2021 Ford Mustang Mach-E vs 2022 Hyundai Ioniq 5

The 2021 Ford Mustang Mach-E attempted to bridge the visual connection between traditional Mustangs and the new electric era. With its four doors and rear hatch, it still managed to carry the Mustang aura, marked by thin headlights, a long hood, and a sizeable but nonfunctional oval grille. The Mach-E's taillights mimicked the signature look of classic Mustangs, complete with sequential turn signals. The exterior color options, such as the vibrant Grabber Blue on our test car, further solidified its Mustang lineage.

Inside, the Mach-E was dominated by a massive infotainment touchscreen awkwardly suspended in the middle of the dashboard. A slim rectangular display served as the instrument cluster, presenting speed as "ground speed," reminiscent of other Mustang models. The minimalist interior, featuring Ford’s rotary gear selector on the center console, felt starkly different from most other Ford vehicles, drawing closer comparisons to Tesla’s interiors. While interior materials were decent, the lack of a leather-upholstery option might have disenchanted some buyers. Top trims featured the synthetic ActiveX material.

The Ioniq 5, on the other hand, represented a significant departure from the original Ioniq, presenting a modern and unique take on the electric SUV concept. Designed with a minimalist approach, the Ioniq 5 showcased what Hyundai called a Parametric Pixel design, harking back to early digital graphics. The entire lighting setup, from headlights to taillights, embraced this pixelated theme.

Its interior contrasted starkly with the exterior’s pixel frenzy, embodying Hyundai’s "Living Space" theme. Available in mellow hues—black, gray, and dark green—the cabin focused on a relaxed atmosphere with a "Relaxation" mode for the driver's seat, which turned the seat into a zero-gravity resting position. The interior used sustainable materials such as recycled fibers and bio-materials derived from bean oil and sugar cane, enhancing both its environmental credentials and comfort.

To uphold the Mustang name, the 2021 Mach-E had to be both sporty and high-performing. Ford designed it as a rear-wheel-drive vehicle by default, with entry-level models producing 266 horsepower and 317 pound-feet of torque, achieving a zero to 60 mph time of 6.1 seconds. The top-tier AWD GT Performance Edition boasted a staggering 480 horsepower and 634 pound-feet, matching Tesla Model Y Performance's zero to 60 mph time of 3.5 seconds.

Our mid-tier test car featured the lower-level AWD powertrain with 346 horsepower and 428 pound-feet of torque, clocking zero to 60 mph in 4.8 seconds. Comparatively, it outpaced more expensive rivals like the Audi E-Tron and nearly matched the Jaguar I-Pace.

The Mach-E's handling was commendable, with responsive steering and a low-mounted battery ensuring a planted feel despite its weight. However, the taut suspension made the ride quality somewhat harsh, exacerbated by the 19-inch wheels. Drive modes like Engage, Whisper, and Unbridled—along with adjustable sounds in Unbridled mode—catered to different driving preferences, though differences between modes weren’t significant. Additionally, the Mach-E offered both one-pedal driving and conventional braking styles.

The 2022 Ioniq 5 spanned multiple configurations, with the RWD SE Standard Range featuring a 128-kW motor delivering 168 horsepower and 220 miles of range, although it wasn't available until spring 2022. The extended-range RWD versions offered a 225-horsepower motor with a 303-mile range, while the AWD versions combined two motors to produce 320 horsepower and 446 pound-feet of torque, with a 256-mile range.

Our test Ioniq 5 AWD Limited handled various terrains with ease and composure. Its performance, while not engineering thrill-seekers, was suitable for its segment. The vehicle offered four drive modes, with Sport mode providing mild thrills at the cost of range, evident from a notable drop after just a short, spirited drive. The paddle shifters allowed on-the-fly adjustments to regenerative braking levels, adding a 'gamified' aspect to the driving experience.

Hyundai’s efforts to reduce noise, vibration, and harshness were apparent. The Ioniq 5 was equipped with acoustic tires and comprehensive sound-deadening materials, ensuring a quiet cabin even with its large panoramic sunroof.

The Mach-E, marketed as an SUV, functioned more like a station wagon. Its relatively low driving position and roofline did not provide an airy feel, similar to its competitors like the Tesla Model Y and VW ID.4. The Mach-E’s interior fell short of the Tesla in space, offering less headroom and legroom in both rows and lacking a third-row option.

Cargo capacity with the second row folded was notable at 59.7 cubic feet, but paled compared to the Model Y's 68.0 cubic feet. With the second row in place, the Mach-E offered 29.7 cubic feet, along with a 4.7-cubic-foot front trunk (frunk). Ford included thoughtful storage solutions like a decent-sized storage bin and a large area for smartphones, featuring a wireless charging pad and USB ports.

The Ioniq 5 leveraged its Electric Global Modular Platform (E-GMP) to maximize interior space. Although appearing like a hatchback, it was sized akin to an electric SUV and boasted a longer wheelbase than the seven-passenger Hyundai Palisade. The Ioniq 5’s interior volume of 133.7 cubic feet outperformed both the Mustang Mach-E and VW ID.4. Despite having a smaller cargo area of 27.2 cubic feet, it offered a generous passenger volume of 106.5 cubic feet, favoring occupants over storage.

The Ioniq 5 interior followed a "Living Space" design ethos with a shifter on the steering column, allowing a moveable center console that could slide 5.5 inches. This flexibility, coupled with the comfortable and supportive leatherette seats, emphasized usability and comfort.

The Mach-E debuted Ford's new Sync 4 infotainment system, boasting wireless Apple CarPlay/Android Auto and OTA software updates. The main 15.5-inch touchscreen, coupled with a 10.2-inch instrument cluster, dominated the dashboard. Premium audio options like a nine-speaker B&O by Bang & Olufsen sound system enriched the technology experience in higher trims.

Despite the screen’s size, the interface was overwhelming, displaying almost everything at once in a text-heavy layout. While the large volume knob was a welcome analog touch, the reliance on touchscreen controls for climate settings might have been less user-friendly compared to traditional buttons.

The Ioniq 5 featured next-generation high-voltage systems supporting ultra-fast charging and vehicle-to-load capabilities. It could achieve 80% battery capacity in just 18 minutes or add 68 miles of range in 5 minutes using a 350-kW charger. Hyundai’s partnership with Electrify America offered two years of free 30-minute fast-charging sessions, enhancing convenience.

Multimedia features included a redesigned Blue Link app for simplified EV charge management and a digital key. The beautifully designed 12.3-inch screens for both the instrument cluster and infotainment came with an anti-glare coating, offering clear visibility even with polarized sunglasses.

Both vehicles had not received crash-test ratings from NHTSA and IIHS at the time of evaluation. However, the Mach-E featured a comprehensive suite of standard driver-assist features including blind-spot monitoring, lane-keep assist, automatic emergency braking, and adaptive cruise control with lane centering. Its upcoming Active Drive Assist promised hands-free driving on designated highways, available via a software update.

The Ioniq 5’s Hyundai SmartSense suite included similar advanced safety features like blind-spot monitoring, lane-departure warning, and front- and rear-collision avoidance. The semi-autonomous Hyundai Highway Drive Assist I offered machine-learning adaptive cruise control, adapting to the driver’s habits for a personalized driving experience. Additionally, a head-up display with augmented reality overlays was available, although it sometimes proved distracting in practical usage.