2023 Lexus RZ 450e First Drive Review

The numbers do not favor the 2023 Lexus RZ 450e, the luxury brand’s first dedicated electric vehicle.

Lexus‘ latest arrives on the scene with less power and less range than its established competition. To complicate matters, it’s also showing up to the party fashionably late.

Do numbers really matter, though? We’re talking a luxury SUV here, the sort of vehicle people buy for reasons of the heart at least as much as the head. To find out, we headed to Provence in southern France to learn more about the RZ, its yoke steering system, and how this electron-muncher fits into the broader Lexus family.

Let’s start with those all-important numbers then, shall we? The RZ kicks things off with a 71.4 kWh battery pack, 64 kWh of which are useable.

At the front we have an 150 kW motor, and at the rear axle there’s an 80 kW motor. Combined the RZ puts out 308 hp; Lexus quotes 313 ps when we’re on the ground in France, because metric. No matter the measurement, the RZ is reasonably powerful; in the realm of luxury EVs there are much quicker ones, but also that’s plenty useful for everyday driving. Most other premium EVs have a rear bias, but that won’t happen here unless there’s major work done to the e-TNGA platform underpinning the RZ. According to engineers on site, even swapping around the existing motors isn’t possible. Same goes with a larger battery pack; Lexus says it would need to stretch the platform.

Lexus has wrapped its newest model in a familial look that is immediately identifiable. It does that usual EV thing of ditching the grille, relying on a pair of contrasting trim bits under the headlights to outline the signature Lexus spindle. Move around to the side and the RZ’s lines have definite wind-tunnel influence, but it doesn’t look like a slave to aero efficiency. There’s a strong character line that starts at the charge door and raises up into a point above the rear arches, before gently sinking into the integrated lip spoiler on the tailgate. 18-inch aero alloys are standard, with spindlier 20-inch items available. The available exterior color palette is small, with new option Ether a stylish blue-gray; the excellent copper from the latest RX isn’t coming to this side of the Atlantic, sadly.

Now I can understand why people might be a little concerned when driving this new Lexus that it might feel like a Toyota, in this case the bZ4x with which it shares its platform. I’m here to tell you that this definitely feels like a different beast entirely. For starters, the Lexus has a very refined, smooth ride. Sure, we are in a very nice part of France, but the RZ is quiet—one of the quietest vehicles I’ve ever driven—and very smooth.

Like a lot of EVs, the RZ feels pretty light on its feet all things considered. It hides its weight well, at least during everyday driving. If you chuck it at a French roundabout in a way that’s surely more spirited than most drivers will ever deal with then yes, it does feel a little heavy in sharper corners. But honestly what I think is really nice in the RZ is this consistent feeling, it’s a very clean and direct feel. You get in this car and it’s just instantly familiar.

Through these windings road the RZ has a planted, solid feel. There’s not a ton of steering feedback, but that’s to be expected in modern SUVs and crossovers—not just EVs—and there is variable torque distribution. Lexus says the torque split can go all the way to 100-percent on one axle, but as there’s no physical connection between them, that doesn’t mean you’ll get all 308 ponies working on just two tires; one motor will just take a break if necessary. That’s fine: It does make for a pretty tidy-handling car, and as I said earlier, taking the RZ around corners, the latest Lexus holds it own. It’s no sports car and you’re not going to confuse it with one, but then again, that’s not really what people buying cars in this class are looking for.

Like many EVs on the market, the RZ does have variable levels of regenerative braking. That’s handled with the little paddles just behind the wheel. Using the paddles does add a little bit of regenerative braking, but even on its highest settings, the RZ is not a one-pedal car, and it won’t come to a stop on its own. And to be honest, it still feels pretty weak in terms of regen braking; if you leave it on the lightest setting there’s practically none.

So far, so normal, as I start the day in an RZ with a regular steering wheel. However, Lexus also has its One Motion Grip steering setup here—yes, OMG—which is its yoke-style apparatus in Lexus’ own words. This isn’t just a simple swap job: OMG RZ models feature an instrument cluster that is both higher (by 1.5 inches) and set further into the dashboard (by 1.4 inches). I can say that it does take a few minutes to get used to because of the much tighter 150 degrees lock to lock.

It’s unnerving at first, but anybody with some arcade racing time under their belt should quickly find their feet. Once you’re on the road it’s kind of surprising how easily you get used to that yoke-style grip. In underground parking lots for example it’s much easier to maneuver. The toughest part is reminding yourself to twist your hands back when the self-centering does its thing out of corners.

One real great advantage with the OMG is that the cameras that track drivers’ eye movements can be mounted in a much clearer way. Another nice bonus that you wouldn’t really immediately think of with a yoke-style setup is that it does make the cabin feel a little more spacious. Without that top bit of wheel, it’s obviously easier to see your dials, but it also adds a sense of airiness.

Lexus wouldn’t talk exact timing on when OMG is coming to USA—or Canada for that matter—but we’re under the impression it will be fairly soon. And for those people who are worried about steer by wire and potential for failures, Lexus engineers did confirm with us that there are multiple redundancies in place, so if power disappears the car still has a physical steering connection.

So talking about airiness, I have to say that the RZ’s cabin is quite roomy and, just like most Lexus models, immaculately finished. It’s a really nice space to spend time in. Lexus has these large swathes of soft-touch material in the door panels, and the RZ as got this minimalist dashboard design. Luckily, Lexus hasn’t gone ultra-minimal; y’know, a few standard shapes and a big honking touchscreen right in the center.

The RZ does have a big honking touchscreen, but this is 14.0 inches and it’s really crisp and clean, and there still are these magical things known as physical controls down below it. The driver information panel is a smaller 8.0 inches. The instrument cluster is easy to read, but there is just one exception that we find a little odd: there is no remaining battery charge display. It does have a remaining charge gauge, but if you want an exact percentage, well, that’s just not going to happen.

It’s hard to gauge the size of the RZ, but it sits right between the RX and NX. The low roof suggests a tight back-row experience for adults, but I’m happy to report that I (5’10”) was perfectly comfortable sitting “behind myself.” There’s good headroom, and the glass roof keeps it from feeling claustrophobic. Up front, the sight lines are good, and the Ultrasuede seats very comfortable. The small storage under the center console has an unusual magnetic curtain: it’s fiddly, but does handily hide any valuables.

There are some very cool features in this car. Beyond the funky OMG steering apparatus, head-up display, and digital rearview mirror, there’s an available electrochromatic roof that goes from opaque to transparent at the touch of a button. There’s also what Lexus is calling Shadow Illumination, which kind of reminds me of old nightlights as a kid. At night there’s some cool little shadows that project on the door panels. It’s a more subtle take on the ambient lighting trend that’s going around these days and yeah, I like it. It’s subtle. It’s very on-brand for Lexus.

There’s also a new radiant heating feature, which actually includes some heating elements just under the dashboard, just above the driver and passenger’s legs. What that does is heats up the air right where you’re going to feel it a lot quicker. Lexus says this is a lot more efficient than trying to heat the whole cabin up in cold temperatures, and we will say it is very effective. Luckily when you touch it, there is a safety feature which means you’re not going to burn yourself.

One thing we haven’t covered is range, and I know that is a sticking point for a lot of people shopping for EVs. And look, I’ll be honest with you, the RZ is not great in that regard. If you get the standard model on 18-inch wheels you’re looking at 220 miles (354 km) on a charge. Opt for those 20-inch alloys, which do look really good—maybe not better than the 18s, but good—that bumps down to 196 miles (315 km). That is lower than most every competitor out there, but it is important to point out that those EPA numbers come from the RZ driving in its regular drive mode. So if you go to Range mode, that does optimise the RZ for, well, increased range, as you might have guessed.

What happens when you put the RZ in Range Mode? Well for starters Direct4 all-wheel drive doesn’t really do much in that mode; you’re relying on mostly just that rear motor. Top speed is limited to 62 miles to hour (100 km/h), too. The climate system also goes into hibernation. A range test was out of the question in France, but keeping an eye on the real-time efficiency suggests the RZ should sail clear past those figures. At the end of the day, however, even the carefullest driver can’t change that small battery pack size.

Charging speeds top out at 150 kW. At the time of writing it is unclear if the RZ’s charge speeds dramatically reduce in colder temperatures like the bZ4X.

So how much does Lexus’ first EV cost? The Premium trim runs $59,650 in America including destination, so long as you like black paint (or Caviar in Lexus-speak). Every other paint is a premium option, with an additional charge for the two-tone looks. The Luxury trim is an extra $5,500, adding things like the Mark Levinson sound system, magic glass roof, and other goodies. Buyers in America also gain access to the new Lexus Reserve program. Seemingly a pre-emptive move against range anxiety, Lexus Reserveup to 30 days of free Lexus car rentals over the first three years of ownership. Lexus will also work with Qmerit to help owners sort out their home charging solutions, including a free initial consultation.

Canada splits the EV up into three trims, with pricing from $67,155 to $83,155, including destination.

In both countries, the pricing lines up with the likes of the Genesis GV60 and Cadillac Lyriq, both of which offer more power and range—and in the Caddy’s case, more space too.

I came to France with more than a few reservations about the 2023 Lexus RZ 450e. On paper, it just didn’t align with what the rest of the class was putting out.

But Lexus has never been about the numbers. The RX didn’t become a sales juggernaut because of any stat sheet superlative, it won because it provided a holistic approach to the modern luxury experience, where no one aspect overpowered another.

The RZ translates that approach to the EV era. It’s comfortable, immaculately built, and full of new tech. I won’t lie, the low range and slow charging speeds still make me cautious, which is the word I’d use to describe Lexus’ first-year sales goal of 4,900 units. The public at large still puts a lot of focus on EV range, and I believe the RZ will have a hard time making conquest sales until that changes. For the folks who already are sold on the Lexus experience, however, and now want to ditch the ICE, the 2023 RZ 450e is a strong argument.