Toyota Prado vs Ford Mustang Mach-E

What's the difference?

While no doubt the hybrid would appeal to some buyers, given the limits in towing capacity and higher fuel consumption, the extra performance doesn’t really make the i-Force Max a compelling proposition for the LandCruiser/Prado. Australian buyers have made it abundantly clear they’re happy with the Prado already on sale, so it’s hard to see the hybrid having too much success here alongside the diesel engine.

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 Prado and LandCruiser largely look the same, but the 1958 we drove did have a few standout elements from a design perspective.

The most obvious are the retro round headlights of the 1958, which are meant to hark back to the original FJ Cruiser. The retro theme is helped by the round light framing the large rectangular mesh grille with ‘TOYOTA’ in big, bold letters.

Personally, I really like the round lights and think it’s a shame the Australian-bound Prado misses out, purely for the aesthetics.

Inside the cabin also feels like a throwback in time, but not to the 1950s, rather the late ‘80s and early ‘90s with the grey cloth trim. It’s a brave decision from Toyota to ditch a more modern look and feel, but, again, I really like it. It feels hard-wearing and suits the nature of the Land Cruiser in the US market, where it has to woo buyers away from Bronco and Wrangler.

One design choice of note is the US-spec version has ‘LandCruiser’ embossed on the dashboard ahead of the passenger, something else we miss out on here with our Prado.

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.

As the entry-grade variant in the US range, the LandCruiser 1958 is more utilitarian than pampering. That translates to a cabin that has plenty of usability, just like the Australian-delivered LandCruiser Prados we’re used to.

There’s nothing overtly different about the US-spec model, with good space and small item storage in the front and decent room in the second row.

The multimedia system is the same as the one used here too, which speaks to Toyota’s strength for consistency of product around the world. It means anyone driving a Toyota - whether it’s in Australia, the US or elsewhere - has a sense of familiarity immediately.

It also helps that Toyota has stuck with a large amount of physical buttons and switchgear (I counted nearly 50) in addition to the touchscreen. While other brands look to cut controls to save money at the expense of usability, Toyota is sticking with what people know and enjoy.

However, the US version of the Prado has the same riser box inside the boot, which limits its cargo capacity in the same way as it has done here. It's still a reasonable size, but the riser does eat into space and compromises practicality.

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.

This is the heart of our review, the unavailable hybrid engine, the so-called 'i-Force Max' hybrid powertrain. This is because the US market has never embraced diesel engines, which are so beloved by Prado owners in Australia, so in the search for greater efficiency, Toyota USA is leaning on hybrid technology.

The set-up in the LandCruiser combines a 2.4-litre four-cylinder turbocharged petrol engine with an electric motor in the bell housing between the engine and eight-speed automatic transmission. The combined output of this petrol-electric hybrid is 243kW of power and 630Nm of torque, which is significantly more than the 150kW/500Nm offered by the 2.8-litre turbo diesel offered in Australia.

The catch is, despite the additional power and torque, the LandCruiser is only rated to tow slightly more than 2700kg compared to the 3500kg towing capacity offered by our diesel Prado.

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). 

Obviously one of the biggest reasons for offering/choosing a hybrid engine is fuel efficiency and on that front the LandCruiser runs into the classic problem of big car, small engine. The official combined urban/highway fuel economy figure for the hybrid is 10.2L/100km, which is well behind the official claim for the diesel-powered Prado of just 7.6L/100km.

Drilling in deeper, the LandCruiser hybrid can drop as low as 9.4L/100km on the highway but rises to 10.6L/100km in a purely urban environment, which is typically the opposite to how hybrids excel.

The other major difference between the LandCruiser and our Prado is the size of the fuel tank. The US model only gets a 67-litre tank compared to the 110L offered in Australian models. That, naturally, has a major impact on range, with the LandCruiser hybrid only able to go a theoretical 656km on a single tank, compared to nearly 1300km for the Prado diesel.

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.

While it may be a hybrid, the LandCruiser is no urban ‘show pony’ and Toyota USA is adamant that it is tough enough to live up to the reputation of its famous nameplate. It’s built on the same TNGA-F platform as our Prado - as well as the Tundra pick-up and others - so it has the foundations for rugged adventure.

It comes standard with locking centre and rear differentials, rear coil springs, full-time four-wheel drive, a two-speed transfer case, ‘CRAWL Control’, a 2400W AC inverter and standard trailer brake controller, which are all must-haves for anyone planning a serious off-road trip.

While we have little reason to doubt the off-road ability of the LandCruiser, our test drive was limited to the urban jungle of Los Angeles, which allowed us to really focus on the powertrain.

Not surprisingly, given its similarities with other Toyota hybrid set-ups, it felt very familiar, albeit in a very different vehicle than the RAV4 and Camry we’ve driven previously. Despite its big on-paper numbers, there was some noticeable lag on initial acceleration and the engine sounds like a modern four-cylinder - a bit gruff when revved hard.

It certainly has enough performance to pull the LandCruiser along, but it isn’t over-endowed with power and torque. At least not in the way its stats suggest.

For the most part, around town, it did a good job of quietly motivating the big SUV around with a minimum of fuss.

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.

One big plus for the LandCruiser over the Prado is Toyota USA offers two years of free servicing - a nice bonus.

It does have different warranty coverage for different components though, the overall vehicle warranty covers the first three years, the powertrain is covered for five years but the hybrid components are warranted for 10 years.

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.