Mazda MX-5 vs Lexus UX

What's the difference?

Ultimately, the design and tech changes to the ND MX-5 will be the biggest day-to-day advantages of the updated model, because the mechanical changes don’t make themselves hugely obvious on the road.

If you’re into track days, it’s still a satisfying car to hustle as fast as you can, but it’s at its most accessible on winding roads for weekend drives, where the new differential and track DSC mode won’t come into play as much.

But in a world where accessible sports cars are becoming a rarity, there’s only one rear-drive convertible with a sticker price appropriate for financial mortals, and it’s a pretty damn good thing that it’s the ND MX-5.

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.

Alright, we’ve all seen ND MX-5s, you don’t need me to tell you about its proportions or explain its design elements to you in too much detail, so I’ll give you the headline changes.

At the front and rear are new pairs of LED head- and tail-lights, respectively… obviously, fitting into the spaces the old ones took up.

The DRLS and reverse lights have come off the bumpers for both, and are now part of the main lights at each end - no more DRLs in the front bumper, and the reverse lights have been replaced by reflectors.

There are new 17-inch wheel designs for the base and GT trim levels, too, and there’s a new colour - Aero Grey.

Inside, it’s a shame that the tan Nappa leather interior of the RF Black Roof can’t be had in a manual roadster, because it’s gorgeous, even though the inside still looks refined enough for a simple sports car in its base cloth trim.

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.

One thing Mazda has significantly changed for the ND is the multimedia screen, now a larger 8.8-inch touchscreen running Mazda’s updated software.

It brings the MX-5 up to date without sacrificing simplicity and makes it a little easier to use. The physical dial and buttons for controlling the screen also remain. The USB-C ports are also new.

Oh, and the MX-5 is the first Mazda model to get Connected Services, which is coming to other Mazda models eventually.

Connected Services allows owners to find, lock, and get alerts for their cars from a phone app, even letting them set curfews to notify them if the car is started during certain hours.

Aside from that, another small tweak is the simplified instrument cluster, which aims to be easier to read even when the roof is open and the sun is bright.

The cabin isn’t built to be plush, it’s built for ‘Jinba Ittai’, Mazda’s philosophy that applies most strongly to the MX-5 which means ‘horse and rider as one’.

And trust me, you feel one with the horse- er, car, when there’s not ample room to move. It’s not restrictive, but it’s cosy. 

Everything’s quite well-placed and it’s not busy with buttons or features in here though, it’s made for focusing on driving. 

One downside is the lack of storage, not even a glovebox, in front of the passenger, and the central storage spot under where your elbow sits is tiny, good for keeping the key fob snug though. Also, the cupholders are able to be removed or swapped between the space behind your elbow, or above the passenger footwell.

There’s also a small storage space between the seats behind where your elbow would sit, though it’s tricky to access while you’re driving.

Then there’s the boot, which is usable for a small amount of luggage at 130 litres in the Roadster and 127L in the RF hardtop.

Finally, as a huge positive, probably the biggest advantage of the ND over any other convertible is how easy it is to open and close the roof in the Roadster. You can do it single-handed, which is great if it starts raining and you’re at a traffic light or able to quickly pull over.

The RF hard-top has a switch that automatically opens and closes the roof section.

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.

Up front, you get one option: a 2.0-litre naturally aspirated four-pot. It makes 135kW and 205Nm, and it’s a delightful little thing, driving the rear wheels only - as it should.

It used to be that the smaller 1.5-litre engine was the more revvy, keen option, rest its soul, but Mazda updated the 2.0-litre to be more eager (and deliver more power) at high revs and basically made the little 1.5-litre redundant.

Anyway, you can have it with a six-speed manual in any variant, or a six-speed automatic in GT guise if you find manual gearboxes difficult or a hassle.

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.

Mazda says the MX-5 uses 6.8L/100km as a manual Roadster, or 7.0L/100km with an automatic gearbox. Or, in the heavier RF 6.9L for a manual and 7.2L for auto.

Not great for a tiny car like this, but pretty good for a sports car!

It’s got a 45-litre fuel tank, takes premium 95 RON or higher, and while it should hypothetically be able to travel more than 600km with its on-paper claims, expect fuel use to sit closer to 8.0L/100km if you’re driving it anything like it deserves.

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.

It feels like every motoring journo under the sun (literally if the roof is off) owns or has owned an MX-5 of some sort.

And the first time you drive one, you might understand why. 

If you spend your days testing and driving a bunch of different cars that aim to be many things at once, it’s refreshing to drive something that aims to be one: fun.

That’s it, the MX-5 feels like it was built to be fun. Not for convenience, not for power, certainly not for the school run.

And fortunately its simplicity remains with this update. All Mazda has done to change the way it drives is attempt to improve the rear limited-slip differential and improve the steering a little by reducing friction in the rack, as well as improve throttle response.

Has any of that changed the way it feels to drive on-road? No, not massively, but the ND was already such a delight that Mazda could have kept this update to purely design and interior tech changes and it would have still been one of the best-value buys around in terms of fun.

The MX-5 still feels relatively softly sprung while still being a dynamic and communicative sports car that’s engaging to drive even at low speeds, and rewarding (or frustrating) to drive fast.

On tight, winding roads, the MX-5 is at home, its soft suspension keeps you humble with its shifting weight and its relatively meagre outputs keep your licence safe.

In fact, despite being slightly compromised as a daily drive, the MX-5 is still plenty of fun even in traffic, there’s something about the satisfying click as the shifter slips into gear, or the little rev matches heading back down through the cogs when approaching a red light.

The 2.0-litre four-pot is a keen unit, and the six-speed manual is light and easy to work with, plus its steering is light without sacrificing road surface feedback - that feedback can quickly turn into cabin noise on a coarse highway which could become a little irritating on a long trip.

But the MX-5 can still be plenty of fun on track, where you’re more likely to get the most out of its new limited-slip differential and Track DSC mode.

It’s equally frustrating and satisfying to hustle the MX-5 around the East Circuit at The Bend in South Australia, where the track is twisty, busy, and unforgiving. Get it wrong, and the MX-5 lurches or slides to let you know you’ve made an error. 

Get it right, however, and the little roadster glides through the corners, camber changes and even over apex kerbs smoothly and carrying impressive speed.

Plus, the electronic assistance won’t usually kick-in until you really need it, a welcome change from cars that are constantly trying to keep you from having fun behind the wheel.

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.

Mazda’s five-year, unlimited km warranty covers the MX-5, including five years of roadside assist.

Servicing costs are pre-set, with intervals every 12 months or 15,000km up to seven years or 105,000km. They cost between $447 and $638, averaging out at about $544 each.

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.