The Mustang Mach-E Extended Range takes 32 minutes from 10 to 80 per cent — among the longer stops on this site — and about 9.6 hours to fill at home. It also carries one of the largest usable packs here at 91 kWh, so those 32 minutes move considerably more energy than a shorter stop on a smaller car. A full charge costs roughly $18.60, or $5.65 per 100 miles.
How long it takes to charge
| Where | Power | Time | What that is |
|---|---|---|---|
| Home, Level 1 | 1.4 kW | ≈ 70 hours est | Empty to full on a 120 V household outlet at 12 A — suited to daily top-ups; a full charge can take days |
| Home, Level 2 | 7.7 kW | 13.1 hours | Empty to full, overnight |
| Home, Level 2 | 10.5 kW | 9.6 hours | Empty to full, overnight capped by the 10.5 kW onboard charger |
| Public DC, at its peak | 150 kW | 32 min Ford — 2026 Mustang Mach-E specifications · 2026-09 | 10 to 80 per cent — the figure to compare cars on |
| Public DC station | 50 kW | ≈ 76 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 150 kW | ≈ 32 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
| Public DC station | 350 kW | ≈ 32 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
What it costs to charge
| Charging at | Rate | Full charge | Per 100 miles |
|---|---|---|---|
| Home | $0.184/kWh | $18.60 | $5.65 |
| Public DC fast charging | $0.48/kWh | $43.68 | $14.74 |
| A petrol car, for comparison | $4.07/gal | — | $15.07 |
Assumptions, all editable in the running-cost calculator: $0.184/kWh at home (EIA US residential average) and $0.48/kWh on public DC, against petrol at $4.07 a gallon and 27 mpg. A pack this size is where charging losses stop being rounding: filling 91.0 kWh of battery pulls about 101.1 kWh through the meter, and the 10.1 kWh difference is heat in the charger and the cable. Every per-100 figure below already comes from a wall-measured rating, so it is not counted twice.
Over 13,500 miles a year — the US average — that is $762.59 of electricity charging at home, against $2,035.00 of petrol in the comparison car: a difference of $1,272.41 a year.
Slow in minutes, competitive in miles
A 10-80 per cent window is a percentage, not a distance, and this car is the clearest illustration of why that distinction matters. Thirty-two minutes on a 91 kWh pack recovers about 64 kWh; the Ioniq 6’s seventeen minutes on a 74 kWh pack recovers about 52.
The Korean car is still quicker per mile added — comfortably so — but the raw clock overstates the gap. Read a charge time next to the pack size, never on its own.
The Mach-E also peaks at 150 kW, so a 150 kW station gives it everything it has and a 350 kW post adds nothing. That is a simpler route-planning story than the Korean cars, which need a 350 to hit their headline figures.
The one car here that charges slower at home
Its onboard AC charger is rated at 10.5 kW rather than the 11 kW every other car on this list carries. Combined with one of the largest packs here, that makes it one of the slowest overnight charges on this site — about 9.6 hours on a 48 A wallbox and over thirteen on a 32 A one.
If you are specifying a home charger for a Mach-E, the larger one is worth the money in a way it is not for a smaller car.
What NHTSA has recalled on this car
Worth noting on a charging page, because it is where the risk lives. NHTSA lists four battery, electrical or powertrain campaigns for this model across the last four model years: two on the park mechanism, one on the rear differential, and one software recall on the body control module, where a low 12-volt charge could leave the electronic door latches locked. That is a middling record here rather than a bad one — the Ioniq 5 carries ten and the Model Y seven, while the Toyota bZ4X carries none. Only twenty of the 147 campaigns across these cars were fixed over the air; the rest needed an appointment. The full comparison is on safest electric cars.
The 2026 Standard Range: a smaller LFP pack, the same 32 minutes
For 2026 Ford’s standard-range car carries a 72.6 kWh lithium iron phosphate pack in place of a nickel one, and the charging numbers follow from that: the same 150 kW peak, the same 32 minutes from 10 to 80 per cent, and a quicker home charge — about 7.3 hours from empty through an 11 kW onboard charger, against the Extended Range’s 9.6 on its 10.5 kW unit. A full charge costs about $14.84.
How long it takes to charge
| Where | Power | Time | What that is |
|---|---|---|---|
| Home, Level 1 | 1.4 kW | ≈ 56 hours est | Empty to full on a 120 V household outlet at 12 A — suited to daily top-ups; a full charge can take days |
| Home, Level 2 | 7.7 kW | 10.5 hours | Empty to full, overnight |
| Home, Level 2 | 11.0 kW | 7.3 hours | Empty to full, overnight capped by the 11.0 kW onboard charger |
| Public DC, at its peak | 150 kW | 32 min | 10 to 80 per cent — the figure to compare cars on |
| Public DC station | 50 kW | ≈ 61 min est | 10 to 80 per cent, held back by the station |
| Public DC station | 150 kW | ≈ 32 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
| Public DC station | 350 kW | ≈ 32 min | 10 to 80 per cent — the car reaches its own limit here, not the station |
What it costs to charge
| Charging at | Rate | Full charge | Per 100 miles |
|---|---|---|---|
| Home | $0.184/kWh | $14.84 | $5.78 |
| Public DC fast charging | $0.48/kWh | $34.85 | $15.07 |
| A petrol car, for comparison | $4.07/gal | — | $15.07 |
Assumptions, all editable in the running-cost calculator: $0.184/kWh at home (EIA US residential average) and $0.48/kWh on public DC, against petrol at $4.07 a gallon and 27 mpg. Charging is about 90 per cent efficient, so putting 72.6 kWh into this battery costs 80.7 kWh at the meter — 8.1 kWh that never reaches the pack. The rated consumption figures are measured at the wall already and need no such correction.
Over 13,500 miles a year — the US average — that is $779.98 of electricity charging at home, against $2,035.00 of petrol in the comparison car: a difference of $1,255.02 a year.
The line worth reading twice is the per-mile one. The Standard Range costs $5.78 per 100 miles to the Extended Range’s $5.65, because the EPA’s wall-to-wheels test has the smaller-pack car using slightly more energy per mile — 260 miles from its rating against 320. Cheaper to fill, fractionally dearer to run: about $17 a year apart at average US mileage. The two are set side by side in Standard Range vs Extended Range.
The chemistry changes the routine, too. The LFP pack is meant to be charged to 100 per cent regularly, where the Extended Range’s nickel pack prefers to live below 80 for daily use — so a Standard Range owner uses the whole 72.6 kWh every day. The trade, including the cold-weather penalty, is on the LFP page.
The 2026 car plugs into a Supercharger
The 2026 Mustang Mach-E carries a native NACS port, so it plugs into Tesla’s Supercharger network without an adapter. For an American buyer that is the most consequential change of the model year — and it is a change in how many chargers the car can reach, not in how fast it charges.
The size of it is easy to state. Of the 77,268 DC fast-charging ports in the United States, 37,995 are Superchargers, a little under half. A car that cannot use them is choosing from 39,273 ports; a car that can is choosing from all of them. Our count of where those 77,268 ports actually are shows how thinly they are spread: a third of American sites have a single plug. The port very nearly doubles the network available to this car, which on a long drive is worth more than any figure in the table above.
What it does not do is make the car quicker. The Mach-E peaks at 150 kW and reaches its 32-minute window on any 150 kW post — the table above already shows that a 350 kW station buys it nothing, and a Supercharger is no different. The gain is arriving somewhere with a stall free rather than a queue.
Four cars on this site that are not Teslas now carry the port natively: both Mustang Mach-E versions, the Hyundai Ioniq 5 and the Rivian R1T. The connector each car is sold with in the United States is listed on its own page, and the charging hub collects the per-car answers.
Miles of range per hour, at every charger
The tables above answer “how long does a full charge take”. The question most drivers actually have at a plug is different: how much range goes in per hour, and how long until the next 100 miles are on the clock. This table answers that for every kind of charger, from a household 120-volt outlet to a 350 kW station, using the same figures as the rest of the page — the EPA’s 30.7 kWh per 100 miles, which is measured at the wall, and the measured 32-minute 10-80 per cent time. Rated range is used throughout; in winter, or at motorway speed, every row shrinks by the same proportion.
Ford Mustang Mach-E Extended Range RWD
| Charger | Power at the car | Miles per hour | Add 100 mi | Empty to full | What sets the rate |
|---|---|---|---|---|---|
| Household outlet, Level 1 (120 V, 12 A) | 1.4 kW | 5 mi/h | 21 h 19 min | 70 h 13 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 7.7 kW | 25 mi/h | 3 h 59 min | 13 h 8 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 10.5 kW | 34 mi/h | 2 h 55 min | 9 h 38 min | capped by the 10.5 kW onboard charger |
| Public DC station | 50 kW | 176 mi/h | 34 min | — | held back by the station (estimate) |
| Public DC station | 150 kW | 420 mi/h | 14 min | — | the car’s own 32-minute 10-80 curve is the limit |
| Public DC station | 350 kW | 420 mi/h | 14 min | — | the car’s own 32-minute 10-80 curve is the limit |
Ford Mustang Mach-E Standard Range RWD
| Charger | Power at the car | Miles per hour | Add 100 mi | Empty to full | What sets the rate |
|---|---|---|---|---|---|
| Household outlet, Level 1 (120 V, 12 A) | 1.4 kW | 5 mi/h | 21 h 48 min | 56 h 1 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 7.7 kW | 25 mi/h | 4 h 5 min | 10 h 29 min | the EPA figure, measured at the wall |
| Home wallbox, Level 2 | 11.0 kW | 35 mi/h | 2 h 51 min | 7 h 20 min | capped by the 11.0 kW onboard charger |
| Public DC station | 50 kW | 179 mi/h | 34 min | — | held back by the station (estimate) |
| Public DC station | 150 kW | 341 mi/h | 18 min | — | the car’s own 32-minute 10-80 curve is the limit |
| Public DC station | 350 kW | 341 mi/h | 18 min | — | the car’s own 32-minute 10-80 curve is the limit |
A Level 1 outlet adds about 5 miles an hour — 47 miles in a ten-hour overnight stop, enough for a commute and not for much else. A 7.7 kW wallbox raises that to 25 miles an hour, so 100 miles takes 3 h 59 min and the car is full from empty in 13 h 8 min. On DC the useful figure is 420 miles an hour at a 150 kW post, and a 350 kW station does not raise it because the car’s own curve is the limit from 150 kW up — 100 miles in 14 min. The 50 kW row is the one to remember on a road trip: the station, not the car, sets the pace, and 100 miles takes 34 min.
The per-hour figures do not change with your electricity price, but the cost of every hour does: the residential rate runs from 13.11 cents a kWh in Nevada to 52.72 in Hawaii (EIA, June 2026). We publish the arithmetic for this car in every state — New Hampshire, New Jersey, New Mexico, New York — and a 50-state table ranked cheapest first.
Where these numbers will mislead you
Two different packs share this name. Ford sells a 91 kWh Extended Range in North America and an 88 kWh one in Europe. The figures on this page are the North American car; the source credit on each figure names the market it came from.
Cold. As everywhere here, the charge time assumes a pack at a reasonable temperature.
Frequently asked questions
How long does it take to charge a Ford Mustang Mach-E?
About 32 minutes from 10 to 80 per cent on a 150 kW DC station, and roughly 9.6 hours from empty on a 48 A home wallbox — over thirteen hours on a 32 A one.
How much does it cost to charge a Mach-E?
About $18.60 for a full charge at the US average residential rate — among the highest here, because the pack is one of the largest — or roughly $5.65 per 100 miles, which is about $763 a year over average US mileage.
Is the Mach-E slow to charge?
In minutes, yes — 32 is among the longer stops here, though the Nissan Ariya takes 48. In energy recovered per stop it is closer to the field, because it is filling a much larger battery. Both statements are true and the second is the one people forget.
How many kWh does it take to fully charge a Mustang Mach-E?
The pack holds 91 kWh usable, but you pay for what comes out of the wall, and AC charging is roughly 90 per cent efficient — so a full charge draws about 101 kWh. That is one of the largest figures on this site, and it is why the Mach-E is among the most expensive cars here to fill even though its cost per mile is mid-pack.
Which Mach-E is cheaper to charge, Standard Range or Extended Range?
The Standard Range is cheaper to fill — about $14.84 against $18.60 at US home rates — but slightly dearer per mile, $5.78 against $5.65 per 100 miles, because the EPA measures it using marginally more energy per mile. Over a year of average US driving the gap is around $17, in the Extended Range’s favour.
The same arithmetic across every car on this site: how many kWh a full charge really takes, 7.7 kW against 11.5 kW at home, and what charging costs per month.
Sources
Figures are credited individually, with their market, on the Ford Mustang Mach-E Extended Range RWD and Mach-E Standard Range RWD pages. Tariff assumptions are on the methodology page.