The first all-electric vehicle from Lexus is a crossover, the type of vehicle that put the luxury brand on the map in the 1990s, most notably with the RX.
The 2023 Lexus RZ 450e shares Toyota Motor Corp.’s e-TNGA platform with near identical twins, the Toyota bZ4X and Subaru Solterra.
Lexus designers were tasked with creating a sporty crossover that emphasized elements of a sports coupe.
The RZ has a 71.4-kilowatt-hour battery, and with 313 hp from front and rear electric motors — with all-wheel drive only — it delivers plenty of acceleration. But the RZ’s estimated driving range is just 196 to 220 miles, well short of some key rivals such as the Tesla Model Y.
There is 196pound-feet of torque up front and 124 pound-feet on the rear axle, delivering a 0 to 60 mph time of 5 seconds vs. 6.4 seconds for the bZ4X with all-wheel drive.
Pricing starts at $59,650, including shipping. There are several options: A technology package priced at $1,425; premium paint for $500; a Cold Area package at $200; a digital rearview mirror for $200; and an illuminated front badge priced at $200.
Lexus invited journalists to drive the RZ 450e in California, and we’ve collected some early reviews.
“The RZ’s battery pack is lifted directly from the bZ, and it’s modestly sized with an estimated usable capacity of 63.4 kWh. As a result, the RZ’s EPA-estimated range is just 196 miles for the Luxury trim with 20-inch wheels and 220 miles for the entry-level Premium version on 18s. Might Lexus introduce a larger-capacity battery? Unfortunately, we’re told the e-TNGA platform can’t accommodate a larger pack unless the wheelbase is stretched.
Note, however, that the RZ’s EPA numbers are with the car in Normal drive mode. There are also Sport, Eco, and Range modes, and the latter two should wring more miles out of a charge. The extra distance is highly situational, but as an example, on our drive with the battery showing three-quarters charge, the display estimated 117 miles in Normal mode, 123 miles in Eco mode, and 158 miles in Range mode. A major difference between the modes is that Range disables the air conditioner; other changes include steering effort and accelerator mapping.
The RZ may not be a powerhouse, but with a stated curb weight of 4,564 to 4,619 pounds — relatively svelte for its peer group — the electric Lexus steps lively, whether taking off from a stop, passing on two-lanes, or merging onto the freeway. The RZ doesn’t deliver the muscle-car straight-line speed of some electric vehicles, but with a factory-estimated 60-mph time of 5.0 seconds, it should be quick enough for the intended audience.
That audience is expected to include a goodly number of brand loyalists, and the RZ driving experience seems catered to them. Although brake-based torque vectoring is on hand to help the RZ carve corners, there is a fair bit of body roll, and we don’t think this car will sell based on its handling prowess. The smooth ride is more likely to be a calling card. The suspension (struts up front, multilink at the rear) is adept at soaking up all the pavement imperfections we could find—although the gentle climate of southern France, where our drive took place, doesn’t present the same challenge as the mean streets back home. Between the two models, the Luxury’s 20-inch wheels transmitted a bit more road harshness than the Premium’s cushy 18s, but only a bit. There is some head toss, and body motions are not aggressively damped, although the plush overall experience seems right on target for a Lexus.”
— Joe Lorio, Car and Driver
“In most ways, the RZ is a fine-driving electric SUV due to its vigorous acceleration, mostly comfortable ride, and quiet cabin. Lexus officials told CR that the RZ is meant to be a soft transition for first-time EV buyers who are switching from a conventional vehicle to an electric one — meaning the intention is for it to not feel radically different. And from that perspective, mission accomplished.
But we still came away feeling let down by the new Lexus. That’s because it simply doesn’t rise to the level of most other luxury models when it comes to EV technology, such as driving range, charging speed, and EV-specific information given within the car.
Take its driving range: Lexus estimates it to be up to 220 miles for the Premium model with its 18-inch wheels and just 196 miles for the Luxury with its larger 20-inch wheels. While those might be adequate driving ranges for most people on most days, by today’s standards an EV that can’t even crack 200 miles of range is well behind the times — especially when competing models like the Audi Q4 E-Tron and Genesis GV60 offer around 250 miles of range, and the Tesla Model Y with its long-range battery has a 330-mile driving range. Heck, it’s not even on a par with some nonluxury EVs, such as the Kia EV6, which gets 282 miles of range. Plus, the RZ’s range is likely to decrease slightly over time, as it does for all EVs.
Its at-home charging speed is on the slow side, too, because of its rather puny 6.6-kilowatt onboard charger; most EVs are able to charge at around 11 kW. This means it will take longer to recharge the RZ, which could result in not having a full charge when you head back out on the road. At least its 150 kW acceptance rate at DC fast-charging locations is competitive, though certainly not class-leading. “
— Mike Monticillo, Consumer Reports
” …. it’s terrific that the Lexus RZ 450e features more powerful versions of Toyota’s eAxle (also found at the rear of the Lexus RX 500h) to send 308 horsepower to the front and rear wheels. That’s a clear performance upgrade over the 214-hp [Toyota] bZ4X AWD, and similar to the base [Genesis] GV60. No doubt about it, the RZ goes. Trouble is, it won’t go very far. It has the same 71.4-kilowatt-hour battery pack as the front-wheel-drive bZ4X (long story), which gets either 252 or 242 miles of range depending on trim level. That’s just on the border of what we’d consider acceptable, which should put into perspective the RZ 450e offering 220 miles of range with 18-inch wheels and 196 miles with the optional 20’s. The GV60 is good for 248 miles; the similarly priced BMW i4 eDrive40 can do 301.
And remember, that’s with optimal conditions. It was on the cold and blustery side by San Diego standards during our drive, which among other factors, meant the heater was running. As we set off, the distance-to-empty gauge read 138 miles while the battery gauge showed 85% full. Range anxiety is generally overblown, but you’d be way more likely to suffer from it in the RZ. Worse, its charging capability is average at best. It can manage a maximum 150-kW charging rate, which is admittedly the same as the Ford Mustang Mach-E and many other EVs. Once again, though, the Hyundai triplets and BMW blow it away with speeds topping 200 kW that allow them to take advantage of 350-kW fast chargers. Teslas are superior as well. Also, even if the RZ’s 0-80% recharge time of 30 minutes is decent, remember that it has a smaller battery to fill.
In short, there’s nothing about the RZ’s EV credentials that is anywhere near as forward-thinking and progressive as the Steer by Wire system. It seems like the goal was to provide an EV for those used to driving a Lexus RX, NX or Toyota hybrid, and who would be unlikely to abandon their loyalty. If you already have an EV or are cross-shopping brands, though, you’re bound to find it lacking. Another example of this is the car’s multiple levels of regenerative braking. Yes, it brakes far more than usual for you than a car without heavy regen, and those coming from an RX, etc., should enjoy the benefits in traffic and elsewhere. It is not, however, full one-pedal driving as you’ll get in all the cars mentioned above, and which many EV drivers come to find indispensable.”
— James Riswick, Autoblog
“With shorter front and rear overhangs, and its battery pack and motor drive system moved under the load floor, the Lexus RZ 450e boasts a substantially larger interior than the otherwise similarly sized Lexus RX crossover.
Unlike some key competitors, such as the Tesla Model Y, the RZ does not offer a front-trunk, or frunk, for added storage. Surprisingly, Lexus opted to delete a glovebox, as well — though there’s plenty of interior storage space, including a large center console.
In line with the ‘green’ theme of the RZ — and echoing what a number of competitors have done with their EVs — Lexus all but eliminates some traditional luxury design features, such as leather and wood. Instead, it opts for synthetics such as Ultrasuede made from recycled materials.
Even the base Premium model is reasonably well-equipped, with a full digital instrument panel, including an LED gauge cluster and 14-inch infotainment screen. There are a handful of traditional controls, though most functions are operated by the infotainment system.
I was particularly impressed by the interior lighting system Lexus came up with. It projects diamond-like patterns on the door inserts. The downside is that this is only visible at night.”
— Paul Eisenstein, The Detroit Bureau
“The 2023 Lexus RZ electric crossover competes not just against rivals ranging from Nissan through the automotive alphabet to Mercedes, but to electric vehicle startups such as Lucid, Rivian, and Tesla that have raised the bar for electric luxury. So how are Lexus and parent company Toyota positioning the RZ 450e to compete? In a word, conservatively. Befitting both brands, the conservative approach means that nothing jumps off the page. Starting at $59,650 for the loaded base Premium model, it’s on par with the Genesis GV60 and Cadillac Lyriq. It uses a 71.4-kwh battery pack with 64 kwh of usable power and a max range of only 220 miles. That range trails the competition by 30 to 100 miles. It comes standard with all-wheel drive propelled by two permanent magnet motors, with a 150-kw motor up front and a 80-kw motor at the rear.
It doesn’t stand out, but it doesn’t slink away, either. The RZ 450e demonstrates the brand’s electric potential by debuting new technology rolled out in a characteristically conservative fashion. The brand’s steer-by-wire system paired with a steering yoke instead of a wheel won’t be available at launch, and likely won’t arrive until after the 2025 model year. It will be introduced in other vehicles as the brand transitions to an all-electric lineup by 2030.
Despite the limited range, the 2023 Lexus RZ 450e shows off those characteristics that make Lexus a Lexus, with solid build quality (take note, Tesla), a smooth and quiet ride, and a calm cabin.”
— Robert Duffer, Green Car Reports
“To help overcome buyer concerns that the RZ won’t be up to the annual family road trip, Lexus is providing owners up to 30 days of free rental of any other Lexus vehicle during the first three years of ownership.
As a Japanese-built EV, the RZ isn’t eligible for a $7,500 federal tax credit for its U.S. buyers, although, under the revised eligibility rules, those who lease may be able to take advantage if the leasing entity passes on the savings.
That’s likely to hurt a bit considering the RZ starts at almost $60,000 and potential competitors include a few North American-built luxury crossover EVs such as the Cadillac Lyriq and Tesla Model Y. The Caddy and Tesla also each are EPA-rated at more than 300 miles of range.
Although it shares its platform and a number of mechanical bits with the bZ4X and its platform cousin, the Subaru Solterra, the Lexus RZ is its own animal, especially in the powertrain and drivetrain departments.
While not as fast as the Model Y, Jaguar I-Pace or Volvo C40 Recharge, it’s within half a second of the last two and quicker by a second or more than the Lyriq or Audi e-tron. There’s plenty of oomph for passing, chasing thrills in the mountains or merging fearlessly into fast-flowing freeway traffic.
Engineers gave the RZ its own suspension tuning and the result is a far more refined ride than its platform mates can offer. But while quite comfortable, it is not cushy. There’s no noticeable bouncing on rough roads and very little roll or lean on curves and corners. The AWD system is biased toward rear drive, and the front motor can disconnect while cruising to help maximize range. “
— John O’Dell, Forbes