Lexus LX600 vs Ford Mustang Mach-E

What's the difference?

There's absolutely no doubting the new LX's off-road credentials, nor the fact that it takes luxury SUVs to new heights in the four-seat Ultra Luxury model. Do you need a massaging chair and a foot-stool to get to your camping site? Probably not, but globally, there's a distinct market for that sort of decadence.

Closer to the other end of the LX line-up, however, there's a fair bit of cross-over in price and luxury terms with the Lexus' close cousin, the Toyota LandCruiser 300 Series. That suggests there might be a LandCruiser that will do the same job for a little less money and, if that's the case, then the LX loses a little relevance, particularly the petrol-engined version here in Australia. Until, that is, you take into account buyers for whom the Lexus badge infers the bank-vault solidity and prestige that the brand has worked so hard to establish. Which is another way of saying; it all comes down to where you stand on the politics of envy.

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

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.

Perhaps the most left-field design element is the way the LX can, depending on trim level, be configured in terms of its seating. In the past, we’ve seen plenty of SUVs available with a choice of five- or seven-seat layouts, but the LX is the first time we’ve seen seating choices range from seven- to five- to four-seat layouts. If nothing else, it illustrates the breadth of applications a modern luxury SUV is expected to cover.

Those who use their four-wheel drive SUVs off-road will also note the shift back to six-stud wheel hubs. Toyota’s (and Lexus’) move to five-stud wheels a few years ago suddenly made the vehicle’s wheels incompatible with owner’s existing caravans and trailers.

The new LX has also become a committed subscriber to the engine-downsizing theory of modern vehicle design. While the previous model was available with a 4.5-litre turbo-diesel and a massive 5.7-litre petrol, the new engine capacities of 3.3 litres for the diesel and 3.5 litres for the petrol represent major philosophy changes. Both the new engines are now V6s, rather than the previous V8 layouts.

And to give the new car a James Bond moment, all models bar the entry-level version feature a fingerprint sensor to control the starter button function. Q would be pleased.

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 practicality of each variant of the new LX is dependent entirely on how many people you need to move. The base-model version has seven seats with a two-three-two layout, while the Sport Luxury and F Sport feature five conventional seats in two rows.

The Ultra Luxury’s four individual seats obviously make it the variant of choice for the buyer who doesn’t need the extra seats, but clearly limit its appeal for families. But if luxury is your aim, the rear passenger seat in particular is the one to be in as it can be configured to offer up to a metre of legroom and even features a footrest when the front passenger’s seat is moved all the way forward. Both rear seats are also heated and cooled and reclinable to an angle that NASA has calculated offers the maximum support for the human body.

Vents in the rear seat area allow for an air-shower (of cool air over the passengers) or an air-curtain (a blanket of warm air at shoulder height).

The seven-seat versions have a third row of seats that folds flat into the floor (a major improvement over the old fold-up third row) and the second row folds and tumbles into the footwell. There’s a 220-volt outlet in the luggage compartment, too.

Cargo space is slightly less than the old model, but with second and third row seats folded, the LX has cargo space of up to 1871L.

The single-piece tailgate of the new Lexus won’t win as many friends as the old, split tailgate design which formed an impromptu kitchen bench or covered picnic seat. But the single rubber seal of the new design may be an advantage in keeping dust out on outback roads.

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.

Price is key to any new electric car, and the Mach-E doesn’t do anything unexpected. It’s not here to be a new, more affordable mid-sized electric option in Australia, instead leaning on its performance credentials to slice out its own niche amongst its competitors.

Three Mach-E grades arrive in Australia with prices ranging from $79,990 for the most affordable rear-wheel drive Select version, stepping up to $91,665 for the also rear-drive Premium and stretching to $107,665 for the all-wheel drive GT.

Before you start adding on-road costs or state-based discounts then, the Mach-E competes with mid-grade or higher-end versions of the Hyundai Ioniq 5, Kia EV6, Tesla Model Y - and maybe the more sedan-like Polestar 2.

Range is, of course, key to the price equation for any EV, and this is where the main differences lie between the variants, which are remarkably similar when it comes to standard equipment. The base Select gets a smaller, more affordable 71kWh battery pack. It grants the entry-point car a driving range of 470km on a single charge. Not bad at all.

Next up, the Premium grade remains rear-wheel drive, but swaps up to a larger 91kWh battery unit, delivering one of the longest ranges of any EV on the Australian market, at 600km.

Finally, the top-spec GT moves to all-wheel drive, almost doubling its power outputs, but maintains the same 91kWh battery, for a reduced but still respectable range of 490km between charges.

Standard equipment is impressive, too. Even the base Select scores items usually reserved for high-spec cars, like synthetic leather interior trim with heated and power adjust front seats, a panoramic sunroof, and a Bang & Olufsen 10-speaker premium audio system.

Other standard equipment includes the impressive 15.5-inch portrait-oriented multimedia touchscreen with wireless Apple CarPlay and Android Auto connectivity, a matching wireless phone charging bay, a 10.2-inch digital instrument cluster, 19-inch alloy wheels (with aero panels), a 360-degree parking camera, LED headlights, and the full safety suite.

The Premium grade scores higher-spec LED headlights, contrasting piano black exterior trim, black headliner and red stitching for the interior, as well as metal scuff plates and pedal trims.

The top-spec GT has the most noticeable bump in equipment, with the addition of adaptive suspension, 20-inch alloy wheels, a Brembo brake package, GT styling touches inside and out, ambient interior lighting, and sporty front seats with additional bolstering.

The issue the Mach-E faces, then, is not range or standard equipment. It is simply not offered in a form which is as competitive with price-leading versions of its core rivals.

Of course, most anticipated vehicles like this are picked up primarily in high-grade forms to begin with, Ford telling us nearly 40 per cent of pre-orders have been for the GT, but it’s notable there’s no circa-$70,000 entry-point variant as there is for the EV6, Ioniq 5, and Model Y.

While the Toyota LandCruiser 300 Series is a diesel-only proposition, the Lexus LX takes a broader view of what its buyers will want in such a vehicle.

As a result, there’s a choice of petrol or diesel power for the LX range, with both engines covering all variants apart from one. To add weight to the theory that the Ultra Luxury model is for people for whom fuel costs really don’t matter, it’s available only as a petrol vehicle.

The turbo-diesel engine is the 3.3-litre V6 twin-turbo unit we see in the 300 Series. It’s unusual in that it uses hot-side-in technology where the exhaust system and turbochargers live inside the vee of the engine, rather than hanging off each side as is much more common. Lexus claims greater efficiency from this layout with less plumbing between the cylinder head and turbo units as well as a more compact design.

Outputs for the turbo-diesel are 227kW of power, with an impressive 700Nm of torque produced anywhere between 1600 and 2600rpm, which is where the engine will spend most of its operating life.

The petrol engine is also a V6 and also twin-turbocharged. It measures 3.5 litres and, again, features a design that allows a smaller capacity engine to exceed the outputs of the physically larger, previous model. To that extent, it makes 305kW of power and 650Nm of torque; both impressive figures.

There’s only one transmission available on the LX, and that’s a 10-speed conventional automatic. To compliment that rugged, ladder-chassis design, the LX also has a transfer-case with proper off-road gear ratios. This is what gives the vehicle its rock-crawling and river-crossing abilities, while permanent four-wheel drive and the Multi-Terrain Select system mean no-fuss operation.

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). 

Much has been made of the new LandCruiser’s fuel-tank reduction to its new total of 110 litres. The LX follows suit with an 80-litre main tank and 30-litre auxiliary tank, but it’s worth remembering the improved efficiency of the new drivelines will maintain the range to a useful total. The base-model diesel version also misses out of the second tank for an 80-litre total.

Toyota claims a combined figure of 8.9 litres per 100km for the diesel and 12.1 litres for the petrol. On the open road, both variants will get pretty close to those targets (even though they’re a combined urban-highway figure) so the touring range remains useful and better than 1000km for the turbo-diesel with the twin tanks.

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.

Lexus surprised us a bit with its choice of test roads for the LX’s launch. As well as some twisty bitumen which might not, on the surface, have seemed the most LX-friendly terrain, the launch also threw in some steep if not otherwise too taxing off-road work.

The steep downhill section highlighted the fact that the LX has probably the best hill-descent control we’ve sampled. Not only is it simple to use with speed variation via the rotary knob that otherwise controls the drive modes, it’s also consistent and doesn’t stumble or lock-up wheels and bang brake calipers intermittently.

The second surprise was how well 2.6 tonnes of luxury off-road SUV handled the winding blacktop. It’s no performance-oriented SUV with its live rear axle and off-road-worthy suspension settings, but it can be hustled along in a pretty tidy manner if you concentrate and keep it flowing.

Beyond that, it was pretty civilised at everything else, too, and although it’s not a compact vehicle by any means, the cameras and sensors ensure that it’s not too much of a brain-teaser to park.

The LX seems to have slightly better noise suppression than the LandCruiser on which it’s based and the diesel version doesn’t seem quite as vocal under load. That said, it’s still very quiet and when rolling along at highway speeds and low engine revs, even the diesel is tomb-like in its silence.

But the petrol is next-level refined. There’s a small degree of engine raspiness when you rev the petrol V6 hard (and you won’t mistake it for a V8) but it’s a sophisticated soundtrack and, at a steady throttle, the petrol LX is even more silent.

The two engines have vastly different torque curves, but the 10-speed transmission is so on top of things that it can tailor its shift-pattern to make the absolute most of whatever torque and power are being produced. You can just feel the transmission holding a gear a little longer when the driver dials up max thrust, but in the interests of getting a heavy vehicle moving swiftly, using a clever transmission is the smart, modern way to do it.

Steering is a fraction light to be completely tactile, but that’s a function of the off-road abilities, and we’re pleased to report that the turning circle is very good given the exterior dimensions and makes tight city work much easier.

The shift paddles are, ironically, likely to be of most benefit when off-road and it’s here that the LX lays the SUV pretenders to waste. With low-ratio gears in the transfer case and that clever 10-speed, the LX will climb up some amazing places. It’s fair to say that, like all good off-roaders, you’ll run out of brave pills before the LX runs out of talent.

And while the suspension does a good job off-road, the live rear-axle and independent front suspension also combine pretty well on the blacktop. There’s some initial thump on pattery bumps that are felt more than heard. But as the bumps get bigger, the LX gets even better at dispatching them.

The variable ride height feels like air-suspension but is actually a clever hydraulic adjustment to the dampers to increase their length and, therefore jack the vehicle up for off-roading. Strangely, the ride seems to become a fraction firmer (and we mean a fraction) as the height cranks up, but most owners will never notice it.

What they will notice is the composure that the LX has in most settings. No, it’s not the fastest or tidiest handling SUV out there, but it’s well beyond good enough. And off-road? Very, very little is likely to touch it.

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.

All Mach-E variants get the same set of modern active safety equipment including auto emergency braking at freeway speeds, lane keep assist, blind-spot monitoring and rear cross-traffic alert. It also scores a 360-degree parking camera and reverse auto braking.

Adaptive cruise control features (although not the semi-autonomous ‘BlueCruise’ offered in this car’s American version), alongside a healthy suite of airbags.

Only the Select and Premium grades are rated a maximum five ANCAP stars, with the GT excluded.

Lexus Australia recently upgraded its factory warranty to five years/unlimited kilometres (up from three years). That’s better, but by no means a real advantage over most of its competition.

Capped price servicing is available at $595 per service for the first three years. The catch there is that servicing is every six months or 10,000km, an area in which Lexus trails its main 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.