The all-electric Lexus RZ550e F Sport has yoke steering, and I'm not convinced that's a good thing
The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit.
Pros Yoke steering adds a unique touch
Plenty of power and range
Elegant interior and exterior
Cons Not that interesting to drive
Expensive versus some rivals
Steer-by-wire might not be for everyone
Introduction
While there's no shortage of options when it comes to plush electric mid-size SUVs, including the likes of the Tesla Model Y, the Polestar 4 and the Audi Q4, Lexus is coming in strong with the updated RZ. As well as adding more range and improved handling, a mid-life facelift has injected a bit more performance: the the RZ550e F Sport driven here is now the pick of the bunch for petrolheads.
A dual motor, all-wheel drive layout is good for 408bhp and 0-62mph in just 4.4sec, with simulated manual shifting and accompanying faux engine noise meant to make you feel more connected to the machinery.
It also does steering a little differently, with a yoke-style wheel and steer-by-wire setup. I've driven a Lexus with this arrangement before, but the latest iteration has been tweaked to work a little more effectively. Effectively enough, though? Time to find out…
How we test cars
Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products.
Find out more about how we test and rate products.
The styling
Once Lexus gets a design theme going it seems to stick to it, and the latest RZ continues this trend. The F Sport Takumi grade takes things a step further though, with striking Neutrino Grey Bi-Tone paintwork complimented by the rather sober black and grey interior. Anyone looking for some livelier tones will love the Sonic Copper and Hazel of the Takumi edition. The interior reminded me of a late 1970s Austin Princess. A compliment? I think so.
The duo tone paintwork might not be to everyone's taste, but I think middle of the bonnet and the roofline being in contrasting black suits the performance angle of this car. There's the unmistakable expanse of the Lexus grille upfront, along with mean-looking angular headlights. Out back, the rear end looks surprisingly high, which is mainly down to the use of black along the bottom of the bumper.
In fact, the whole stance of the RZ is high riding, especially on the 20in rims, which works quite well overall. I like the understated taillight array too, which runs from the rear wings right across the tailgate. A low-key spoiler and Lexus spelt out in letters adds to the classy effect. Another hit is the intricate panel work that runs along the side of the car, with raised door handles adding an extra bit of character for good measure. There's nothing too radical going on, but prospective Lexus owners will probably be fine with that. Much the same can be said for the by-numbers interior, which is comfortable enough.
The drive
The RZ I got to drive comes with the headline-grabbing yoke steering wheel, which has a steer-by-wire system. This is quite a different way to drive a car it has to be said, especially if you like the idea of being able to move your hands around the wheel. The yoke meant I had to keep my hands in one place, although Lexus has tweaked the top slightly to allow for more enjoyable hand positioning. It's definitely different, though. The way the indicators and wipers are on small stalks fixed to the yoke also took me a while to get used to.
I found the steer-by-wire system better here than the last time I tried it. The steering recalibrates to suit the task in hand, so tight turns and parking require less lock than you might think. Whether or not it'll ever become a mainstream preference remains to be seen, however, as too many people like the freedom to keep their hands in different places on a wheel as they drive. Even more so on longer runs. I think I'm of the same opinion.
Aside from that, the drive setup is much the same as that found in other Lexus models. There's a circular drive selector in the centre console and a prominent power button up on the dash. I rather like the current Lexus dial arrangement, and a big central screen offers access to drive modes. If you're not prone to changing these while on the go, it's no big deal.
You get plenty of power here, with the RZ500e providing excellent acceleration and a decent top speed. The F Sport also gets Interactive Manual Drive, or the ability to seemingly shift gears manually via paddles. It works, but can't shake the feeling of being a gimmick. It's certainly not as convincing as the shifting found in a Hyundai Ioniq 5 N. The big battery naturally adds to the weight of the car, too, so it feels rather heavy as it goes through tight corners at speed.
The driving position is good and there's a decent view out the front and the sides. Reversing tends to call for the camera to be used, with that small tailgate window not offering a lot of visibility.
The technology
There's not a whole lot that's revolutionary about the suite of tech found inside the RZ range. There's a decent 14in infotainment display, which does the job via some respectable graphics and nimble functionality. As I'd expected, the electric adjustable seats were great, while the Lexus Safety System + active safety and driver assistance systems tick over nicely if you're in need of some help behind the wheel.
One of the best bits of innovation though, was the delicious hue of the panoramic roof, which featured a dark-dimming capability to react with the light outside. I thought it helped give the interior of my RZ a really cool ambience, especially in strong sunlight.
Less great is the digital instrument panel in front of the steering wheel which, as was the same in earlier models, lacks a certain something. Overall, Lexus tech is workmanlike and gets the job done, but could do with a little more zing.
Lexus RZ verdict
If I was looking for thrills and had my heart set on a Lexus, I'd definitely head in the direction of the RZ550e F Sport. For everyday use and more sensible driving, though, the lowlier RZ 350e feels perfectly adequate for average needs and gets the benefit of more range – up to 352 miles – which is decent.
No Lexus can be considered a bargain, though, and the RZ550e F Sport will almost certainly land further into niche territory. Still, brand devotees will love the mid-life improvements on offer here.
Stuff Says…
Score: 4/5
The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit.
Pros
Yoke steering adds a unique touch
Plenty of power and range
Elegant interior and exterior
Cons
Not that interesting to drive
Expensive versus some rivals
Steer-by-wire might not be for everyone
Lexus RZ technical specifications
Powertrain Permanent magnet synchronous electric motor Battery 77kWh Power 408bhp Torque 397lb-ft 0-62mph 4.4sec Top speed 112mph Range 279 miles Maximum charge rate 150kW Cargo volume 522 litres
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Stuff.tv
10-07-2025
- Stuff.tv
The all-electric Lexus RZ550e F Sport has yoke steering, and I'm not convinced that's a good thing
Stuff Verdict The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit. Pros Yoke steering adds a unique touch Plenty of power and range Elegant interior and exterior Cons Not that interesting to drive Expensive versus some rivals Steer-by-wire might not be for everyone Introduction While there's no shortage of options when it comes to plush electric mid-size SUVs, including the likes of the Tesla Model Y, the Polestar 4 and the Audi Q4, Lexus is coming in strong with the updated RZ. As well as adding more range and improved handling, a mid-life facelift has injected a bit more performance: the the RZ550e F Sport driven here is now the pick of the bunch for petrolheads. A dual motor, all-wheel drive layout is good for 408bhp and 0-62mph in just 4.4sec, with simulated manual shifting and accompanying faux engine noise meant to make you feel more connected to the machinery. It also does steering a little differently, with a yoke-style wheel and steer-by-wire setup. I've driven a Lexus with this arrangement before, but the latest iteration has been tweaked to work a little more effectively. Effectively enough, though? Time to find out… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling Once Lexus gets a design theme going it seems to stick to it, and the latest RZ continues this trend. The F Sport Takumi grade takes things a step further though, with striking Neutrino Grey Bi-Tone paintwork complimented by the rather sober black and grey interior. Anyone looking for some livelier tones will love the Sonic Copper and Hazel of the Takumi edition. The interior reminded me of a late 1970s Austin Princess. A compliment? I think so. The duo tone paintwork might not be to everyone's taste, but I think middle of the bonnet and the roofline being in contrasting black suits the performance angle of this car. There's the unmistakable expanse of the Lexus grille upfront, along with mean-looking angular headlights. Out back, the rear end looks surprisingly high, which is mainly down to the use of black along the bottom of the bumper. In fact, the whole stance of the RZ is high riding, especially on the 20in rims, which works quite well overall. I like the understated taillight array too, which runs from the rear wings right across the tailgate. A low-key spoiler and Lexus spelt out in letters adds to the classy effect. Another hit is the intricate panel work that runs along the side of the car, with raised door handles adding an extra bit of character for good measure. There's nothing too radical going on, but prospective Lexus owners will probably be fine with that. Much the same can be said for the by-numbers interior, which is comfortable enough. The drive The RZ I got to drive comes with the headline-grabbing yoke steering wheel, which has a steer-by-wire system. This is quite a different way to drive a car it has to be said, especially if you like the idea of being able to move your hands around the wheel. The yoke meant I had to keep my hands in one place, although Lexus has tweaked the top slightly to allow for more enjoyable hand positioning. It's definitely different, though. The way the indicators and wipers are on small stalks fixed to the yoke also took me a while to get used to. I found the steer-by-wire system better here than the last time I tried it. The steering recalibrates to suit the task in hand, so tight turns and parking require less lock than you might think. Whether or not it'll ever become a mainstream preference remains to be seen, however, as too many people like the freedom to keep their hands in different places on a wheel as they drive. Even more so on longer runs. I think I'm of the same opinion. Aside from that, the drive setup is much the same as that found in other Lexus models. There's a circular drive selector in the centre console and a prominent power button up on the dash. I rather like the current Lexus dial arrangement, and a big central screen offers access to drive modes. If you're not prone to changing these while on the go, it's no big deal. You get plenty of power here, with the RZ500e providing excellent acceleration and a decent top speed. The F Sport also gets Interactive Manual Drive, or the ability to seemingly shift gears manually via paddles. It works, but can't shake the feeling of being a gimmick. It's certainly not as convincing as the shifting found in a Hyundai Ioniq 5 N. The big battery naturally adds to the weight of the car, too, so it feels rather heavy as it goes through tight corners at speed. The driving position is good and there's a decent view out the front and the sides. Reversing tends to call for the camera to be used, with that small tailgate window not offering a lot of visibility. The technology There's not a whole lot that's revolutionary about the suite of tech found inside the RZ range. There's a decent 14in infotainment display, which does the job via some respectable graphics and nimble functionality. As I'd expected, the electric adjustable seats were great, while the Lexus Safety System + active safety and driver assistance systems tick over nicely if you're in need of some help behind the wheel. One of the best bits of innovation though, was the delicious hue of the panoramic roof, which featured a dark-dimming capability to react with the light outside. I thought it helped give the interior of my RZ a really cool ambience, especially in strong sunlight. Less great is the digital instrument panel in front of the steering wheel which, as was the same in earlier models, lacks a certain something. Overall, Lexus tech is workmanlike and gets the job done, but could do with a little more zing. Lexus RZ verdict If I was looking for thrills and had my heart set on a Lexus, I'd definitely head in the direction of the RZ550e F Sport. For everyday use and more sensible driving, though, the lowlier RZ 350e feels perfectly adequate for average needs and gets the benefit of more range – up to 352 miles – which is decent. No Lexus can be considered a bargain, though, and the RZ550e F Sport will almost certainly land further into niche territory. Still, brand devotees will love the mid-life improvements on offer here. Stuff Says… Score: 4/5 The RZ returns with the build quality and refinement you'd expect from a Lexus. The 550e F Sport even helps raise the excitement levels a bit. Pros Yoke steering adds a unique touch Plenty of power and range Elegant interior and exterior Cons Not that interesting to drive Expensive versus some rivals Steer-by-wire might not be for everyone Lexus RZ technical specifications Powertrain Permanent magnet synchronous electric motor Battery 77kWh Power 408bhp Torque 397lb-ft 0-62mph 4.4sec Top speed 112mph Range 279 miles Maximum charge rate 150kW Cargo volume 522 litres
Stuff.tv
19-06-2025
- Stuff.tv
The deliberately quirky DS No8 impressed me, both inside and out
Stuff Verdict The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy. Pros Very impressive range on all models Elegant looks both inside and out All-wheel-drive version drives super nicely Cons Interiors might be seen as a little garish to some It's quite a big old bus when in small spaces The weight is easy to feel when you're driving Introduction DS Automobiles always offers something a little bit different, and that's maybe never been more true with the DS No8. This is a very individual SUV-coupe that oozes class and also packs plenty of innovation, especially when it comes to using lots of unusual materials for the interior. It's been designed to take on the likes of the Tesla Model Y, Audi Q6 e-tron and, interestingly, the Polestar 4, which in itself is a bit of a curio. The unmistakably French model starts at a sniff over £50,000 for the No8 Pallas trim and climbs to nearly £55,000 for the No8 Etoile. You can have a front-driven version with 230bhp, a long-range variant with 245bhp, or a three-motor, 350bhp range-topper if additional grunt is required. The DS No8 is therefore going to be ideally suited to anyone who likes a little bit of individuality, lots of comfort and needs to munch miles on a regular basis. The biggest bonus with driving a DS is that it stands out from the crowd, and there's no better example of that than the new No.8. Here's how I've been getting on with it… How we test cars Every electric car reviewed on Stuff is tested on a range of road surfaces and, where possible, in varying weather conditions. We use our years of experience to compare with rivals and assess ergonomics, technology features and general usability. Manufacturers have no visibility on reviews before they appear online, and we never accept payment to feature products. Find out more about how we test and rate products. The styling I was expecting the DS No8 to be different and, seeing it in the metal for the first time, the coupe-style exterior is a bit of a head turner. There was a lot to take in as I worked my way around the outside of this large car – it's 4.8 metres long, although that sloping rearward roofline helps keep the profile surprisingly svelte. The acute styling looks quite dramatic, but despite its bulk the No8 has been designed with aerodynamics in mind. Case in point is at the front end, where the carefully honed edges have been worked to cut through the air as efficiently as possible. There's also a distinctive illuminated grille here. My only worry with this is just how much that front end would be to repair should it be damaged in an accident. Standing back for a wider look at the DS No8, it could almost be something from the Rolls Royce stable. The use of colour is quite clever; the Crystal Pearl of my Etoile trim test car works brilliantly against the contrasting black roof, trim highlights and bonnet. The latter, incidentally, is painted using a specially developed new technique that's similar to screen printing, eliminating overspray and thereby wastage. Another bit of innovation. As for the deliciously minimal back-end, I think there are whiffs of the Lexus LC 500 about those taillights – no bad thing in my book. Lift the tailgate and there's 620 litres of storage space, although there's no frunk under the bonnet. The DS designers have gone to town with the cockpit of this car. Although there's quite a lot of plastic, it is balanced by the clever use of new and sustainable materials. The pictures, I think, speak for themselves. The drive Prior to driving the all-wheel drive No8, I spent a little time in the front-driven No8 Pallas. The latter sounded like it was being quite hard on the front tyres, even when it was being driven sedately. As a result, I found the four-wheel drive Etoile car a much more likeable thing to spend time in, even if the extra power isn't really needed unless you're a fan of pushing EVs to their max. The DS No8 isn't really that kind of car. I found it delicious to drive when taking things easy. Sure, there's a lot of weight in evidence, which is more noticeable when it's taking on tight bends. Overall, though, the DS No8 offers no trouble and can be handled with the minimum of effort. I was surprised how good the turning circle was too, especially given its size, and parking turns into a breeze thanks to the excellent on-screen reversing camera views. It's interesting to see how the square steering wheel has made a comeback and the one in the DS No8 was, I thought, surprisingly spindly. It felt good in my hands though, and elsewhere the drive mode controls are all effortless, with a range of options that, naturally, make Comfort the most obvious selection. Sport delivers a boost of fizz, and this large car will still make zero to sixty in 5.4 seconds in the AWD format. That's fine. The Active Scan Suspension will be mighty handy on UK roads too as it uses cameras to spot irregularities in the road ahead and adjust the setup accordingly. Ideal. The technology A big part of the DS No8 experience revolves around the in-car entertainment. Oh sure, there's the novelty value of Chat GPT if you want to find something out, but the sound system is where this car felt decidedly high-end. DS has collaborated with French audio specialists Focal to develop the audio setup, with no less than 14 speakers festooned around the cabin to provide a full-on sensory experience. I was mightily impressed with the way it looked and even more blown away by how it sounded. That works in tandem with a host of other options, all designed to make any type of journey that little more soothing and stress-free. I got so much benefit from the 'Cat paw' massage seat mode that I was surprised I didn't burn the electric motors out. However, it is noticeable that under the posh DS software skin, this looks to be the self-same system found in the Peugeot all-electric range, like the Peugeot E-3008 for example. The infotainment system is centred around a 16in screen that sits nicely along the dash. There was some occasional lag from this during use, but nothing that put me off dipping in altogether. DS has kept things minimalistic when it comes to physical controls, mind, so expect to spend quite a lot of time delving into the screen's innermost workings. Even more so if you want to peruse the delights of those massage seat settings. It's all in there though. Somewhere. DS No8 verdict I was quite taken aback as to how quirky the DS No8 was. The exterior shape and novel design grew on me, and the interior – whilst being a bit wild in places – works when it's enjoyed as a whole. Fair play to DS for keeping up with the innovation and unusual ideas, which in the main work to great effect. I'm not quite sure how well it'll age over time, but people probably said that about the original DS when it appeared all those years ago. Stuff Says… Score: 4/5 The DS No8 looks cracking on the outside and is a feast of innovation and comfort on the inside, with enough room to keep most family-focused buyers happy. Pros Very impressive range on all models Elegant looks both inside and out All-wheel-drive version drives super nicely Cons Interiors might be seen as a little garish to some It's quite a big old bus when in small spaces The weight is easy to feel when you're driving DS No8 technical specifications Powertrain Permanent magnet synchronous electric motor Battery 98kWh Power 350bhp Torque 377lb-ft 0-62mph 5.4sec Top speed 118mph Range 469 miles Charge rate 160kW Cargo volume 620 litres
Stuff.tv
09-06-2025
- Stuff.tv
Toyota's new EVs couldn't be more different – but I still can't pick between them
Toyota is gearing up to launch an updated version if its bZ4X, which will address my biggest issue with the electric SUV: range, or rather the lack of it. But having also driven a prototype of the rather more compact Toyota Urban Cruiser, I'm wondering if the bigger brother is about to be upstaged by the younger upstart. First launched back in 2022, the bZ4X was notable for its weird instrument binnacle that seemed designed for a steering yoke rather than a regular steering wheel. Now that yoke is off the menu, the dashboard has been revised. Toyota has also increased the battery capacity and introduced preconditioning, which has hiked range to a much more competitive 354 miles. The car is also perkier thanks to updated e-axles that boost both performance and handling. Tweaks to both the chassis and suspension add to the revitalised appeal of the SUV. I've just tried driving the new model, due to arrive on these shores later in 2025. Even though it was a prototype, the beefed-up specification is an improvement for sure. The front e-axle enjoys a boost in power, from 150kW to 167kW, while the rear power gets uprated from 80kW to 87kW. As a result, the bZ4X has a lot more puff and is more responsive in getting the power to the wheels. It does still feel heavy though, so of the two battery options, the 73.1kWh version – available as front-wheel drive or all-wheel drive – is more likely to be the better option over a smaller, front-wheel drive-only 57.7kW offering. Inside, that odd-looking jet fighter binnacle has been jettisoned and replaced with a more sensible instrument panel that sticks up from the top of the dash. It would look a little lonely were it not for the sizeable 14in infotainment display (up from 12.3in) in the centre. Elsewhere, 64-colour ambient lighting and upholstery fashioned from recycled materials add some interest against the otherwise quite plasticky cockpit. Enter the baby brother Meanwhile, there's the smaller Toyota Urban Cruiser, which I think I prefer. It feels leaner than the heavyweight bZ4X and will compete with the likes of the Kia EV3 and the Volvo EX30. It's been designed as part of a collaboration with Suzuki, who developed the 2.7-metre wheelbase platform. It has the potential to be a hit, with prices expected to start from around £30,000. I've taken one for a spin in prototype guise and it feels typically Toyota. By that, I mean it offers a workmanlike experience behind the wheel and a design, both inside and out, that definitely isn't up to Toyota's posh brand Lexus standards – but comes across as perfectly good value for what it is. The B-SUV segment EV, set to arrive in the UK during the first half of 2026, will be offered in two battery options: a 49kWh and larger 61kWh variant. Buyers can choose from front and all-wheel drive models, while range from the latter bigger battery edition promises to be up to 265 miles. There are some could-do-better moments with the Toyota Urban Cruiser, though. The infotainment system, with the main focal point a meagre 10.1in touchscreen, looks a tad behind the times against the competition. The graphics too, especially those that issue warnings on the digital instrument cluster, look similarly jaded. There is wireless Apple CarPlay and Android Auto though, while higher trim levels add wireless phone charging. The exterior has a whiff of the Volvo EX30 from some angles, although there's quite a lot of plastic trim knocking about, most notably over the wheel arches and along the bottom of the doors. The upright stance and generous road clearance ticks all the right 'Urban Cruiser' boxes I guess, while the front end looks the most agreeable and is complimented by imposing LED headlights. It all works if you've got the Toyota Urban Cruiser as a rental car, but I fear people will expect a little more if this is a car they're going to own. There are some neat touches to be found, however, like the split-folding and sliding rear seat design that helps to maximise space inside this compact EV. The question remains though: will either EV be enough to take on the might of the increasingly stiff competition?
