Lexus RZ 2023 review: 450e preview test

Like we said, nobody knows pricing as yet.

Being a Lexus EV, however, the RZ will certainly cost more than rivals like the Tesla Model Y, which in its base single-motor rear-drive guise kicks off from ‘just’ $72,300 (all prices are before on-road costs).

Indeed, given its luxury positioning, don’t expect the high-grade 450e twin-motor all-wheel drive (AWD) version we’re previewing to undercut the conceptually similar Genesis GV60, that starts from $103,700.

If UK pricing is indicative, the RZ 450e is roughly aligned with the RX 450h F Sport, that currently starts from $102,683 in Australia.

Other EV rivals will include the ICE-based BMW iX3 (from $114,900), Volvo C40 Recharge (from $74,990) and upcoming Polestar 3 (pricing TBC), while the Audi Q4 e-tron from 2024 is also expected to be in the Lexus’ crosshairs.

Watch this space.

Equipment levels? Who knows, except that the RZ 450e should include a range of fresh and intriguing features.

Perhaps most controversial of these is the steer-by-wire (SBW) technology that will probably be optional on some versions and maybe even standard on this high-grade variant.

Australia’s first mass-produced yoke-like steering control with steer-by-wire, it offers a constantly varying steering ratio, to cut down wheel movement range (also known as turns lock-to-lock) from an average 540 degrees to just 170 degrees. That’s barely over half a circle. A driver’s arms would never cross over, even during the tightest U-turn.

Other goodies/gimmicks include the driver being able to manoeuvre the car in and out of spaces standing outside via a smartphone (a little like Hyundai/Kia’s key fob-controlled feature), electronic door handles, radiant heaters and heat-pump system for improved efficiency, a full vegan interior with ‘Ultrasuede’ material, a dial shift knob due to shift-by-wire tech, the option of a panoramic sunroof with electric instant dimming and extensive anti-noise sound frequency tech to silence the cabin at speed.

Being the 450e flagship, expect multi-zone climate control, heated/vented seating, heated rear seats, heated steering wheel, digital rear-view mirror, electric adjustment for front seats and steering column, digital instrumentation, a head-up display, a massive touchscreen, advanced multimedia with voice control, premium audio with surround-sound hi-fi, a wireless phone charger, ambient lighting, surround-view cameras, configurable driving modes, power-folding rear seats, parking assist, a sensor-activated powered tailgate and 20-inch alloy wheels (but no spare wheel it appears).

There’s also a long list of driver-assist safety systems. Branded as “the latest Lexus Safety System+”, this ushers in wide-range autonomous emergency braking (AEB) and lane-support systems under the Pre-Collision Safety umbrella.

As our recent analysis of the latest NX range highlighted, Lexus isn’t being lousy with its luxury equipment, and the RZ 450e is likely to be no exception. Don’t forget, value-for-money is a brand byword.

Now, the car you see here is actually a hand-built, pre-production prototype, though the model that launches here in Australia in the middle of 2023 should look identical. Hopefully minus the crass two-tone paintwork…

Size-wise, it fits somewhere between Lexus’ mid-range NX and the slightly larger RX series, measuring in at 4805mm long, 1895mm wide and 1635mm tall. However, the RZ is altogether a little bit lower and boasts a very long wheelbase ­– 2850mm –as a result of utilising the Electric Toyota New Global Architecture (e-TNGA).

If that all sounds familiar, that’s probably because the RZ is actually the third e-TNGA EV, after the very closely-related Toyota bZ4X and Subaru Solterra twins that are also due in Australia sometime next year.

Unlike the latter two, however, the Lexus has its own unique look all over, starting from the exaggerated ‘Spindle Grille’ styling up front and ultra-aerodynamic side profile. The rear, meanwhile, is visually similar to the NX and RX.

Sleek, contemporary and striking, some people say the RZ is one of the best-looking SUVs in its class. And, thankfully, that two-tone paint job will remain an option.

Describing it as airy minimalism, Lexus is keen to crow about the RZ’s exceptional interior space for its size, courtesy of the extended wheelbase and progressively cab-forward profile.

A lot of effort has gone into maximising packaging efficiency as a result of electrification. While there’s more than sufficient space up front for two, it’s the generous rear-seat area that families are likely to appreciate, with plenty of legroom, shoulder room and head room, even for three people seated abreast.

Lexus says the driver-centric dashboard has been designed to make users feel welcome, offering a traditionally-presented though extremely modern instrumentation layout at the straight-ahead, flanked by a large central touchscreen, intuitive controls placement and easy access to switchgear, ventilation, multimedia systems and storage outlets. If you’re familiar with the latest NX, you’ll feel right at home here.

Yet there’s also a distinct character to the RZ, with new-to-brand items like the availability of a full vegan interior, electric radiant heaters as part of a new heat-pump device for improved ambient-temperature comfort, the option of a panoramic sunroof with electric instant dimming, a dial shift knob in place of a gear lever, and extensive anti-noise sound frequency tech to silence the cabin at speed.

Yet the biggest departure is the availability of that yoke-style steering ‘wheel’, as fitted to our preview 450e.

It requires a constant ‘quarter-to-three’ grip, and you need to be conscious of not turning the wheel too far to one side, as the steering ratio is variable so only requires modest inputs. But, otherwise, everything quickly feels second-nature… except if you’ve acquired a lifetime of bad habits and prefer to rest a hand on the wheel at high-noon, which is impossible as there’s no upper-rim to do that on.

2023 Lexus 450e | features gallery | Press Images

2023 Lexus 450e | features gallery | Press Images

Note a regular electric power steering system mechanically connected to the front wheels will be the standard set-up.

Moving to the rear of the RZ, beyond the roomy back-seat, the boot seems more than generous. Whether it matches the bZ4X’s 452-litre cargo capacity remains to be seen, but it should be very close.

Lush in that expensive, Lexus way yet intriguingly progressive without compromising packaging or practicality, it seems that the RZ’s interior architects managed to get this model right.

Right now, the only model confirmed is the RZ 450e, and Lexus isn’t saying much beyond the basics.

This means there is an AC permanent magnet synchronous electric motor, transaxle and inverter on each axle, providing variable all-wheel drive (AWD).

For the 450e, the front motor makes 150kW of power and reportedly 265Nm of torque, while the rear one delivers 80kW and 170Nm respectively, for a 230kW system total. No official torque outputs have actually been divulged by Lexus; these figures are estimated.

Overseas models can manage a 0-100km/h sprint time of 5.6 seconds, on the way to a 159km/h top speed.

Dubbed ‘DIRECT4’, the RZ’s AWD set-up can deliver up to 100 per cent torque to either axle according to speed and conditions. Lexus says that in normal straight-line driving, the system uses a front-to-rear drive-force ratio between 60:40 and 40:60, to help reduce pitch.

You can also bank on a single-motor version, driving the front wheels, and that one’s likely to slip under $100,000.

Higher RZ grades like the 450e will offer adaptive dampers for the MacPherson-style strut front suspension and trailing arm double-wishbone rear suspension set-up.

A super-stiff and strong body structure further quells noise and vibration paths while benefitting handling and ride qualities.

As with many pure EVs, a lithium-ion battery pack is placed low and centrally within the wheelbase.

Delivering 71.4kWh, it is said to offer up to 450km of range between charges, using the Japanese WLTC methodology. Australian range figures are yet to be confirmed, but they shouldn’t be too far wide of that figure driven modestly.

The European-market WLTP combined-cycle target for the 450e is sub-18kWh per 100km.

AC charging is via a Type 2 port with an 11kW capacity, while a DC fast charging via a CCS2 port can handle up to 150kW.

Regenerative braking, offering several levels of single-pedal deceleration, is also included.

Lexus reckons its battery-control tech ensures an industry-leading battery-capacity retention rate of at least 90 per cent after 10 years, or even higher if the timer charging function that avoids over-charging is utilised.

More information will be revealed closer to the RZ’s mid-2023 launch. Stay tuned for that.

The Lexus RZ has yet to be publicly scored by either the Australasian New Car Assessment Program or EuroNCAP.

A long list of driver-assist safety systems will also be part of the RZ’s armour. Branded as “the latest Lexus Safety System+”, this ushers in wide-range autonomous emergency braking (AEB) systems under the Pre-Collision Safety umbrella.

It includes adaptive cruise control, front and rear cross-traffic alert, blind-spot monitor, lane-departure support tech and low-speed driving assist with traffic-jam support, that helps boost driver awareness and response while reducing fatigue.

While Lexus hasn’t yet revealed what safety spec we can expect, the RZ should also include full airbag coverage, LED lights with auto high beams and Safe Exit Assist – which won’t allow doors to open if vehicles or cyclists are whizzing by and in danger of being struck.

Again, we don’t yet know what Lexus is planning for the RZ in Australia cost-of-ownership wise.

But, based on what the latest NX offers, expect a five-year, unlimited kilometre warranty with roadside assistance, service intervals at 12 months or 15,000km and published capped-price servicing.

Plus, there’s also Lexus’ ‘Encore’ aftersales subscription program offering myriad offers and services – something the brand has long excelled at.

Confession time.

The ‘drive’ program involved a unidirectional blast around Toyota Australia’s test-track facility in Altona in the west of Melbourne’s CBD, with strict speed restrictions, super-smooth roads and far too many nervous eyes watching a multi-million-dollar hand-built prototype at all times.

Not your regular first-drive review, then.

Still, there’s plenty to report. For starters, the driving position is extremely Lexus-familiar, which means if you know the latest NX or new RX, much of the dashboard look and architecture is astonishingly similar.

Familiarity is one of the key pillars in this car – bar one major exception… the yoke-style steering wheel, which, as mentioned earlier, isn’t nearly as strange or odd as the look and shape suggests. In fact, it soon just blends in.

Anyway, push a button, turn a dial around to D for drive, and off we go. Extremely smooth off the line, the RZ wastes no time getting up to 60km/h in an instant, before the first corner approaches rapidly and the ‘wheel’ is nudged almost subconsciously to the left; the transition is natural as the Lexus carves through the turn without fuss or fight. This yoke thing works!

Now, Lexus says that there’s a minimum of pitching and body movement because this car – which is on 20-inch wheels and features adaptive dampers all around – is designed to keep things smooth, so let’s see how that goes.

Yep, we’ve hit the 100km/h maximum speed limit, it’s super relaxed and refined, and all the while the yoke feels rock-solid planted. As more corners are taken, the lack of arm twirling is an appreciated new sensation.

On the other hand, while the response and weighting are spot-on, there’s not much feel coming through to the “butterfly” shaped tiller. It’s all so coldly proficient.

At one stage, a corner is taken too enthusiastically, and the rear wants to kick out in unison with the squealing tyres that no doubt means a big black mark against your author’s name back in Japan, but the electronic safety controls gently reel it all back in without impacting speed or progress. Nice.

Speaking of control, one of the more impressive things is the 450e’s braking, which seems progressive and natural in a way that most electrified vehicles’ systems still struggle to achieve. There’s also regenerative braking, e-pedal style, using paddle shifts, and while it doesn’t bring you to a full stop, it does slow the vehicle right down.

Finally, a set of evasive manoeuvres involving a set of witches’ hats at speeds in excess of 50km/h highlights the RZ’s sophisticated handling and roadholding virtues – though the warm dry conditions obviously worked in the 450e’s favour as well.

Obviously, this course is way too smooth and controlled for any objective real-world assessment of the RZ’s steering feel, handling prowess or ride comfort, but it’s left a sense of wanting to experience more, not less, and that must be a good thing.

2023 Lexus RZ 450e | driving gallery | Press Images

2023 Lexus RZ 450e | driving gallery | Press Images

And, to reiterate, the yoke steering is something you quickly get used to. Whether the novelty will wear off after a period is unknown, but it works in these conditions, without being alien or odd; yet rest assured, as a regular electric power steering system mechanically connected to the front axle will be the standard fitment in most RZ models.

Lexus’ first dedicated EV offering brings a level of sporty performance, control and refinement that bode extremely well for final production RZ 450e.

First impressions are extremely encouraging.