Video test – Lexus RZ 450e: boundless claims

Manufactured in the same Japanese factory as the Toyota BZ4X, the Lexus RZ 450e is more chic, more spacious and faster. However, it struggles to justify its elitist price claims against benchmark electric SUVs.

World champion of hybrid vehicles, Toyota and its “premium Lexus” brand are advancing very cautiously on the 100% electric vehicle market. When launched at the end of 2020, the compact SUV Lexus UX 300e, which was only an electrified version of a hybrid model, did not spark commercially. We had to wait for the arrival of the Toyota BZ4X in the summer of 2022 to discover the first model based on a platform specific to zero-emission vehicles. But the Toyota BZ4X did not really convince the press when it was launched and quality problems on the first models sold in the United States (wheel fixings) delayed its marketing. The manufacturer has also made many modifications such as the addition of a more powerful on-board charger (11 kW instead of 6.6 kW) and better battery management to upgrade. The final prices for this model have not yet been established.

A bigger and more powerful Toyota BZ4X

Technically very close to the Toyota BZ4X, the Lexus RZ inherits the same NMC (Nickel Manganese Cobalt) type lithium-ion battery produced by Panasonic and integrated into the floor of the chassis. The capacity of this accumulator remains the same, namely 71.4 gross kWh or 64 useful net kWh. Only offered in four-wheel drive, the Lexus RZ receives more powerful permanent magnet synchronous motors (204 hp in the front and 109 hp in the rear) to offer 313 hp of total power (compared to 218 hp on the BZ4X in its 4X4 version).

The Lexus SUV is also distinguished by its specific design and its more generous size since it is 4.81 m long, i.e. 12 cm more gained mainly at the level of the rear overhang to increase the boot volume (522 against 452 liters). Wide and fairly deep, the luggage compartment has a hollow double bottom to accommodate charging cables and the flexible luggage cover which folds in two. However, the loading height remains limited and there is no additional storage under the front bonnet.

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Not so big, not so fancy

At the rear, the generous wheelbase frees up plenty of legroom and the bench seatbacks are adjustable in two positions. The width at the elbows, however, appears a little too tight to accommodate three adults, especially since the seat is too close to the floor, which forces you to adopt a folded position. The heated and ventilated artificial leather front seats benefit from electric adjustments on both sides from the entry-level Luxury trim level. However, it lacks length and can be narrow for generous sizes.

Side finish, the Lexus RZ mixes the good and the less good. The dashboard, the central tunnel and the door panels are adorned with pleasant padded materials, but many hard and scratch-sensitive plastics are also appearing. The roof lining or the door seals lack thickness and the many body panel assemblies on the outside detract from the feeling of perceived quality. The very marked gaps on each side of the tailgate even give the feeling that the trunk is not properly closed. Lexus has accustomed us to better.

No glove box or powerful processor

The Lexus RZ does not excel on the multimedia part either. The touch screen is certainly quite large and can benefit from Apple Car Play and Android Auto wirelessly. The in-house GPS navigation system has fairly dated graphics and lacks a route planner or a mode to warm up the batteries to prepare them for fast DC charging. The instrumentation isn’t state of the art either as it relies on digital counters with an old ODO button to reset the counter to zero. However, the ergonomics are quite intuitive and the presence of physical knobs to adjust the air conditioning and the car radio volume avoid distracting from the road.

On the practical side, there is no shortage of connections with USB C sockets galore and a well-placed induction charger. The central armrest is quite deep but the storm doors are not as generous and do not have non-slip covers. The Lexus RZ suffers above all from the absence of a glove box replaced by a knee heating system aimed at limiting the use of traditional heating.

Round steering wheel or “butterfly”

To start, the Lexus RZ requires pressing the Start button before moving off in silence. The driving modes offered (Sport, Normal, Eco, Range) vary the consistency of the steering, the responsiveness of the accelerator and the operation of the air conditioning. The distribution of torque between the wheels can also vary according to the driving modes. In the Range mode aimed at limiting consumption, the RZ cuts its air conditioning and uses its small rear engine as a priority. In town, visibility is good and the GPS with 360° view makes maneuvering easier, even if the turning circle is quite wide at 11.4 m.

The Lexus RZ can also receive an aviation type steering wheel called “butterfly” which is accompanied by a fully electric “by wire” control (thus without steering column) and a variable gear ratio system. Our brief test of this system, still in the process of approval, did not really convince us. The reduced gear ratio at low speed is very comfortable but does not improve the turning circle and quickly turns out to be painful on the small road. Around 80 km/h, the steering lacks linearity and generates too abrupt changes of course. The traditional round steering wheel with the rather soft original assistance seemed to us much more relevant and pleasant.

Nerve but soft legs

By activating the Sport mode, the Lexus RZ 450e is much more responsive and provides very frank acceleration. The 0-100 km / h is shot in 5.3 s, almost 1 s better than a VW ID4 GTX of 299 hp. The times are of the same ilk and guarantee quick overtaking on the fast lane. The top speed, however, is limited to 160 km / h and the behavior does not really invite you to adopt too rhythmic driving on a winding road. Despite its continuous automatic torque distribution between the two axles, the Lexus RZ 450e displays clumsy behavior with a strong tendency to understeer (widening of the trajectory). A feeling reinforced by the fairly direct and lively steering. The flexible damping struggles to contain body movements without being very effective in filtering shocks. In short, the comfort/dynamism compromise leaves something to be desired. A Tesla Model Y is certainly firmer but much more dynamic, while a VW ID.4 or a Skoda Enyaq appear less hectic (and can receive optional controlled suspensions). The proportioning of the Lexus RZ’s brakes also seemed to us less pleasant and precise than that of its competitors due to insufficient regenerative braking. Despite the presence of paddles on the steering wheel and the possibility of going to a stop without touching the brake pedal, the engine brake seemed to us too feeble to compensate for the pretty weight of the vehicle.

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Come on DJ turn it up!

On the fast track, our imposing 2,175 kg SUV (value of the German gray card of our test model) is more at ease and is illustrated by its careful soundproofing, particularly in terms of rolling noise. Aerodynamic whistles can be heard at the level of the large mirrors at high speed but without proving too intrusive. The excellent original Hi-Fi system, with 10 loudspeakers and powerful bass, also contributes to well-being on board. Regarding driving aids, the active cruise control works properly and is easily adjusted from the steering wheel. On the other hand, the line-keeping aid seemed a little hesitant to us compared to that of a BMW or a Mercedes. Lexus had us used to better here too

Very pleasant on the highway, the Lexus RZ 450 e appears however very greedy. We noted 24.2 kWh/100 km of average consumption on the on-board computer at an average of 105 km/h in 16 degrees, so without forcing it in mild weather. With 64 kWh of battery capacity, the autonomy is thus reduced to 264 theoretical km or 250 km without providing a large margin and with a light foot. On the road or in town, it will be difficult to exceed 350 km with an average oscillating around 19 kWh. A limited radius of action which is accompanied by a just average maximum charging power (150 kW peak) on direct current (DC) terminals. Count 30 minutes for a full 10-80%. On alternating current (AC), the 11 kW on-board charger can recharge in 6.5 hours on a three-phase socket.

Deliberately overpriced

Marketed this summer from €75,500 in Luxury version and €85,000 in Executive, the Lexus RZ 450 e is positioned at the level of the Mercedes EQC or other BMW iX3, and relies on its more generous standard equipment to distinguish itself. But these impeccably dressed German SUVs are already struggling to compete against the Tesla Model Y, which remains the benchmark in the segment and claims from €41,990 (ecological bonus included) to €63,990. Its commercial results, without any publicity, speak for themselves.

Like all generalist manufacturers, Toyota/Lexus cannot switch overnight to the production of 100% electric vehicles and is therefore making its transition smoothly by focusing on the world of luxury. Both research and development and production of these “rolling computers” require large investments and lead to dependence on Chinese, Taiwanese and Korean suppliers. The historic brands therefore prefer to produce little and maintain high margins so as not to cannibalize their thermal vehicles. The Japanese manufacturers add to this their honorable culture of “zero defect” which encourages them to review their copy three times. This inertia, however, benefits Tesla and the new Chinese manufacturers of 100% electric vehicles (MG, NIO, XPENG, Geely). However, these new “high tech” brands can still be improved in terms of after-sales service and customer relations due to the lack of an extensive distribution network and such substantial human resources. It is undoubtedly on this last point that generalist manufacturers could justify their tariff claims. The Lexus RZ offers a comprehensive warranty of 3 years or 100,000 km and 10 years or 1 million km for the battery. It will still be necessary to go to the workshop every year or every 10,000 km.