On range the EPA cannot separate them: 318 miles for the Ioniq 5, 320 for the Mach-E Extended Range. Everything else does. The Hyundai gets there from an 80 kWh pack at 800 volts and refills 10 to 80 per cent in 18 minutes; the Ford carries 91 kWh at 400 volts and takes 32. In the UK the Ford costs £16,000 more. This is the clearest case on the site of two spec sheets that look alike and two cars that are not.
What actually differs
- Ford Mustang Mach-E Extended Range RWD goes 25 km further on the observed real-world figure than the Hyundai Ioniq 5 84 kWh RWD.
- On the EPA highway cycle – the one that decides a long drive – Ford Mustang Mach-E Extended Range RWD is rated 48 km further than the Hyundai Ioniq 5 84 kWh RWD.
- Hyundai Ioniq 5 84 kWh RWD is 4% more efficient than the Ford Mustang Mach-E Extended Range RWD, which is what the electricity bill follows.
- Hyundai Ioniq 5 84 kWh RWD charges from 10 to 80 per cent 14 minutes faster than the Ford Mustang Mach-E Extended Range RWD.
- At home Hyundai Ioniq 5 84 kWh RWD accepts 1 kW more, so it refills faster overnight than the Ford Mustang Mach-E Extended Range RWD.
- Ford Mustang Mach-E Extended Range RWD carries 11 kWh more usable battery than the Hyundai Ioniq 5 84 kWh RWD.
- Hyundai Ioniq 5 84 kWh RWD has 2 more years of battery warranty than the Ford Mustang Mach-E Extended Range RWD.
- Hyundai Ioniq 5 84 kWh RWD is 101 kg lighter than the Ford Mustang Mach-E Extended Range RWD.
- Ford Mustang Mach-E Extended Range RWD is 1 seconds quicker to 100 km/h than the Hyundai Ioniq 5 84 kWh RWD.
Every line above is computed from the table below, not written: a difference is only stated where both cars carry that figure from a named source.
| Specification | Hyundai Ioniq 5 84 kWh RWD Hyundai | Ford Mustang Mach-E Extended Range RWD Ford |
|---|---|---|
| Market & identity | ||
| Curb weight | 4,542 lb | 4,764 lb |
| Battery | ||
| Cell chemistry LFP tolerates daily charging to 100% and is the most thermally stable; NMC and NCA pack more energy per kilogram. | NMC | NMC |
| Usable capacity The figure every range and cost calculation on this site is based on. | 80.0 kWh | 91.0 kWh |
| Thermal management Active liquid or direct-refrigerant cooling is the strongest single predictor of slow degradation and repeatable fast charging. | liquid-active | liquid-active |
| Pack voltage 800 V architectures hold high charging power for longer and waste less energy as heat. | 697 V | 400 V |
| Capacity loss per year Rate for this vehicle class from published fleet datasets, not a measurement of this model and not a manufacturer claim. | 2.7% / year est | 2.7% / year est |
| Projected state of health at 8 years Modelled from the observed degradation rate at average annual mileage. An estimate, not a measurement. | 78% est | 78% est |
| Range & efficiency | ||
| EPA range US EPA combined cycle, the most conservative of the three official tests. | 318 mi | 320 mi |
| EPA range, city The city half of the EPA combined rating. Usually the higher of the two for an electric car. | 356 mi | 335 mi |
| EPA range, highway The highway half of the EPA combined rating, and the figure to plan a long drive around. | 272 mi | 302 mi |
| WLTP range European combined cycle, typically 15 to 25 percent more optimistic than EPA for the same car. | 354 mi | 382 mi |
| Observed real-world range Mixed-conditions figure from independent testing. This is the number that matters on a road trip. | 280 mi | 295 mi |
| EPA consumption | 30.0 kWh/100 mi | 30.7 kWh/100 mi |
| Real-world consumption | 286 Wh/mi | 298 Wh/mi |
| Charging | ||
| Peak DC power Held briefly, often only inside a narrow state-of-charge window. | 263 kW | 150 kW |
| 10 to 80 percent DC charge time The honest measure of fast-charging speed. | 18 min | 32 min |
| AC onboard charger Sets how fast the car fills up overnight at home. | 11 kW | 11 kW |
| DC connector (Europe) | CCS2 | — |
| DC connector (US) The plug fitted to the car as sold in the United States. Blank where we have not sourced it for that market. | NACS | NACS |
| Performance | ||
| Peak power | 168 kW | 203 kW |
| 0-60 mph | — | — |
| 0-100 km/h | 7.5 s | 6.1 s |
| Cost of ownership | ||
| Base MSRP (US) | $37,500 | — |
| Base price (EU) | €51,650 | €55,400 |
| Est. out-of-warranty pack replacement (US) | — | $15,000 est |
| Battery warranty | 10 yr | 8 yr |
| Est. 5-year residual value | — | — |
| Safety & risk | ||
| NHTSA overall rating | 5/5 | 5/5 |
| Euro NCAP overall rating | 5/5 | — |
| Battery or high-voltage recalls | 10 | 5 |
| Battery safety score | ||
| Composite score Our own composite of thermal management, cell chemistry, crash rating and recall record. Formula | 6.5 / 10 | 6.5 / 10 |
highlighted marks the better figure for that row. Where a car is not sold in a market, its price and official range for that market are blank rather than converted. est marks a modelled value, explained on the methodology page.
Same miles, 11 kWh apart
318 against 320 miles EPA, 450 against 475 km observed in Europe. The Mach-E reaches its figure with 11 kWh more battery, because it uses more energy per mile — 30.7 kWh per 100 miles against 30.0 on the EPA test, and it is 100 kg heavier. The gap is small, but it decides the running cost line: $5.52 per 100 miles for the Hyundai against $5.65 for the Ford at the US average home rate, and a full charge of $16.36 against $18.60 because there is more to fill.
18 minutes against 32, for the same 220 miles
A 10 to 80 per cent charge puts about 223 miles into the Ioniq 5 and 224 into the Mach-E — the same distance, and the Hyundai does it 14 minutes sooner. That is the 800-volt architecture at work: a 263 kW peak that the car actually holds, against the Ford’s 150 kW ceiling. The catch is the station. The Ioniq 5 needs a 350 kW post for its 18 minutes; on a 150 kW one it takes about 22, still 10 ahead of the Mach-E, which reaches its own limit there and gains nothing from a faster charger. The mechanics are in do you need a 350 kW charger.
At home the order holds: 11 kW onboard against 10.5, and 80 kWh against 91 to fill, so the Ioniq 5 charges from empty in about 8.1 hours and the Mach-E in 9.6. Both are worked through on their charging pages: Ioniq 5 and Mach-E.
What the Ford has that the Hyundai does not
Power and the port. The Mach-E makes 203 kW and 525 Nm to the Ioniq 5’s 168 kW and 350 Nm, and reaches 100 km/h in 6.1 seconds against 7.5. Its 2026 NACS port opens the Tesla Supercharger network without an adapter — for a 400-volt car that spends 32 minutes at every stop, the density of that network matters more than the peak figure ever will. And its NHTSA record is the better of the two: four battery, electrical or powertrain campaigns in four model years against the Ioniq 5’s ten.
What the Hyundai has that the Ford does not
Vehicle-to-load — 3.6 kW from the car to run tools, a campsite or a fridge in a power cut — which the Mach-E does not offer at all; the list is on electric cars with vehicle-to-load. Five stars from both Euro NCAP and NHTSA. And the price: £43,400 against £59,390 in the UK, €51,650 against €55,400 in Germany.
Which one should you buy
Buy the Ioniq 5 if you road-trip on a network with 350 kW stations, want V2L, or simply want the same range for much less money. Its 14-minute advantage per stop is the largest real-world difference between these two cars.
Buy the Mach-E if the Supercharger network is your road-trip network, you want the stronger motor, or the lighter recall record weighs with you. Budget the extra £16,000 and an extra quarter of an hour per stop; the miles you get are the same.
Frequently asked questions
Which has more range, the Ioniq 5 or the Mach-E?
They are level on the EPA test — 318 miles for the Ioniq 5 Long Range RWD, 320 for the Mach-E Extended Range RWD. In observed European driving the Mach-E goes 25 km further (475 against 450) from an 11 kWh larger pack.
Which charges faster?
The Ioniq 5, by a wide margin: 18 minutes from 10 to 80 per cent on a 350 kW station against 32 for the Mach-E, and about 22 against 32 on a 150 kW one. At home it is 8.1 hours against 9.6 from empty.
Is the Mach-E worth £16,000 more than the Ioniq 5?
On range and running cost, no — they are equal on the first and the Hyundai is slightly cheaper on the second. The Ford’s case is the NACS port, the stronger motor and the lighter recall record of the two, and whether those are worth the money depends on where you charge.
Does the Mach-E have vehicle-to-load?
No. The Ioniq 5 supplies 3.6 kW from its charge port through an adapter; the Mach-E has no external power output.
Where these numbers come from
Every figure is credited on the Ioniq 5 and Mach-E Extended Range pages, with its source, its market and the date it was read.