Ford Mustang Mach-E vs Lexus RC F

What's the difference?

The Mustang Mach-E is fantastic to drive and very competitive on the range and equipment front, allowing it to outpace some of its well established rivals in Australia.

In fact, it's almost a shame about the Mustang name, because it will distract from what is, at its core, a compelling first step for Ford into the fully electric space.

So, don’t expect a ‘Mustang’, at least not in the traditional sense. But this is certainly something. A new future for a new Ford.

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

There’s so much to like about the Lexus RC F EP3. A glorious atmo V8 soundtrack, sharp dynamics, plus loads of standard features and safety tech in a beautifully engineered four-seat coupe package. It can’t match the turbos for mid-range thump, and if you need practicality look elsewhere, but it’s the type of performance car we’ll be looking back at in years to come as one of the last to proudly hold its head above a rising tide of turbos, hybrids, and electric hot rods. 

The Mach-E looks good, but nothing like the designs you have come to expect from Ford.

Sure, there are plenty of notes, references and hints, to its Mustang namesake, some more hidden than others, but fans will have to accept this is a new interpretation of the badge for a new era, and at the end of the day, it’s an electric mid-size SUV.

The overall visage is a little more sleek than your average RAV4, though, with a long wheelbase, coupe-like rear, and a curvy shape which no doubt helps it cut through the air as efficiently as its shape will allow.

Mustang hints are found, obviously, in the big pony badge on the front, but also the frowny-face headlight profile, and iconic three-bar pattern for the rear lights, too.

There are even hidden things, like pony imprints on the underbody protection, and ‘electric ponies live here’ branded onto the motor unit, where few buyers will likely ever see it. In a move which should keep all Mach-E owners happy, every grade looks great, each having its own character.

The base car looks all aero with its wheel covers and more humble plastic cladding pieces, while the Select adds contrast piano black bits and more traditional alloy wheels.

The GT goes harder still with a 3D-effect grille and much more Mustang-like 20-inch wheels.

I’m not sure what I was expecting when it came to the Mach-E’s interior, but it looks a bit more ordinary in pictures than it does when you’re in the car.

What appears from a distance to be a hodgepodge of bits from Ford America and Ford Europe with the same dull grayscale theme is more nuanced and textured once you’re in the driver’s seat.

I especially like the tiered dash with the speaker-bar look for the Bang & Olufsen system which integrates across the front, and the 15.5-inch screen which looks like it will dominate the space is actually at a perfect distance from the driver.

An appreciated amount of soft-touch surfaces and synthetic leather finishes round out the space. There is even a grade-specific textured detail piece running across the dash. Nice touch.

It’s also a lot to take in, but somehow it works. One thing is for sure though, it’s not traditional ‘Mustang’. This has jumped from the big, brash, old-world (and often maligned for quality issues) interior, to something cleaner, more open and futuristic.

At just over 4.7m long, a bit more than 2.0m wide and less than 1.4m high, the RC F has a classically macho wide coupe stance with a distinctive Lexus twist. 

In a late 2019 refresh the RC F was upgraded with suitably jagged single-piece, LED headlights and an even wider version of Lexus’ signature ‘spindle grille’ featuring a new mesh pattern.

Pumped up guards sitting over the standard 19-inch BBS rims feature gills behind them to help smooth airflow around the front of the car, stabilise it overall, and exhaust cooling air flowing around the brakes.

A revised rear diffuser is now body coloured, the stacked-at-an-angle quad exhaust pipes are a Lexus ‘F’ hallmark, stainless steel window trims are now dark rather than bright thanks to a thicker oxide film covering, and the LED tail-lights feature a new L-shaped insert.

Of course, a car’s looks are always subjective, but I think the RC F’s interior is super cool, combining long, flowing graphics on the seats and doors, with rounded, multi-level sections and brushed metal finishes across the dashboard.

The racy instrument binnacle tips its hat to classic sports cars of the ‘60s, the analogue clock between the central air vents could come off as cheesy, but actually looks great, and the large multimedia screen set ‘rear-of-stage’ at the top of the dash is subtly integrated.

True to form, this Lexus is beautifully finished with an obvious eye to design detail and manufacturing quality. Which makes its biggest failing all the more irritating. 

The ‘Remote Touch’ control pad behind the gearshift in the centre console managing settings in the media system is hateful.

Operating in similar fashion to a laptop mousepad (only worse) despite available adjustments for speed/sensitivity, even on its most benign setting it is maddeningly over-reactive and inaccurate. Lexus should just put its hand up, say “My bad” and retire it, yesterday.

This is especially true when it comes to the usability of the cabin. I was surprised to be greeted by a high seating position, a wide cabin, and an abundance of storage with plenty of neat features.

For a start, the centre console is a nice piece of design. It features a floating bridge section with a wireless charging bay, rubberised storage tray, dual bottle holders with variable edges, and a floating armrest piece with a large console box below.

In front, and below the wireless chargers, there’s a big cutaway for additional storage, and a decent sized glove box on the passenger side.

The all-dominating touchscreen, as mentioned, is at a nice distance from the driver, isn’t as obstructive as it looks and unlike the Tesla Model Y or Model 3, the Mach-E scores a little digital instrument panel to provide the driver with conveniently-located core information.

I only have two gripes about these systems. Unfortunately, you have to adjust the climate functions through the touchscreen.

There’s a nice central volume dial, but it would be nice to have physical adjustment dials for temperature and fan speed, too.

As it is, the touch areas are quite small, and require a bit of concentration to jab at.

The instrument panel has a nice clean design, but isn’t customisable, the limited information it shows is all you get. Better than not having one, I suppose.

The rear seat is also excellent, offering me, at 182cm tall, plenty of airspace for my knees, and sufficient width for my arms. Headroom is its most limited dimension, although I fit without my head touching the roof.

The seats are brilliant, clad in a decent synthetic leather material and padded with an excellent amount of foam material for a comfortable ride no matter where you’re seated. The centre seat even seems usable for adults, thanks to the Mach-E’s flat floor.

Rear passengers are treated to bottle holders in the doors, two more in the centre drop-down armrest, USB ports on the back of the centre console, pockets on the backs of the front seats, and a pair of adjustable air vents.

Annoyingly, the huge panoramic sunroof doesn’t have a retractable shade, nor is there a flexible shade accessory on the options list.

Sure, it looks great, but it could be a nuisance, baking the interior during hot Australian summers.

For some reason this particular trait is common in more and more EVs with the Tesla Model Y and Polestar 2 sharing the same issue.

Boot space is 402 litres (VDA) which is not particularly large for a mid-size SUV. I would expect 450 litres or more in this category, but the Mach-E is compromised a little by its aggressively-shaped rear.

It also doesn’t get a spare wheel of any kind, making do with a repair kit under the floor.

Ford also throws in a Type 2 to Type 2 public AC charging cable, but if you plan on charging from a wall socket at home you’ll have to delve into the accessories list.

One of my favourite Mach-E features is the 134 litre frunk. I’ve said before I don’t think this particular EV fad is super useful.

It’s often an inconvenience to have to pop the front from the inside, and I’ve found in my long-term loans of EVs I rarely use them, but the Mach-E’s frunk is special because it’s watertight and drainable.

This opens up some neat opportunities, like the ability to throw dirty hiking, diving, or work equipment in there and hosing it out later, or even filling it up with ice and chucking a case of drinks of your choice in there for an old-fashioned American block party. It even has integrated cupholders for this express purpose.

Practicality is unlikely to be high on the priority list for anyone shopping for a car like this, but comfort and convenience certainly will be.

And the RC F delivers just that for its front seat passengers, providing lots of space, as well as numerous storage options, including long door bins with room for smaller bottles, two cupholders in the centre console, a large, lidded storage box/armrest between the seats (housing twin USB-A ports, an aux-in jack, and a 12V socket), as well as a decent glove box.

But that space we were just talking about pretty much evaporates when you move to the back. This is a classic ‘2+2.’ The electric folding and sliding front seats make access okay, however, sitting behind the driver’s seat, set for my 183cm height, headroom is tragic, legroom is tight, and toe room is bad. 

So, let’s assume it’s a kids-only area, and once ensconced back there, they’ll appreciate a fold down centre armrest, two cupholders between the seats (with a roll-top cover), and adjustable air vents. But there isn’t a USB point in sight which may lead to friction when devices lose charge, or a plug-in negotiation with front-seaters. 

Lexus claims a modest boot volume of 366 litres (VDA) and it’s important to note that although there’s a ‘ski-port’ door to accommodate lengthy things (like skis?) the rear seats don't fold down. So, flexibility is limited, although there are tie-down hooks at each corner of the floor to help secure tricky loads.

The Lexus RC F is a no-tow zone, and don’t bother looking for a spare of any description, a repair/inflator kit is your only immediate option. Good thing roadside assistance is included in the warranty package.

Base price for the Lexus RC F is $134,129, before on road costs, which puts it in the same ballpark as the BMW M2 CS ($147,400), undercuts the Audi RS5 Coupe ($157,700), and prices it above Merc-AMG’s C 43 Coupe ($116,500).

The ‘Enhancement Pack 3’ (EP3) option bundle fitted to our test car (19-inch BBS alloys, Brembo carbon-ceramic brakes, titanium exhaust, carbon fibre cabin trim, and glass sunroof), adds $29,161, for an as-tested total of $163,290, which stars to push it into even tougher territory (think M4 CS and C 63 S).

But aside from the EP3 extras, the RC F is well furnished when it comes to standard features, with highlights including, semi-aniline leather accented trim, electrically adjusted (10-way with memory), heated and ventilated front seats, keyless entry and start, dual-zone climate control, plus a 10.3-inch centre screen (managed via the ‘Remote Touch’ interface and voice recognition) running satellite navigation (with live traffic updates) and a 17-speaker Mark Levinson audio system (including digital radio and Apple CarPlay/Android Auto functionality).

Other boxes ticked include, auto-fold exterior mirrors (with auto-dimming, heating and memory), auto LED headlights (with active high beam), LED DRLs, indicators, and tail-lights, rain-sensing wipers, adaptive cruise control, a reversing camera, an 8.0-inch multi-function digital driver display, leather-trimmed gearshift and (electric height and reach adjustable) steering wheel, ‘Drive Mode Select’ (Eco, Normal, Sport S, Sport S+, and Custom modes), ‘Adaptive Variable Suspension’ (Normal and Sport S modes), and ‘Vehicle Dynamic Integrated Management’ (Sport S+ and Expert modes).

Along with the standard safety tech (detailed in the Safety section below) that’s a pretty handy basket of fruit that stands up well relative to the asking price and competition.

The Mach-E might not look like a traditional Mustang, but don’t be fooled, it’s no ordinary mid-size SUV on the performance front.

Even in its most basic trim level, the Mach-E puts out 198kW/430Nm, and yes, it’s rear-wheel drive.

The mid-grade version boosts power even further to 216kW/430Nm, while the top-spec GT nearly doubles outputs to 358kW/860Nm thanks to its dual-motor, all-wheel drive system.

Sprint times are a hot-hatch baiting 6.6 seconds for the base Select, 6.2 seconds for the Premium and an impressive 3.7 seconds for the GT.

The GT scores other enhancements, too, like the 'MagneRide' suspension also seen in the internal-combustion Mustang, and upgraded software unlocking the sportiest ‘Untame Plus’ drive mode which Ford says is ‘for track use only’ (and it is, because it basically turns traction control down to a minimum). 

The Lexus RC F is powered by the latest iteration of the brand’s (2UR-GSE) 5.0-litre, naturally aspirated V8 engine.

Featuring exotic touches such as a dual variable valve timing (with electric actuation on the inlet side), dual-length intake runners, forged connecting rods, titanium valves, and the ‘D-4S’ control system (combining port and direct-fuel injection) it produces 351kW (471hp) at 7100rpm, and 530Nm from 4800-5600rpm.

Drive goes to the rear wheels via an eight-speed (torque converter) automatic transmission with a new ‘AI-Shift’ control designed to adapt to the driver’s style and shift drive modes more effectively, as well as a Torsen mechanical limited-slip differential.

As mentioned, the three Mach-E variants have distinctly different range offerings. The base Select travels a respectable 470km between charges, the mid-grade Premium covers 600km (one of the longest ranges on offer from any EV currently in the Australian market) and the top-spec GT travels 490km between charges.

Interestingly, the base car is offered with the more affordable LFP (lithium-iron phosphate) battery chemistry for its 71kWh unit which uses less rare materials, sourced from China’s CATL, while the larger 91kWh batteries are sourced from Korea’s LG Chem using the higher output but more expensive NMC (nickel-manganese cobalt) chemistry.

On the efficiency front the Mach-E isn’t bad considering its performance, and size. The base Select is rated at 17.8kWh/100km on the combined cycle, while the number is lower for the Premium at 17.3kWh/100km, but hops up to a less-than-impressive 21.2kWh/100km for the all-wheel drive GT.

For reference, these official consumption figures are about on-par with the Ioniq 5 and a little lower than the EV6. It will be interesting to test this car’s range and efficiency figures at a later date, on a longer test.

Claimed fuel economy for the combined (ADR 81/02 - urban, extra-urban) cycle is 11.1L/100km, the V8 emitting 254g/km of CO2 in the process.

In our week with the car, over a combination of city, suburban and freeway conditions (including some enthusiastic B-road running) we recorded an average of 12.8L/100km, which, while not exactly frugal, is still impressive for a V8, performance-focused coupe. 

Minimum fuel requirement is 98 RON premium unleaded, and you’ll need 66 litres of it to fill the tank.

Let’s make one thing clear. The Mach-E does not drive like a Mustang. A Mustang, of course, being characterized primarily by its brash V8 roar, gratuitous cabin and grand touring dynamics.

No, the Mach-E immediately reminds me of a Ford Europe SUV. Sounds like an insult doesn’t it? But it isn’t.

The Escape and Puma are remarkably sharp to drive, and I consider them deeply underrated options in the SUV space, and more suited to drivers than they first appear. 

The Mach-E takes the best elements of these two and dials it up to 11, adding the smoothness of an electric powertrain and inherent rear-wheel drive performance characteristics as it does.

While it saddles you with a tall SUV-like seating position, it’s no simple SUV once you get it on a few curves, the urgent performance from the rear-mounted motor, even in the base car, is excellent, feeling as though it punches above many of its rivals, while the sharp, accurate steering makes it feel surprisingly agile and responsive considering its dimensions and weight.

The regenerative braking is well-calibrated, too, offered in either a one-pedal or more moderate tune, but perhaps the most surprising aspect of this car is its well balanced ride.

Reviews from my colleagues overseas pointed to an overly hard ride, which I was expecting, but I was greeted with a car that deals with bumps, undulations, and corrugations with a remarkable amount of poise.

Ford says what it calls the “Irish tune” was selected as it offered the best ride for our roads, and it seems the Blue Oval engineers weren’t wrong.

It’s a firmer ride than the boaty Hyundai Ioniq 5, but not as firmly sprung as the Polestar 2 or Tesla Model Y.

In other words, it’s firm enough to make it fun to drive, but not hard enough to ruin it in your day-to-day commute.

It was also interesting to find the MangeRide adaptive suspension in the GT grade didn’t make as big a difference as expected, firming things up a little on some surfaces, but offering a slight edge to the amount of chassis control on offer as a result.

The three drive modes also make a significant difference to the experience. The ‘Whisper’ mode dials back accelerator response and artificial noise, serving as a kind of ‘eco’ setting which is said to also be more suited to low-traction scenarios, where the instant torque of the electric motors can easily spin the wheels.

The standard mode is far more balanced, while the 'Untame' mode makes the motors respond in haste, and dials up the artificial rumbling noise, but not to an unpleasant level.

The fourth, ‘Untame Plus’ mode, only available on the top-spec GT, allows the car to, for example, break into a drift when grip is low enough by dialling back the traction control.

It’s designed to allow a little more play and maximise acceleration response for track use. Still, it doesn’t feel as tail-happy as its namesake combustion coupe.

While it appears to be yet another mid-size electric EV, then, there’s something a little more on offer here, and something which sets itself apart from the electric pack by being fun to drive in a way something like a Tesla Model Y isn’t.

The best part is, these unusually engaging dynamics extend beyond the top-spec GT, all the way to the base Select.

The only thing is, it’s still very tidy. It’s organised, the traction control is clever, the chassis is sharp, the steering is brilliant and the electric motors are… inorganic.

In some ways, this car is too good to be a Mustang, certainly missing some of the edge-of-your seat chaos a V8 rear-driven coupe can bring.

So, long as you understand this, there’s a very compelling sporty electric SUV to be found here.

A performance car should excite the senses, but the RC-F leans on one a little harder than the rest… hearing.

With the addition of launch control in last year’s update the big V8 will reliably slingshot you from 0-100km/h in just 4.5sec, which is no mucking around quick. But it’s the combination of raucous induction noise, furious mechanical roar, and bellowing titanium exhaust that add extra drama to the experience.

Fact is though, while maximum torque of 530Nm is not to be sneezed at, that number is only available from 4800-5600rpm. Although the RCF starts to get into its stride at about 3000rpm, the twin-turbo BMW M2 CS smashes it for mid-range punch with its 550Nm on tap from just 2350rpm.

So, in everyday, even mildly enthusiastic driving, the RC F sounds amazing, and don’t get me wrong, this is a proper performance car, but it doesn’t have the low-down, kick-in-the-pants grunt of its turbocharged six and eight cylinder competitors.

Linear power delivery, and the crisp throttle response only a naturally aspirated engine can deliver go some way to evening things up, however, and there are multiple systems to help tune the drive experience to your exact preference.

‘Drive Mode Select’ offers five settings (Eco, Normal, Sport S, Sport S+, and Custom).

Eco lowers engine output, dampens the throttle, and dulls the air-con in the name of fuel efficiency and reduced emissions. But you’re not buying this car to save the planet, so don’t touch that button, Sport S is the sweet spot (and save Sport S+ for track days).

Quick gearshifts from the eight-speed auto (particularly using the wheel-mounted paddles), that rapid throttle response, and nice steering feel work seamlessly together to deliver a satisfying backroad experience. Sport S holds gears longer on the way up the ratios, and is quicker to shift on the way back down.

In a more civilised mode, with eight gears to play with, freeway cruising is relaxed, especially given the top two ratios are overdriven.

The ‘Adaptive Variable Suspension’ offers Normal and Sport S modes, and here normal is the go. The basic set-up is double wishbone front, multi-link rear, and Lexus says the SACHS-developed AVS shocks can adjust damping force across a range of 30 levels. But even in the default Normal setting the ride is firm.

According to Lexus, the standard Michelin Pilot Sport 4S tyres (255/35 fr / 275/35 rr) have been tailored specifically to the RC F and they grip hard, keeping the 1715kg coupe planted in quick corners. But their narrow profile no doubt contributes to the car’s less than limo-like feel around town.

Then the ‘Vehicle Dynamic Integrated Management’ system fine tunes the car’s stability control in Sport S+ and Expert modes. Expert only happens when you’re in Sport S+ and turn the stability control off. So again, best to go full racer at the circuit, and we didn’t explore VDIM this time around.

The electrically-assisted steering is not only accurate (the strength of the steering rack bushing has been increased by 150 per cent to boost response), but the wheel itself feels great, and the huge (380mm) Brembo carbon ceramic brakes are mega (working well from cold unlike some other carbon set-ups).  

Under the heading of notable mentions, the digital instrument cluster is inspired by the V10-powered Lexus LFA supercar, switching between a blue economy indicator ring in Eco mode, a standard tachometer and digital speedometer in Normal, a white and red cluster in Sport S, and orange in SPORT S+ (with three-stage upshift indicator lights).

Plus, you can also switch between racy functions such as a lap timer and G-force display, and soft-trim knee pads on the sides of the front centre console improve comfort and seating stability if you’re having a crack.

The Lexus RC hasn’t been assessed by ANCAP or Euro NCAP, but it boasts a solid array of active and passive safety tech.

To help avoid a crash the expected systems like ABS, EBD, brake assist, as well as stability and traction controls are all on-board.

And despite its relatively advanced age (the RC was launched globally in 2014) the RC F hasn’t been left behind, with more recent safety developments also included.

Specifically, pre-collision warning (including AEB, with pedestrian detection), active cruise control, lane-departure warning (with steering assist), vehicle sway warning, auto high beam, blind-spot monitoring, a reversing camera, front and rear parking sensors, and rear cross-traffic alert.

But if an impact is unavoidable, you’re protected by eight airbags (driver and front passenger front and side , driver and front passenger knee, and side curtain bags).

Pedestrians aren’t forgotten either, the RC F featuring sensors able to detect if the front bumper has collided with a person, immediately lifting the back of the bonnet up by around 65mm, to help absorb impact force. Interestingly, the ‘Pop-up Hood’ sensors won’t deploy this function if the car collides with anything else.

There are top tether points and ISOFIX anchors to securely fit baby capsules/child restraints in both rear seat positions.

Ford offers a now industry standard five-year, unlimited kilometre warranty, as well as the battery manufacturer standard eight-years and 160,000km for the high-voltage components.

Unlike some EVs in this space which push intervals out to two years, the Mach-E needs to see a workshop once every year or 15,000km, whichever occurs first.

Thankfully, servicing is relatively affordable, at just $135 or $180 at alternating years for the first 10 years, and roadside assist is automatically topped up with each service (at an authorised Ford dealer) up to seven years.

The standard Lexus warranty in Australia is four years/100,000km, which outscores the likes of Audi and BMW on duration (both at three years) but trails on kilometres (both offering unlimited km).

Then there’s Merc, which has gazumped all the luxury players with five year/unlimited km cover. Plus, there’s the fact that the mainstream market standard is now five years/unlimited km, with some at seven years.

To balance the scales, the ‘Lexus Encore Privileges’ program provides 24-hour roadside assistance for the duration of the warranty, as well as access to owner events and special offers.

Service is scheduled for 12 months/15,000km (whichever comes first), and Encore capped price servicing is available for a three year period, averaging $595 annually, for an all-in cost of $1785.

A Lexus loan car is provided while your pride and joy is in the workshop, or a pick-up and return option (from home or office) is available in some instances. You’ll also receive a complimentary wash and interior vacuum. Nice.