ever again.

Regarding "I think you're right: it's a second car." Our experience is: When we signed up for a lease on one of the 300 Honda EV Plus vehicles built in the fall of 1998 that is exactly what we thought the Honda would be a occasionally used "spare" car, but from the moment we brought it home my wife or I drove the car virtually every day when we were not traveling. That became our primary car and who ever drove further, but less than 100 miles drove the EV Plus. We found that it covered virtually all of our daily driving needs living in Los Angeles. This was also in an era that there was virtually no public charging (and when there were some it was 6.6kW "L2" charging and not one "DC fast charger" available. Since January 1999 we have never looked back. In the past 23+ years our EV (and later EVs) have become our vehicles that we virtually alway drive daily and we are finally dumping our "gas" backup car when we get our Mach E GT performance. (I still have my vintage sports car, but that is not a daily driver). The Mach E is large enough, with enough range and there is a large enough of a DC fast charge network now that if we were to ever take a road trip from our house the Mach E will work for us. However, usually when we go on a trip these days (pre-covid) we fly somewhere and then rent a car. For years we considered our old gas car to also be a "Plug-in" since every time we needed to use it, the battery was always dead - unless we put it on a maintenance charger. I recommend you reset your trip odometer every day and see how many miles you drive on a daily basis. Personally I would say that if one of the two cars in your house never goes more than 150-200 miles in a day, you would find that this car would be the primary driver. The driving experience is simply superior to an ICE.

Correct on the battery pack size vs accessible kWh. The numbers I quoted were what is user accessible. The pack on a Mustang Mach E has more capacity than what the user can access. From what I can tell, Ford tends to be more conservative with estimated range (meaning it generally can drive longer distances than advertised), but I think the climate harsh winter weather will severely limit the range. I would also add that if it is too hot, that too will limit the range. Ford does this to enable the battery to last longer. The chemistry in these batteries are lithium ion. They will last for a very long time if you keep the battery in the range of 80-90% maximum charge and 20-25% minimum state of charge. Charging it to full and draining it to empty as a regular routine will much more rapidly degrade the battery capacity. Another factor that impacts battery life is how fast and how often one uses DC fast charge. Filling the car up with high current will degrade the battery faster. Using DC fast charge all of the time will also degrade the battery life. The Mach E also slows the rate of charge as the pack gets closer to full. From what I understand Tesla range is more optimistic on how far it should go on a charge relative to Ford. Tesla has a robust charging infrastructure, but they are less concerned about battery management and warranty and leave that to the user to decide. I have heard from some Mach E owners in extreme cold that their range plummeted radically in the sub freezing temps this winter. Battery chemistry and types along with active battery cooling and management also impact all of these factors. I know it is a fair and reasonable "simple" question, but unfortunately I see this as having a very complex and variable answer. The term "your mileage may vary" absolutely applies here. Now when it comes to your question of counting on a Mach E to go 500 miles on one charge without stopping...I don't see that being practical now or at any point in the next few years at least with almost any BEV including the Lucid Air. Lucid Air is claiming that range because they have a more aerodynamic sedan, with a larger battery pack. I have no idea how realistic or optimistic they are with their range estimate. I think one will have to stop at least once, but probably twice to do at least some charging. I don't think you should let the pack capacity drop too low or slam it to full all the time, let alone on a road trip. Our goal is to expect our cars and battery pack to last for a very long time. We are still driving several days per week our factory built 2002 Toyota Rav4EV with 118K miles and a battery pack that was made in 2002 (I had an opportunity to get a lower mile pack about a decade ago, but it is still with batteries that are almost 20 years old). That car is fine for one of us doing local errands as it "only" has a range of 80+ or so miles, but we rarely drive it more than 70 miles on a charge and usually 20-40 miles on any given day (we are not driving as much as we did pre-covid). A modern EV with a 250+ mile range will be ideal for how we live today. I think at least one EV in a multi-vehicle household with a 200+ mile range for what most people do with a car drive it 40-120 miles per day with a road trip 1-2 times per year is what today's EVs are really optimal for today in 2022. What they did in Norway is accomplish 500 miles of range...but it is an outlier and not an example of practical or "real world" driving. It shows it CAN be done...at least technically. I do think that depending on what model of Mach E is chosen and moderate driving during the spring and fall mild temps one can go about 300 miles on a charge, but I would think that stopping closer to every 200-240 miles is likely to be expected. That is just my opinion, you may find others out there that will say otherwise (maybe better or worse). If the primary use for the car is weekly long distance driving, I personally don't think an EV is the best choice with the state of the infrastructure and battery tech in Feb 2022. Tesla is ahead on that race as of today because of the Tesla charging infrastructure, however, all of that will change over time. Our next EV (#6) will be a Mustang Mach E GT Performance (whenever the shipment of chips can complete the build on our car that has been in production since January 15th). This car we think will offer us a fantastically practical vehicle for how we live every day.

My wife and I have been driving factory built EV's since January of 1999 and we have driven over 328K miles on battery power since. The range that an EV gets has to do with many factors including battery pack size. There are two different size battery packs available on the Mach E- standard and extended. In 2021 there was a usable standard battery pack that allowed access to 68kWh. The extended pack size allowed access to 88kWh. 2022 models increased that slightly to 70 and 91kWh respectively. Cars with an extended pack have an "X" in the markings on the front doors. Other factors are overall weight, aerodynamics, tires (size, weight, rolling resistance) and motor efficiency- as well as driving styles (rate of acceleration), speed driven and drive modes (whisper, engage and unbridled in the case of a Mustang Mach E.) all contribute to this as well. Please note that the bigger the battery pack the heavier the weight, so a bigger battery pack will go a longer distance, but the extra weight of the battery also reduces some of the miles driven on any given kWh. Ultimately this is why having more energy density per lb can end up making a big difference to ultimate driving range. example: I did read that one effort in Norway who did not drive over 50 MPH dove their Mach E 501 miles on one charge. https://www.macheforum.com/site/threads/new-mach-e-world-distance-record-set-in-norway-with-stock-mach-e-rwd-501-miles-807-km-no-additional-charge.9765/ I hope that this helps give context.

What does your dealer rep say? My MME GT PE with Blue Cruise has been "in production" for "a few days" since January 15th, (build group 3565). Ford customer service did not have too much to say other than it is on a chip hold. My dealer confirmed that my car was "sent off-site" on January 20th. He also confirmed that my car is on a "chip hold", but is otherwise complete just waiting for some chips. Until last Friday I was on track for a March 5-11 delivery to So. Cal., but now it is June 9th. FYI: My order for a 2021 was accepted on August 23rd, but updated to a 2022 on October 1.