- Exterior: Distinctively Chiseled
- Interior: The Full Lexus Experience
- Driving: Powerful And Silky Smooth
- Steer by Wire: Making A Joke Of Tesla’s Yoke
- Range, Charging, And Battery Life: The Dealbreakers?
- Pricing And Verdict: The Perfect Lexus Electric SUV… For A Select Few
With a range as low as 196 miles, the new Lexus RZ 450e will have to win over buyers with its many other attractive attributes.
It's taken a while, but Lexus finally has its own globally available, purpose-built battery-electric vehicle (BEV) in the form of the dashing RZ crossover. A carmaker that has always been synonymous with refinement and quality seems like an ideal match for a fully electric drivetrain, but as Lexus is late to the EV party and considers the Tesla Model Y and Jaguar I-Pace as just two of its main rivals, the dual-motor RZ needs to do more than whisk occupants down the road in style and comfort: It needs a reasonable range, a competitive price, and the effortless performance inherent in most EVs.
At our first drive of the new RZ 450e in the picturesque Provence region in the south of France, we discovered that the Lexus has some of these things, but certainly not all. Its party trick is its optional Steer by Wire system that will be available at a later stage, but whether this impressive piece of technology can atone for some fundamental missteps is a question we'll try to answer here.
Exterior: Distinctively Chiseled
Sharing its e-TNGA platform with the humbler Toyota bZ4X, the first task that the RZ needs to accomplish is to distance itself from its corporate cousin visually. It does so effectively, with the RZ clearly being a member of the Lexus family. It's got a distinctly futuristic air about it, and that has been created by the interplay between the many taut, chiseled lines and details like the bi-LED headlamps and the new spindle body. As a replacement for the spindle grille, the spindle body flows more seamlessly into the hood.
There is still a small grille shutter that opens or closes depending on whether cooling air or aerodynamics are prioritized. Without a conventional engine in front, Lexus was able to design a lower hood, and it looks especially striking when the car is finished in available two-tone paint. An illuminated 'L' emblem is available as well.
The base model comes with a panorama glass roof as standard, but it's the available Dynamic Sky roof with its ability to switch between transparent and opaque at the touch of a button that really impresses. Both options make an already spacious cabin feel even airier, though.
There are two grades of the RZ that will be offered at launch – Premium and Luxury – with the former getting 18-inch alloys as standard. The Luxury's standard 20-inch alloys with a machined finish are prettier, but there is a range penalty to pay for them that could prove crucial, as we'll discuss later on. 20s can also be specified for the base Premium.
Elsewhere, the RZ's design continues to blend luxury and sportiness. The rear features a full-width light bar and “blade” taillight clusters that jut out from the body. The LEXUS script is prominently displayed on the tailgate, and there is a roof spoiler mounted above that.
In terms of size, the RZ shares its 112.2-inch wheelbase length with the RX, but the latter is a little larger in other key dimensions.
Various colors will be available for the RZ 450e. In the USA, that includes Caviar (the only no-cost shade). $500 will unlock premium colors such as Iridium, Cloudburst Gray, Eminent White Pearl, and Ether. For $1,200, the bi-tone paint option sees a black hood and upper body paired with either Ether or Cloudburst Gray. Below, the bi-tone paint is shown with a Sonic Copper main color which we wish was available in the USA.
Interior: The Full Lexus Experience
Climb inside the new RZ, and you have no doubt that you're seated in a Lexus, which is immediately inviting with its quality materials and posh color schemes. The company says the interior design is based on the tazuna concept, or a horse's reins, to describe the driver-focused layout. This can be seen in the positioning of the digital instrument display, the various controls dotted on or close to the steering wheel, and the center touchscreen interface that is tilted in the direction of the driver.
Both trims come standard with the Lexus Interface and its crisp 14-inch touchscreen display, which is most definitely preferable to the older touchpad still found in some Lexus models. There is no rotary controller, though, so you do need to access the screen for certain climate functions like fan speed, and tapping these with an accompanying audible signal is manageable but never quite as satisfying or effortless as twisting a physical dial. There is a physical volume knob, though, which is much appreciated, especially when turning up the volume on the 13-speaker Mark Levinson premium surround sound system in the Luxury; the Premium comes with a ten-speaker sound system instead.
Regarding that wide touchscreen, a split-screen view would've been preferable in some instances so that more functions could be displayed, thereby reducing the number of swipes.
Both trims come equipped with a wireless phone charger, along with wireless operation of both Apple CarPlay and Android Auto. Five USB type-C ports are also scattered around the interior, so there are no issues with connectivity for a small family.
The seats are comfortable without feeling like overly soft armchairs, although a little more side bolstering would've been appreciated during faster cornering. At just over five-foot-four, this vertically-challenged tester had absolutely no problems fitting inside the RZ, but even taller drivers appreciated the generally good space utilization, both front and rear. Power-adjustable front seats and heated/ventilated front seats are standard.
We also tried the available radiant heating system. Placed at the bottom of the front console, it very quickly heats front occupants' legs and feet using infrared technology to heat only objects in the panels' line of sight, while saving some energy in the process. It did give off a very mild “burning” smell when we tried it, but as it doesn't replace the conventional heater, you can easily turn it off if you don't want to use it.
NuLuxe upholstery is standard, making way for soft Ultrasuede on the Luxury variant. The Palomino color scheme is the warmest and looks wonderful, but it will also show off scuff marks more than the Dapple Gray or Thunderstorm/Macadamia options with their darker lower trim panels. Regardless of the model, though, the interior feels inviting and upmarket, and there are soft materials used in most places, including on the dashboard and door panels.
One model we drove had an odd flap on the sides of the center console that concealed the contents of the storage space beneath the center tunnel, but we preferred this storage space to simply be left open so that items can be easily accessed.
Speaking of practicality, the RZ has two adaptable cupholders in the center console that can accept different sizes and shapes of bottles. Another two cupholders can be found in the rear fold-down armrest, but the door pockets are rather narrow and there is no glovebox at all. More usefully, the center storage area/armrest lid can be opened from either side, so your passenger can easily stow and grab items in there if need be.
With the rear seats up, cargo space comes in at 23.74 cubic feet, and there is also some hidden storage space below the trunk floor. Folding the rear seats frees up 55.57 cubic feet, and you’ll have to be satisfied with that as the RZ doesn’t have a frunk. With up to 76 cubic feet of total cargo volume, the Tesla Model Y is more practical, though.
Driving: Powerful And Silky Smooth
For the initial leg of our first drive, we set off in an RZ 450e equipped with the conventional steering system and the more familiar round steering wheel. This made navigating the many twisty roads and multiple traffic circles in Provence feel natural. A new dial-type shift-by-wire transmission controller is equipped. It works well as far as dial-type shifters go, but doesn't feel like any significant improvement over a traditional shifter.
It's easy to get into a smooth rhythm with the RZ right away, even if you've never driven an EV before. The steering is well weighted, stability is excellent, visibility good, and the dual-motor powertrain provides punchy acceleration and the instant overtaking capability that is a hallmark of modern EVs. Together, the permanent magnet synchronous motors develop 308 horsepower; peak torque is 196 lb-ft in front and 124 lb-ft at the back. The front motor is more powerful (201 hp) than the one at the back (107 hp). The claimed 0-60 mph time of five seconds feels easily achievable, and darting out of traffic circles is done with little drama. This is the only powertrain for the RZ currently, but a single-motor RZ 300e may just see the light of day.
Faster cornering elicits some discernable body roll that jostles you around in your seat but is nothing untoward for a luxury crossover that weighs up to 4,619 pounds. For the most part, the Direct4 all-wheel-drive system does a fine job of keeping everything in check. This system can change the front-to-rear torque distribution between 100:0 and 0:100, based on various parameters, but always works to optimize traction and what Lexus describes as posture control, which is essentially the vehicle's pitching and diving characteristics.
When you do switch to Sport mode – following a few too many swipes via the touchscreen – you'll find that the RZ can be hustled at a decent pace. The responses of the accelerator and brake pedals are very organic, so the car feels urgent when you want it to and relaxing when you are in less of a hurry.
A new Range mode has been introduced that promises even greater efficiency than the more typical Eco mode. Lexus said it could improve range by five to 10%, but you'd have to be exceptionally patient to make that happen as throttle response is far more languid in this mode, requiring a much heavier right foot to get anywhere quickly. We didn't use it often, but then again, we also didn't have the range concerns along the carefully planned test drive loops that some consumers might have.
As a luxury crossover, the RZ excels. The ride is absorbent but not wallowy, and coupled with the instantly available torque and well-insulated interior, there isn't much to disrupt the peace inside. On the larger 20-inch alloys, there is a marginal increase in road noise over bumpier sections, but wind noise is only noticeable at highway speeds due to the silent electric motors.
Steer by Wire: Making A Joke Of Tesla’s Yoke
For the next driving loop, we set off in an RZ equipped with the Steer by Wire system, an option that is coming to the USA at an unspecified date. In Europe, Steer by Wire is known as One Motion Grip and will be available by 2025, but it will be branded under a different name in the USA. It's worth noting that Lexus is still refining the system to make sure it's absolutely flawless before it reaches customers. Based on our experience, it feels very close to production-ready, though.
Replacing a traditional steering system, Steer by Wire has no mechanical linkage to the wheels, relying instead on electric signals to determine and adjust the correct steering ratio for a given speed or driving scenario. These models also come with a sportier yoke-style steering wheel that echoes what you'll find in an aircraft cockpit, but because of the constantly variable steering ratio, both hands can stay in the same fixed position for any maneuver, with no hand-over-hand movements required – that's one of the primary advantages here relative to the yoke in some Teslas.
Although a Lexus team member asked journalists to exercise caution when initially setting off in models equipped with Steer by Wire due to its more direct responses, we found the system pretty easy to adjust to in normal driving at slower speeds. Only minor side-to-side steering movements are needed to direct the RZ 450e through a series of moderately quick, smooth sweeps, where the system felt at its most enjoyable, and certainly more decisive than the traditional steering. Crucially, the reliance on electric processing of information does not make the driving the RZ feel overly artificial; yes, sensations are far more muted than they’d be in a sports car, but entirely within the realm of the typical luxury crossover. Another advantage to the yoke is that it enhances visibility of the digital instrumentation, as there is no top section to the wheel rim.
In other scenarios, the system felt less intuitive. Navigating around compact traffic circles and being forced to keep your hands in the same position felt more tiresome than in the regular car, and because the indicator controls move with the yoke – instead of being mounted in the same position in the normal car – one often has to activate the turn signals when they’re positioned much lower down.
In these tighter turns, it's also easy to be overzealous with the amount of steering angle required, and this requires greater concentration than with the standard system. Together with the tendency to treat it like a traditional wheel and go hand-over-hand at times, it means that there is a learning curve here, and although it's not drastic, it will require a longer test drive for prospective customers to ascertain if they're truly comfortable with the tech. As expected, parking and three-point turns require considerably less twirling of the wheel, but again, it requires some adjustment to get used to.
Overall, Steer by Wire offers something fresh in this segment, and many of its drawbacks will likely become less of an issue the more time you spend with it. We do think that the sportier driving style of the tech is at odds with the expectations of a luxurious, relaxing Lexus crossover, but that's why it's an option – if you like it, take it, and if you don't, the standard steering leaves little to complain about.
Range, Charging, And Battery Life: The Dealbreakers?
If range and charging are your main priorities in an EV, this section will not make for particularly pleasant reading. Equipped with a 71.4-kWh lithium-ion battery pack that Lexus says promises excellent durability, it nevertheless limits the SUV's range to a mere 220 miles on the standard 18-inch wheels – far below the psychologically comforting 300-mile mark. With the 20-inch wheels, the range drops to 196 miles, so the Luxury variant – which only comes with these wheels – is limited to the shorter range.
Every other competitor to the RZ can go further on a full charge, depending on the trim. That includes the Tesla Model Y Long Range (330 miles), Audi Q4 e-tron (236-265 miles), Jaguar I-Pace (217-246 miles), and Genesis Electrified GV70 (claimed at 236 miles).
While we acknowledge that most Americans cover far less than 200 miles per day, and that an improving charging infrastructure lessens the emphasis on range, the fact remains that 196 miles simply won't cut it for many customers.
The same goes for the RZ's maximum 150 kW fast-charging speed, which can get the battery from zero to 80% in about 30 minutes. That's not terrible since the RZ has a smaller battery capacity than many competitors, but charging speeds of up to 350 kW are becoming increasingly common.
Level 2 charging will take around 9.5 hours to get the battery from 0-100% (a very unlikely scenario, as batteries are typically charged before they entirely run out of energy), and Level 1 will require over two days (50 hours) to do the same. Customers will be able to purchase a ChargePoint Home Flex connected charger that is claimed to add 25 miles of range per hour, or charge at up to nine times faster than a standard outlet.
On a more positive note, the RZ is more efficient than the Genesis GV60 and Audi Q4 e-tron quatto, returning an EPA estimated 115/98/107 MPGe city/highway/combined with 18-inch wheels, and 102/87/95 MPGe with the 20-inch wheels.
At the launch event in France, Assistant Chief Engineer Yushi Higashiyama said that the only viable way to add more range with the current platform is to extend the wheelbase.
Pricing And Verdict: The Perfect Lexus Electric SUV… For A Select Few
We initially estimated that the Lexus RZ would start at close to $50,000, but unfortunately, this is another electric crossover that has been priced beyond the reach of many. The RZ 450e Premium begins at $58,500, and that excludes a destination and delivery charge of $1,150. For the Luxury, expect to cough up $64,000. Unlike some other electric crossovers, the RZ will not qualify for federal tax credits as it is assembled in Japan, and without complimentary charging, the value prospect is a bitter pill to swallow.
For reference, the Tesla Model Y begins at $54,990 for the Long Range, which is quicker and has a range that is over 100 miles more than the Lexus. The Model Y Performance delivers incredible performance and starts at just a few hundred bucks more than the base RZ 450e. Granted, the Lexus is more luxurious and its interior fittings richer, but the Tesla leaves it in the dust on a bang-for-buck basis.
Leaving Tesla out of the equation for a moment, the Cadillac Lyriq starts at $57,195, is an extremely luxurious crossover, has a better range, and comes with two years of complimentary charging.
So, where does that leave us? The new Lexus RZ 450e looks the part and is supremely refined; to drive, it will surely impress anyone coming from an RX with its tech-filled and luxurious interior. The dual-motor powertrain delivers strong performance, while the Direct4 AWD system and optional Steer by Wire system work together to deliver a surprisingly engaging driving experience without sacrificing comfort.
As a second car for a family that already has an RX in the garage for longer trips and that can afford a new EV that isn't their only car, it makes a lot of sense. And, in areas where fast chargers are plentiful, perhaps the short range won't be an issue. These two scenarios simply won't apply to too many people, though.
As it stands, the RZ is highly competent vehicle that lives up to the expectations of a Lexus crossover, but falls short of the range and fast-charging capabilities of a modern EV. If we could trade the Steer by Wire system for another 80 miles or so of range, and if we had the option of a base trim that was closer to the $50k mark, this would've made an already excellent vehicle a much smarter buy.
Keyword: 2023 Lexus RZ First Drive Review: 80 Miles Short Of Glory