Ford Mustang Mach-E vs Lexus UX

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.

The updated Lexus UX300h Luxury is a solid entry in the premium compact SUV segment. It doesn’t break new ground, and there are areas that could be improved, but it handles well, offers a thoughtful selection of amenities for a base-grade luxury model, and its compact size makes it easy to park almost anywhere. For buyers seeking a stylish, efficient, and practical hybrid with a luxury badge, it’s a dependable choice.

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.

The updated Lexus UX is technically a compact SUV, but it feels more like a hatchback that's taken a small dose of steroids. The facelift brings a sharper look with a stylised 3D spindle grille, new air intake vents, fresh 17-inch alloy wheels, updated daytime running lights and a full-width rear light bar. The sculpted bodywork still showcases Lexus’ signature origami-like panelling and, overall, it’s a handsome little thing. That said, the heavy use of black plastic moulding around the lower edges detracts from its premium appeal.

Inside, the cabin takes a more understated approach. Up front it feels premium-enough, with synthetic leather trims, soft-touchpoints and those high-tech dual 12.3-inch displays headlining the dash. Your eye moves smoothly across the layout without lingering too long on any single element, which adds to the sense of elegance.

Not everything feels top-tier, though. Hard plastics are still scattered throughout the cabin, and they’re especially noticeable in the back seat where the doors have very little in the way of a soft surface. Yes, this is the base grade, but in a car wearing a luxury badge, it’s something you notice more than you should.

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.

The UX is a compact SUV, so it's best not to expect a sprawling interior. The front row offers the best space and comfort, with wide door openings and a ground clearance that makes it easy to hop in without any grunts. The seats are comfortable enough on long drives, although some fatigue creeps in on the passenger side due to the lack of lumbar support. Both front seats are power-adjustable and heated, and with the steering wheel also adjusting electrically, it’s easy to dial in a good driving position.

Move to the rear seats, and space becomes noticeably tighter for adults. At 168cm, my knees press against the seat in front, and even my eight-year-old asked me to slide the passenger seat forward this week. That said, he’s been mostly comfortable thanks to the wide door openings, lightweight doors and well-padded seats.

My son did point out that the tall window sills make it hard to see out, which could be a deal breaker for younger passengers. There are three top tether anchor points, but fitting three child seats across is unrealistic.

Storage is on the slim side, but the dual-opening centre console is clever, and there are two cupholders and drink bottle holders up front. The rear row only gets a single map pocket and two cupholders. A few more cubbies for things like sunglasses or keys would be welcome, as the cabin can quickly feel cluttered if you’re not careful.

Technology is neatly integrated. The dual 12.3-inch displays look sharp with clear graphics, and the touchscreen is responsive. The updated operating system isn’t a big leap forward, but it’s easy to use and the wireless Apple CarPlay and Android Auto work seamlessly. There’s also sat nav, a wireless charging pad, four USB-C ports, a single USB-A port and a 12-volt socket for charging.

The boot looks modest at first glance, especially with the floor set in its highest position, but it still swallowed a big grocery shop with no fuss. Officially, capacity is 364 litres, which makes it the smallest compared to its nearest rivals, although the adjustable floor helps with taller items or creates a handy nook for smaller ones.

A bigger drawback is the lack of a spare tyre as you only get a repair kit. For city drivers that might be fine, but for those of us who live regionally or do longer trips, a spare tyre is a must-have. On the plus side, the powered tailgate with kick function is standard here, whereas rivals make you pay extra for it.

The new Lexus UX300h is offered in three grades, and the grade tested here is the entry-level Luxury, priced from $55,370 before on-road costs. That positions it right in the middle of its rivals, with the Audi Q2 35TFSI S starting at $49,400 and the Volvo XC40 kicking off from $56,990.

The Luxury grade brings a solid list of standard equipment. While it won’t blow your socks off, it does offer good value-for-money compared to its premium competitors where a lot of features have to be added for additional cost. Highlights include powered front seats with heat function, synthetic ‘NuLux’ leather upholstery and trims, dual 12.3-inch displays and a upgraded OS for the multimedia system. You’ll also find a 10-speaker sound system and seamless wireless phone mirroring for both Apple CarPlay and Android Auto.

Technology extends further with built-in satellite navigation, Bluetooth, digital radio, reversing camera, two USB-C ports in each row, plus a USB-A port, 12-volt socket and wireless charging pad up front.

Practical features like keyless entry and start, dual-zone climate control, dusk-sensing headlights, updated daytime running lights, rain-sensing wipers, electrically adjustable steering wheel and a powered tailgate with kick function.

A three-year complimentary membership to the Lexus Encore program rounds out the package. Members gain access to the Lexus Connected Services phone app where you can customise your driver profile and have access to a digital key but there are a range of benefits from supporting partners like Westfield and Ampol to enjoy as well.

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 UX300h Luxury runs a hybrid setup that pairs a 2.0-litre four-cylinder petrol engine with two small electric motors. Combined, the system produces 146kW of power, and it drives through an electronic continuously variable transmission (eCVT). This powertrain sees it outmuscle the old UX250h by 15kW.

On paper, those new outputs sit neatly in the middle of this segment. Out on the road, though, the hybrid assistance helps the UX feel a little more sprightly than the numbers suggest. The electric motors give it an eager step-off from traffic lights and smooth power delivery around town, while the petrol engine takes over when more effort is needed.

It's a good combination for a little car.

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.

Fuel efficiency is a real strength. Lexus claims 4.2L/100km on the combined cycle, which is impressive against petrol-only competitors. With a 43L tank, you’re looking at a theoretical driving range of over 1000km between fills.

In my week of mixed open-road and urban driving, I saw a real-world figure of 5.0L/100km, and that’s without holding back on using the available power, which makes the claim feel very achievable.

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.

The UX300h Luxury proves itself to be a versatile little SUV. It offers ample power with prompt acceleration, making it easy to confidently take a gap in traffic or keep pace on the open road. It feels like a solid all-rounder that balances everyday usability with just enough grunt when you need it.

There are three selectable drive modes, though in practice they don’t feel dramatically different. The hybrid system can sometimes sound a little flustered at times as it switches between the two components, but it doesn’t translate into anything unsettling from behind the wheel. The actual driving experience remains smooth and predictable.

Ride comfort is another strength. The suspension does a good job of soaking up small bumps, and unless you’re on the highway in torrential rain, the cabin stays impressively quiet.

Visibility is mostly good, although the A- and B-pillars can occasionally intrude from the driver’s seat. It’s never enough to be a deal breaker, but worth noting. Where the UX really shines is in tight spaces because its 10.4m turning circle and compact dimensions makes it stupidly easy to park. The reversing camera is clear, though for a car wearing a luxury badge, it feels like a missed opportunity not to include a 360-degree camera as standard.

The UX300h Luxury comes equipped with Lexus Safety System+, covering the essentials and more. Standard features include lane keeping aid, lane departure alert, adaptive cruise control, traffic sign recognition, blind-spot monitoring, front collision warning, rear cross-traffic alert, rear seat alert, safe exit assist, ISOFIX child seat mounts, three top tether anchor points and tyre pressure monitoring.

Dusk-sensing headlights, rain-sensing wipers, and the restyled LED daytime running lights further improve visibility and overall safety.

The UX has a maximum five-star ANCAP safety rating from testing conducted in 2019, scoring highly across all individual assessments. While the updated model hasn’t yet been re-tested under the latest criteria, its suite of standard safety technologies and solid crash history should offer some reassurance.

The UX has autonomous emergency braking (AEB) with pedestrian and cyclist detection and is operational from 10 - 180km/h but it is normal to see this begin from 5.0km/h on competitors.

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 UX300h Luxury comes with a five-year/unlimited kilometre warranty, which is comparable to its nearest rivals, although we’re seeing increasingly generous terms from mainstream brands.

Servicing is straightforward thanks to a five-year capped-price program, with each service costing $595. The intervals are well spaced at every 12 months or 15,000km, whichever comes first.

This grade also includes a three-year complimentary membership to the Lexus Encore program. Membership brings access to the Lexus Connected Services phone app, allowing you to customise your driver profile and even use a digital key. Beyond that, Encore members enjoy perks with supporting partners, including Westfield and Ampol.

There's around 40 official Lexus service centres located around Australia but you can make use of its sister brand's (Toyota) service centres if you're in a pinch.