Latest news with #RZ
Courier-Mail
10-07-2025
- Automotive
- Courier-Mail
Lexus steer by wire technology confirmed for Australia
Don't miss out on the headlines from Motoring News. Followed categories will be added to My News. Cars with no mechanical connection between the tyres and steering wheel will go on sale in Australia next year. The first is a special version of the Lexus RZ electric car - the RZ 550e F Sport. But Lexus says it already has plans to expand a new 'steer-by-wire' system to other vehicles. Yasuyuki Terada, lead engineer on the RZ, said 'steer-by-wire is one of the core technologies for Lexus'. MORE: Car giant puts the brakes on EVs 2025 Lexus RZ. Picture: Supplied 'So definitely it will not end at RZ. We plan on expansion into other models,' he said. Steer-by-wire changes how cars have been driven since their invention. Typically, cars have mechanical connections between the steering wheel and tyres; steer-by-wire, on the other hand, is fully computerised. MORE: The new baby buy replacing the pram 2025 Lexus RZ electric SUV. (Picture: Supplied) It uses an actuator to interpret the driver's right and left turns, then electrically delivers those signals to the steering rack. In the same way that video games apply software to transfer driving inputs into simulated car behaviour, the Lexus uses clever coding to translate driver input into real-world results where the rubber meets the road. Terada said it will eventually reduce manufacturing costs, and ready cars for autonomous driving, but only if consumers respond well. MORE: Fuel-guzzling hybrid exposed 2025 Lexus RZ. Picture: Supplied '[It's] conditional on us getting the number and the volume out into the marketplace. including the software and development [which] costs the majority.' With no steering column, cars manufactured exclusively with steer-by-wire systems will also be much easier to convert from right to left-hand drive, and vice versa. This could eventually mean that Australia misses out on fewer cars that have been prioritised for left-hand-drive markets. With autonomous cars well on their way (and working as taxis in parts of America), the potential to have stowable steering wheels will open up new possibilities for how a car cabin functions and is designed. As for drivers today, they'll feel the biggest difference at low speeds, like when parking and navigating narrow roads. 2025 Lexus RZ. Picture: Supplied With no fixed connection to the steering rack, fewer rotations of the wheel are needed to manoeuvre the car. Lexus's RZ 550e F Sport, for example, has a maximum 200-degree rotation between straight and full-lock - a little more than half a turn either side of centre. Such a system could fail to provide tactile feedback on the condition of the road, which drivers usually feel through the steering wheel. Lexus says they've overcome that. Of course, for steer-by-wire to be a success, customers will have to get on board. This isn't the first time similar technology has been used in Australia. In 2014 the Infiniti Q50 used steer-by-wire, but with additional mechanical backups should the systems fail. This was, by no means, an untroubled vehicle. The Q50 received bad reviews for its inconsistent handling, and faced recalls for a bug in their steering technology, which 'tugged' the car in the wrong direction. It was eventually removed from future models. 2025 Lexus RZ electric SUV. (Picture: Supplied) But Lexus is hopeful that customers will give their technology – which has been in development for about a decade – a chance. 'We believe that the end users and the customers in the Australian market will accept it as a brand new technology … we need to make sure that we send that message out.' As Lexus is owned by the Toyota group, it's likely we'll see other brands in their suite pick up the steer-by-wire technology in the future. 'The potential is obviously there,' Terada said Originally published as Lexus steer by wire technology confirmed for Australia
Stuff.tv
10-07-2025
- Automotive
- 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
The Advertiser
09-07-2025
- Automotive
- The Advertiser
2025 Lexus RZ review: Quick drive
Lexus RZ Pros Lexus RZ Cons For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool As it ever was, with one very notable exception. ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. To see how the Lexus RZ lines up against the competition, check out our comparison tool Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ 500e equipment highlights (in Europe): To see how the Lexus RZ lines up against the competition, check out our comparison tool The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal hereMORE: Explore the Lexus RZ showroom Content originally sourced from: Lexus RZ Pros Lexus RZ Cons For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool As it ever was, with one very notable exception. ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. To see how the Lexus RZ lines up against the competition, check out our comparison tool Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ 500e equipment highlights (in Europe): To see how the Lexus RZ lines up against the competition, check out our comparison tool The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal hereMORE: Explore the Lexus RZ showroom Content originally sourced from: Lexus RZ Pros Lexus RZ Cons For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool As it ever was, with one very notable exception. ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. To see how the Lexus RZ lines up against the competition, check out our comparison tool Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ 500e equipment highlights (in Europe): To see how the Lexus RZ lines up against the competition, check out our comparison tool The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal hereMORE: Explore the Lexus RZ showroom Content originally sourced from: Lexus RZ Pros Lexus RZ Cons For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool As it ever was, with one very notable exception. ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. To see how the Lexus RZ lines up against the competition, check out our comparison tool Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ 500e equipment highlights (in Europe): To see how the Lexus RZ lines up against the competition, check out our comparison tool The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal hereMORE: Explore the Lexus RZ showroom Content originally sourced from:
Perth Now
08-07-2025
- Automotive
- Perth Now
2025 Lexus RZ review: Quick drive
For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. 2025 Lexus RZ: Quick drive Credit: CarExpert A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. 2025 Lexus RZ: Quick drive Credit: CarExpert ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool As it ever was, with one very notable exception. 2025 Lexus RZ: Quick drive Credit: CarExpert ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert To see how the Lexus RZ lines up against the competition, check out our comparison tool Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. 2025 Lexus RZ: Quick drive Credit: CarExpert The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. 2025 Lexus RZ: Quick drive Credit: CarExpert ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. 2025 Lexus RZ: Quick drive Credit: CarExpert ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ: Quick drive Credit: CarExpert 2025 Lexus RZ 500e equipment highlights (in Europe): 14-inch touchscreen infotainment Wireless Apple CarPlay, Android Auto Digital instrument cluster and head-up display 18-inch alloy wheels, optional 20s Auto-levelling LED headlights LED daytime running lights Privacy glass Heated side mirrors 10-speaker Panasonic sound system Wireless phone charger 8-way power front seats 2-way driver lumbar support Heated front seats Opacifying panoramic sunroof To see how the Lexus RZ lines up against the competition, check out our comparison tool The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. 2025 Lexus RZ: Quick drive Credit: CarExpert Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. 2025 Lexus RZ: Quick drive Credit: CarExpert That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal here MORE: Explore the Lexus RZ showroom Superb rolling refinement Ride comfort Improved driving range 550e seems superfluous Steering yoke is just odd Bizarre fake engine noises
7NEWS
08-07-2025
- Automotive
- 7NEWS
2025 Lexus RZ review: Quick drive
For a company with such a long history of electrified cars, it took Lexus a long time to enter the fully electric vehicle (EV) game with the UX 300e in 2021. But with more and more all-electric models being released by its rivals, Lexus clearly saw the lay of the land – and so it followed up the zero-emissions small SUV with the larger RZ mid-size electric SUV two years later. A solid effort which employed the same underpinnings as the Toyota bZ4X and Subaru Solterra, the RZ took aim at premium electric SUVs led by the top-selling Tesla Model Y, and while initial critical impressions were favourable, there were a few issues – like not enough power, not enough range, charging speeds that were too slow and pricing that was too high. Well, in a series of carefully thought-out revisions, Lexus has pretty much identified and addressed each and every one of these foibles (wit the exception of pricing, which is yet to be reveled), while also taking the time to introduce two flashy new bits of tech to the RZ canon. These include a steer-by-wire (SBW) system complete with controversial steering yoke, and something called the Interactive Manual Drive, a system that's similar to that seen in the Hyundai Ioniq 5 N and facelifted Kia EV6 GT and aims to simulate driving an internal-combustion car, even when you're in an EV. We headed to the revised RZ's European press launch in southern Portugal to see what the wider, improved model range is like to drive, including coming to grips with that unusual yoke-operated steer-by-wire system. How much does the Lexus RZ cost? We don't have Australian prices for the updated Lexus RZ range yet, although we are expecting them to be inflated from the already-expensive existing lineup. ABOVE: Lexus RZ 500e We only get the dual-motor, all-wheel-drive RZ 450e variant here, which currently costs $121,059 before on-roads in Luxury trim, and $133,059 plus on-roads when specified in Sports Luxury form. As the 450e will be replaced by the 500e for 2025 – and the 550e will be an all-new flagship variant – we'd not be surprised to see the RZ's starting price creep up as a result. To see how the Lexus RZ lines up against the competition, check out our comparison tool What is the Lexus RZ like on the inside? As it ever was, with one very notable exception. ABOVE: Lexus RZ 500e The RZ features a beautifully put-together cabin with tight tolerances on all the trim gaps you can see, while material finishing is of a generally excellent standard. Sitting up front, even entry-level variants feel grand (barring a few more value-oriented interior panels), while fancier door cards and Ultrasuede synthetic microfibre trim ramps up the luxury factor further in top-spec RZs. Space is good throughout the cabin, with both headroom and legroom in generous supply in the second row; particularly impressive for the former, given there's a dual panoramic sunroof on top on this Lexus SUV. Boot capacity stands at a generous 522 litres with all seats in use, rising to 1451L with the 60/40-split rear seats folded down. And ever since Lexus did away with those daft mousepad-like controllers to oversee its in-car infotainment systems, the interface in any vehicle from this company has become far less infuriating than it once was. The main 14-inch touchscreen dominating the dash works well and looks graphically crisp, while much the same can be said about the sharp head-up display for the RZ's driver. The digital instrument cluster is less eye-catching, though it doesn't ruin the Lexus experience. ABOVE: Lexus RZ 550e That leaves the steering yoke. This is only available with the steer-by-wire technology, which is likely to be standard in the RZ 550e but probably an optional extra for the 500e. It's a 360mm-wide, 197mm-high oblong item, similar to what you'd see in a Formula 1 car or an airplane, and it makes for a strange driving experience. This is because there's nowhere to realistically place your hands except at the quarter-to-three position, which'll mean on long journeys you won't be able to adjust their position that much for comfort. It also necessitates splitting off various lighting and windscreen-wiper functions from the remarkably stubby little stalks on the steering 'wheel'. This means they're not column-mounted, but move with the yoke itself, although as it only rotates 200 degrees in either direction off the dead centre, you're very rarely crossing your arms and therefore moving your hands, so you at least 'know' where these stalks are all the time. This removes some of the intuitiveness of using traditional stalk controls in the first place, however. And there are also very slim, too-high-mounted paddles for the simulated gearshift function, so all in all the yoke is not a very successful reinvention of the wheel, despite it arguably being the star turn of the updated RZ. To see how the Lexus RZ lines up against the competition, check out our comparison tool What's under the bonnet? Lexus does offer a long-range (568km on 18-inch wheels) single-motor, front-drive 350e variant in other markets, but it's likely we'll only get the dual-motor, all-wheel drive 500e and 550e here – the first of these to replace the old 450e, and the latter representing an all-new, higher-performance derivative. The power output has grown significantly, though. Whereas the RZ 450e had 230kW dual electric propulsion units, the 500e takes that up to 280kW, allied to a chunky 538Nm of torque, while the 550e goes even further with a peak of 300kW but the same torque. The claimed 0-100km/h times of these two-tonne-plus electric SUVs come in at 4.6 and 4.4 seconds respectively, which seems needless given Lexus isn't exactly a sporty brand – but, thankfully, the power delivery is linear and smooth, so they feel about spot on for performance. The slight fly in the ointment here is that the 550e feels appreciably no sharper nor swifter than the 500e. All Lexus RZ models are now fitted with a 77kWh battery pack, up from 71.4kWh previously. That improves the range on cars shod in 18-inch wheels, to 500km for the RZ 500e. Fit 20-inch alloys, however (and they're standard on the 550e), and the range drops to 456km for the 500e, only just ahead of the 450km of the 550e. However, there's a change to the makeup of the battery cells and a new pre-conditioning system, which Lexus says means the RZ no longer needs 'perfect' ambient conditions to achieve its fastest 30-minute 10-80 per cent DC charge; it should be able to do the same thing even if the mercury drops to -10 degrees C, although quite where and when that'll happen in this country is another matter. The peak AC charging speed has also been doubled to 22kW, which'll see a 10-100 per cent charge take just 3.5 hours. It'll be more like 10 hours via the usual 7.4kW domestic wallbox, though. To see how the Lexus RZ lines up against the competition, check out our comparison tool How does the Lexus RZ drive? Revisions to the springs and dampers, the steering system – in cars equipped with a traditional mechanical link between the steering wheel and the front axle, that is – and also reinforcement of the body structure all aim to make the revised Lexus RZ better to drive. The good news is these updates have worked. ABOVE: Lexus RZ 500e For a big, heavy and luxurious SUV with no pretensions to dynamism whatsoever, the RZ 500e is a pleasing machine in the corners. It's more agile than it has a right to be, with accurate steering, lots of grip and improved traction – Lexus has also worked on the Direct4 all-wheel drive system of the RZ to make for more cultured power delivery. Of course, the real strength of the RZ is its supreme refinement and, here, it delivers in spades. The ride quality is excellent, save for a few odd occasions on the 20-inch wheels when the suspension didn't deal with the most hard-edged impacts that well, and there's an incredibly high level of noise suppression going on. Even at highway speeds, the RZ 500e is hushed and thoroughly dignified. The problems, if they are such, come when the Lexus tries to get clever with the technology. Easily avoided by not opting for the RZ 550e, of course, but both the SBW and the Interactive Manual Drive fail to convince. The former's faults, however, can be squarely laid at the door of that squared-off steering yoke – the actual system behind it is geared to work organically at speed, so that the main drawback is how otherworldly that yoke always feels in your hands. ABOVE: Lexus RZ 550e Yet the way the Lexus tries to imitate an ICE car is what grinds our gears the most. It's a worthy attempt at bringing added driver interactivity to a motoring experience that would otherwise be a case of simply 'point and shoot', but it doesn't work well enough for us to enthuse about it. The noise the RZ 550e makes when it is 'revving' is utterly weird, a kind of mix of a gravelly industrial roar and the synthesised whooshing of a jet engine. That wouldn't be so bad if you didn't rip through the fake gears so blinking fast, nor if the paddles on the yoke weren't such thin strips of hard-to-locate plastic. Neither really gets you into the mood for driving the RZ with Interactive Manual Drive engaged for very long, which means that both it and the SBW are in danger of being nothing more than gimmicks. You may sample them once or twice, then wish you'd just plumped for the more conventional 500e with mechanical steering instead. To see how the Lexus RZ lines up against the competition, check out our comparison tool What do you get? While we don't have Australian specs yet, we'd expect the Lexus RZ to come with a wealth of useful standard equipment, which is something it wasn't lacking before this update. 2025 Lexus RZ 500e equipment highlights (in Europe): 14-inch touchscreen infotainment Wireless Apple CarPlay, Android Auto Digital instrument cluster and head-up display 18-inch alloy wheels, optional 20s Auto-levelling LED headlights LED daytime running lights Privacy glass Heated side mirrors 10-speaker Panasonic sound system Wireless phone charger 8-way power front seats 2-way driver lumbar support Heated front seats Opacifying panoramic sunroof To see how the Lexus RZ lines up against the competition, check out our comparison tool Is the Lexus RZ safe? The Lexus RZ picked up a full five-star ANCAP rating when it was introduced in 2023, with solid scores across the four main test disciplines. The level of safety equipment, both passive and active, hasn't changed since then, so it ought to remain a very safe car. To see how the Lexus RZ lines up against the competition, check out our comparison tool How much does the Lexus RZ cost to run? As an EV, the Lexus will be a lot easier on your wallet to run than a comparably sized SUV with a similarly powerful petrol engine under its bonnet, while the company's impressive level of aftermarket provisions also adds more peace of mind to the prospect of RZ ownership. Not only is there the five-year, unlimited-distance warranty on the car, but as an EV the high-voltage parts are covered for eight years and 160,000km. For the current RZ, capped-price servicing costs just $395 per maintenance session, with five services costing a total of $1975. To see how the Lexus RZ lines up against the competition, check out our comparison tool CarExpert's Take on the Lexus RZ The pricing and specifications of the revised Lexus RZ family are going to be key to its ultimate success here, but given the current model's relatively high pricing and market positioning it won't come cheap, especially in new top-shelf 550e form, and it's a shame we're unlikely to see the cheaper, longer-range, single-motor variant on these shores. That said, the improvements made to the battery tech, the motors and the rolling refinement ensure this updated Japanese electric SUV beings a lot of promise. If you can forgive us the pun, we'd steer clear of the SBW setup with its odd yoke, and we also don't see the merit in the RZ 550e with its less-than-stellar soundtrack and underwhelming Interactive Manual Drive. But stick with a nicely specified RZ 500e with a round steering wheel in its cabin, and the longer real-world range plus smoother driving manners mean there's a very good luxury SUV to be found within the upgraded RZ lineup. Interested in buying a Lexus RZ? Let CarExpert find you the best deal here Pros Superb rolling refinement Ride comfort Improved driving range Cons
