Ford Mondeo vs Lexus LM

What's the difference?

The Mondeo creeps to the forefront as one of the best Fords with the smallest marketing budget.

Well equipped, reasonably fun to drive and semi-luxurious to be in for long periods, it's hard to remember why it's so forgettable.

Its certainly worth your consideration over its rivals, but then perhaps you don't want to fall in love with another Ford potentially headed for the chopping block in the near future.

The Lexus LM is going to be a niche model. This was not designed to appeal to people that may have bought a Toyota Tarago back in the day, or even a Kia Carnival now.

It has a specific purpose for ferrying people around in absolute comfort and at that, it succeeds in a big way.

It’s just a bonus that it’s great to drive.

Welcome to the automotive equivalent of a business class airline suite.

Note: CarsGuide attended this event as a guest of the manufacturer, with accommodation and meals provided.

There's no doubt that the Mondeo is a chunky monkey. Just get a look at those proportions, it looks like a dense rectangle's worth of car, and that's before you line it up next to something else for perspective.

In this case I sat it next to my Falcon. Once the largest sedan on offer by Ford in Australia, in some ways it looks dwarfed. The Mondeo is taller and just as wide, but not quite as long. A quick comparison of spec sheets proves it's not much lighter either, despite the Falcon sporting a cast-iron engine that's literally twice the size.

The front three-quarter especially makes the Mondeo look tough. The big catfish-esque grille combined with the slimline headlight clusters and bonnet ripples make it look aggressive - like a rolling advertisement for the Mustang.

Head round to the rear three-quarter, however and things get a little… off. The raised dimensions and high rear light features make it look too tall. The 'liftback' roofline does no wonders for the car's proportions either.

It's a shame that after so many decades of Mondeo there is still apparently no way to make that rear-end appealing.

Inside there are also plenty of quirks. While there are some parts that really work, there are also some that don't.

The plush leather seats unique to the Titanium grade are lovely, but they're positioned so high up you'd be forgiven for thinking you were at the helm of an SUV. The sunroof is also so far back it's basically useless for front passengers, yet it eats their headroom (also, it's just a glass roof that doesn't open).

Then there's the switchgear, of which there is an overwhelming amount. You're presented with a sensory assault of buttons and displays, half of which could seemingly be easily offloaded onto the multimedia system. It's an approach that dates an otherwise modern-looking cabin.

Eerily similar to the Falcon, the fan speed and temperature controls aren't dials (a user experience nightmare) but the volume control is… go figure.

Those gripes aside there's plenty to like about the Mondoe cabin. There are soft-touch surfaces everywhere, helping the car live up to its luxury spec and price point, while all the switchgear and interactive parts are solid and tough, just like the Mondeo's big brother, the Ranger.

While the digital dash is way too busy, it presents the relevant information well, and is a good interactive design once you get used to it.

The back seat is a very nice place to be, making full use of that big glass roof, and the rear seats are just as plush as the front ones. If you spend lots of time ferrying friends or family around, it's a strong point for the Mondeo.

Look, people movers are not considered the sexiest of automotive body styles, but that’s changing.

The Kia Carnival and Hyundai Staria are examples of good MPV design.

And the Lexus LM steps it up again. 

It is based on Toyota’s TNGA-K architecture that underpins a bunch of Toyota and Lexus models, including the Lexus RX, and it measures a whopping 5.1 metres long and has a three-metre wheelbase.

It shares its underpinnings with the latest generation Japanese-market Toyota Alphard, which is a cult hit in Australia among the grey import set.

The front-end design is bold, with the latest take on Lexus’ big ‘spindle grille’, pinched slimline headlights and a stubby nose. 

I am a big fan of this design. It is far more than a box on wheels and it has quite a bit of presence. 

The interior design up front is modern Lexus, with a few familiar Toyota touches, and while it’s not exactly minimal, it’s still visually appealing.

Do you like stowage spaces? Good, because the Mondeo has heaps of 'em. No longer content with just making one huge plastic fascia across the dash, there's a surprisingly large extra stowage space sitting below the air-conditioning controls. That joins a massive centre console box, with two USB ports and an extra tray layer for tidbits, as well as one of my favourite features, two truly massive cupholders. These show Ford's American influence as much as the aforementioned chunky switchgear.

The cupholders spent our weekend easily swallowing two phones, two wallets and two sets of keys with no problem at all. They'll fit your XL Coke no problems.

As I mentioned before, front passenger headroom is impacted by the glass roof, and there's a slightly claustrophobic feeling brought about by the huge swooping A-pillars, which also create a bit of a vision impairment for the driver. The SUV-like seating position can potentially be awkward, room-wise, for people with chunkier knees, or those that prefer sitting in a low, sporty position.

Up the back there's plenty of legroom and space for heads and arms and legs. I fit easily behind my own driving position, and there's the luxury of a fully leather-bound fold-down armrest with two big cupholders for rear passengers.

The keyless entry is also truly keyless, in that all four doors can lock or unlock the whole car at a touch. Another nice feature for when you're ferrying people around.

Boot space is also colossal, thanks to the liftback design. Ford states the size as 557 litres but as this seems to be a non-VDA-standard measurement it's hard to compare to competitors with numbers. Rest assured it will swallow a set of suitcases with ease, and the space is a practical rectangle with little intrusion from wheel arches.

While most of the fun happens in the second row of the Lexus LM, there is a lot to like in the front compartment.

The dash is dominated by a large touchscreen that houses Lexus’ latest multimedia setup. The logical menu and uncomplicated sub-menus ensure this is an easy system to navigate. Speaking of, the in-built sat-nav is one of the better systems I have experienced. 

Comfort isn’t just the domain of the second row - the driver’s seat is very supportive and comfortable, with power adjustment.

There’s plenty of glass including a smaller front quarter window that helps eliminate front blind spots, so forward visibility is exceptional. Rearward visibility is aided by the digital rear-view mirror that is designed to ensure privacy for second and third-row occupants. You don’t want the chauffeur spying on you while you’re sleeping, do you?

The other big tick for me is the driving position. Other people movers, namely the Hyundai Staria and Mercedes-Benz EQV, have very low window lines and it leaves you with a feeling of sitting on the car, rather than in it. I am sure it helps with extra light and it probably makes it easier for kids to see out of, but from a driving perspective, I find it a little disconcerting.

But the LM has flipped that. The front compartment is designed in such a way that it feels like a cockpit that you’re ensconced in. This helps the driver feel more connected with the car, and in the LM it feels like you’re sitting in the driver’s seat of a sporty sedan, not a five-metre bus. Very well done, Lexus.

And now to the main event - the second row.

Where to begin. Let’s start with space. Because there is so much of it. Unsurprisingly given the seating layout, there is an unending amount of head, leg, knee, bum, shoulder and whatever-else room. I can’t imagine anyone complaining about space back there.

Also, getting in and out is a breeze thanks to the sliding power doors on both sides. These can be opened from the front seat, and via several buttons in the rear.

Those captain’s seats are plush. Not quite Benz S-Class plush, but still.

They are adjustable six ways - power adjustable, of course - and they’re heated and ventilated. They recline almost flat, too, if you need a nap on the way to the country estate. And while you do that you can look up through the split sunroof, or close the shade a number of ways.

Is there a massage function? Of course there is a massage function. And it’s not bad. You can choose two settings - weak and firm.

Adding to the feeling of a business class airline seat, there is a fold-out table in the armrest, although it’s a smallish one. And there is dual-zone climate control in the rear.

There is a roof-mounted control panel for things like climate, sunshades and sunroof blinds, but much of this can also be controlled by the Apple iPhone-like devices clipped into both rear seats. These are closer to the seats, so it is easier to access than the roof.

Another function in the device is the Climate Concierge that features different modes - Dream, Relax, Focus, Energise. Depending on which one you choose, it alters the seat settings, massage, climate and lights to suit.

I love the massively wide side windows that are tinted (or privacy glass), too.

Other amenities include map pockets, knee and roof-mounted air vents and a 14.0-inch display screen that retracts from the roof and connects to an HDMI cable, allowing you to watch whatever you want.

The third row is not as appealing as the second. It is technically a three-person row, but the width and the fact that it has a sizeable gap in the centre suggests that this is best thought of as a six-seater van.

The seats are not as plush of course, so you might not want to spend too much time in that row unless you are a small child. But you do get USB-C ports, cupholders, air vents, lights, sunglasses holder, power side shades and grab handles.

Getting in and out of the third row can take a while. It’s all power adjustable, so you don’t have to lift anything heavy - but it takes a while for the second row seats to move forward and up.

With all seats in place the cargo space is limited. In fact, it’s just 110 litres.

That’s similar to what you get in a seven-seat SUV. But it did fit all our overnight luggage easily.

Drop the rear row and that expands to a maximum of 1191 litres in the 350h or 752 litres in the 500h.

All grades have a space-saver spare wheel.

From launch there will be two versions of the LM350h Sports Luxury on offer - front-wheel drive and all-wheel drive, priced from $160,888 and $165,888 before on-road costs respectively.

They both have seven seats across three rows and share the same four-cylinder hybrid powertrain, but an even more high-end version is on the horizon.

The LM500h will land in January 2024, priced from $220,888, and it adopts a newer more powerful hybrid powertrain. Something else that sets the LM500h apart is the seating layout - it is a four-seater. Behind the driver and front passenger compartment are two big captain’s chairs that recline flat if required. Decadent luxury. Or so the pictures suggest. We will have to wait until the New Year to sink into the sumptuous seats.

Given the positioning and interior layout, the LM will probably not appeal to people looking at a Kia Carnival, or who would have opted for the departed Toyota Tarago. It will, however, appeal to large families that aren’t short of a dollar, airport limo operators, and even as tourist transport.

Thankfully, there’s a substantial amount of standard gear fitted as standard in the LM.

The only difference in spec between the two 350h grades is the addition of all-wheel drive. Otherwise you’ll find keyless entry and start, front heated seats, automatic retractable side steps, power opening side doors, rear privacy glass, a pair of sunroofs, and semi-aniline or L-aniline upholstery.

Tech-wise, there is a digital rearview mirror, and a 14.0-inch touchscreen, a 12.3-inch digital instrument cluster, a head-up display, seven USB ports, a smartphone charger and a rear 14.0-inch multimedia display.

The 500h adds niceties like a separation partition with elevating and dimmable glass, that doubles as a 48.0-inch widescreen display to watch films and TV, or take conference calls with. It also gets two partition glove boxes, a pair of umbrella holders, two second-row phone chargers, a 23-speaker Mark Levinson 3D audio system and more.

In terms of rivals, there really aren’t many other luxury people movers on the market. Aside from the Mercedes-Benz V-Class and all-electric EQV, there are higher-grade versions of the Volkswagen Multivan, and the LDV Mifa 9 EV.

Ford offers two 2.0-litre turbocharged engines with the Mondeo, either a petrol EcoBoost engine or its diesel Duratorq equivalent.

The EcoBoost in our car is a bit of a gem. It produces an average sounding 177kW/345Nm when compared to the 220-plus-kW V6 engines in the equivalent Camry SL and Commodore RS-V, and it's even somehow out-played in the torque division by the Mazda6 GT, with its 170kW/420Nm.

As I'll explain in the driving section, however, it doesn't make the Mondeo feel any less powerful.

EcoBoost Mondeos can only be had with a six-speed traditional torque-converter automatic. Thankfully it doesn't carry 'PowerShift' branding either…

There are two hybrid powertrains available. Coming next year, the LM500h combines a 2.4-litre turbocharged petrol engine and a hybrid setup, making for power and torque of 202kW and 460Nm respectively. It is all-wheel drive and is paired with a six-speed automatic transmission.

The LM350h comes with a 2.5-litre naturally aspirated petrol engine and a parallel hybrid system, offering up a total system output of 140kW and 239Nm. The 350h comes in front or all-wheel-drive guise and uses a continuously variable transmission (CVT).

Due to the entertainment factor given by the EcoBoost engine I wasn't particularly light on the throttle.

Ford claims you'll use 8.5L/100km on the combined cycle, which is 1.9L/100km more than the Mazda6 but on par with the V6 Camry and Commodore. In reality I experienced about 12L/100km, which is a fair bit more than the claimed figure, but not unusual for a keen-to-go engine. More on that in the driving segment.

For a bit of perspective, I can extract similar, if not better, fuel figures from my 4.0-litre FG Falcon.

As you’d hope with an all-hybrid line-up, the LM excels when it comes to combined cycle fuel efficiency. The 350h FWD sips just 5.5 litres per 100 kilometres, while the AWD version is 5.6L/100km. The 500h is a little thirstier at 6.6L. 

Our drive was so brief we did not get to record an on-test fuel figure.

The theoretical range of the LM, considering the 60-litre fuel tank and 5.5L/100km (350h) and 6.6L/100km (500h) fuel consumption figures is about 1000km.

The Mondeo is thankfully quite a bit more fun than it looks. As I've been leading up to, the EcoBoost engine absolutely hammers with little encouragement. It's a hoot. The downside to this is that the fuel figure suffers.

Channelling 345Nm from as little as 2300rpm through just the front wheels also has the side-effect of tearing the steering wheel out of your hands under heavier bouts of acceleration. It does wonders to suspend the initial impression from the SUV-like seating position that this Mondoe must be a heavy car.

It definitely isn't a sports car, though, more of a semi-luxe sedan, which is a good thing, because when you're not driving as hard it's a pleasure to be at the helm of.

The steering is direct and light, making it easy to point at any speed, and in terms of noise the Mondeo is impressively quiet. There's barely a peep out of the engine. Road noise is great around town but increases a lot at freeway speeds and on rough surfaces, likely due to the larger alloys and lower-profile rubber.

The suspension makes for a mostly luxurious ride as well, but frequent undulations cause it to become unsettled side-to-side. Heavier bumps and potholes also resonate through the cabin.

It's almost annoying how close to excellent the refinement is.

The six-speed auto transmission is fantastic for a daily driver because you'll never know its there. I failed to catch it off guard once during my week with it.

There's a Sport mode and paddle-shifters you can use to make it stay in gear a little longer, but with the amount of power seemingly available at a moment's notice I never felt like I needed it.

As mentioned earlier, I spent much more time in the second row as a passenger than I did behind the wheel of the LM350h. But it was enough time to capture some initial high-level drive impressions.

But let’s start in the rear. The ride in the second row is comfortable - as you’d hope. Our trek from Melbourne’s inner north down to the Mornington Peninsula included a lot of freeway, which was smooth. The only thing that disturbed the peace was a chunky bridge join that caused a bit of a thump. But we were hardly disturbed. 

Back in the driver’s seat, there’s a lot to like about how the LM350h drives. First of all, it feels smaller on the road than its ample dimensions would otherwise suggest. It even feels relatively light on the road. 

After the LM, I drove a Mercedes-Benz EQE SUV that has a similar kerb weight (the Lexus is about 2.4 tonnes), and the LM felt lighter.  

The hybrid powertrain is responsive enough, offering decent acceleration from a standing start. The more potent 500h will of course be quicker.

The transition from electric to petrol propulsion is pretty smooth in Lexus (and Toyota) models these days, and the additional noise-deadening materials in the LM ensure it’s subtle.

The 2.5-litre petrol engine is really only noticeable when accelerating hard, and the CVT a slight drone, but it’s in no way unpleasant. 

Otherwise it’s a superbly refined and quiet cabin on all but the absolute worst road surfaces. Whisper quiet power windows adds to that feeling of luxurious refinement.

Given the brief time behind the wheel, we didn’t get to test the handling capability of the LM, so that might have to wait for a review in the New Year. 

The steering is heavily weighted and doesn’t feel overly responsive, but it’s perfectly suited to this sort of vehicle.

That supple ride we experienced in the rear was also evident behind the wheel.

This was especially impressive on a couple of pock-marked peninsular back roads. The ride is also much more compliant than the Mercedes-Benz EQV I tested early in 2023.

The LM is yet to be crash tested by ANCAP, and it is unclear if it will be given the fact that it’s a niche model. However, as with other current Lexus models, it has a long list of standard safety gear.

The safety suite, including intersection assist, and a pre-collision system with vehicle, pedestrian, bicyclist and daytime motorcyclist detection.

It also comes with emergency steering assist, full-speed radar cruise control, ‘Curve Speed Reduction’, ‘Lane Trace Assist’ with lane-departure alert, automatic high beam, ‘Road-Sign Assist’ (speed signs only), ‘Emergency Driver Stop System’, a blind-spot monitor and rear cross-traffic alert.

Ford has recently updated its warranty to five years/unlimited kilometres, which is a nice standard, although it is now matched by Holden and Mazda. Toyota lags behind with a three-year offering. The Kia Stinger starts to look very impressive here with its seven-year warranty.

At the time of writing, Ford's own service calculator tells us the Mondeo will cost a minimum of $370 per year or 15,000km (whichever comes first) service interval. Every fourth year that jumps to $615.

When you buy a Lexus, you get a bit more than a car. The brand has a customer loyalty program - Lexus Encore - and depending on what model you buy, you are eligible for some pretty cool discounts, bonuses and experiences. 

There are three tiers, depending on your model. UX, NX, RX and ES fall under regular Encore, and electric models the RZ and UX300e sit beneath Electrified Benefits. But the LM, as well as the LS, LC and LX are under Encore Platinum - the top tier. 

That means access to the ‘On Demand’ program that allows access to another Lexus model for a few days or longer. So if you own an LC Convertible but need an RX for a few days to ferry people around, that’s all free. There’s valet parking service loans and more.

It also includes upgrades at Lexus partners. Our launch took us to Jackalope Hotel on the Mornington Peninsula, which is a Lexus partner, and you can get a bunch of extras here as a Lexus owner that other guests won’t get.

In terms of other ownership details, the LM is covered by a five-year, unlimited-kilometre warranty, and the servicing schedule is every 12 months or 15,000km.

Lexus is yet to announce the capped-price servicing details for LM, but it is expected to cover five years, and should be in the vicinity of approximately $700 per service.