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300e 150kW Takumi 71 kWh 5dr Auto
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With this fundamentally improved RZ, Lexus at last gets serious about EVs. Jonathan Crouch drives it.
The RZ wasn't the first all-electric Lexus, but it was the first one that really mattered, new from the ground up. Now though in this usefully updated form, it's properly ready to take on its upper mid-sized SUV segment premium brand EV rivals, with fresh technology, longer range, quicker charging and a wider model line-up. All embellished with the usual Lexus sheen and a new-found spirit of driver involvement. It remains an interesting confection.
If you've heard of the Lexus RZ, the Japanese brand will be pleased because most people haven't. Which is surprising given this upper mid-sized luxury premium SUVs significance. It wasn't the brand's first EV - that was the slightly underwhelming UX 300e of 2020. But it was the first proper one - the first to be constructed on a dedicated Battery Electric Vehicle platform (shared with the mechanically-similar Toyota bZ4X). The RZ arrived in 2023, initially just in a single 450e form, but in 2024 a cheaper front-driven version was added to the range. A year later in 2025, major updates were made and the line-up was broadened, creating the car we're going to look at here. The look of this revised RZ isn't much different, nor is its cabin. But otherwise, Lexus hasn't left much alone here. Unlike some rivals, there is still no sophisticated 800V ultra-fast-charging architecture, but as long as the car goes further on a charge and replenishes its battery quicker (which it now does), most customers probably won't care. There's also now a much wider range of models, including a 550e F SPORT flagship version that showcases the clever steer-by-wire system we were promised at the original RZ launch (but never got with earlier versions of this model). Lots is different then. Time to take a fresh look at this car.
Even before we get to discussion of the new steer-by-wire system that Lexus seems so proud of, an awful lot is different about the engineering of this updated RZ. Almost nothing about the BEV powertrain has been left as it was, a key change being the introduction of a new eAxle with improved motor output. This has also enhanced inverter efficiency and reduced energy losses which, together with an increase in battery size from 71.4kWh to 77kWh, has increased drive range by up to 60 miles. That battery now has more cells and, like the BEV powertrain, is now water-cooled. This re-engineered package can now be had in a much wider variety of flavours. As with the old model, there's an entry-level 2WD model - now badged 'RZ 350e' and offering 221bhp with up to 346 miles of range. But most customers will want an RZ featuring the newly revised version of the brand's 4WD DIRECT4 vehicle motion control technology, which can now more flexibly shift torque between front and rear axles to suppress pitching, sharpen cornering and produce a more direct acceleration feel. This set-up features on the core model, now badged 'RZ 500e', which puts out 376bhp (67bhp more than the 450e model it replaces) and offers up to 306 miles of range. The towing capacity of this variant's been doubled too - to 1,500kg. All of which leaves only the new flagship variant Lexus really wants to talk about, the RZ 550e F SPORT. Few examples of this 402bhp derivative will be sold, but its significance is huge given that it's the first car sold in Europe with the Toyota conglomerate's 'One Grip' steer-by-wire system. With this, there's no mechanical link between the wheels and a steering wheel that is no longer a steering wheel, replaced instead by a squared yoke. That has a lock-to-lock rotation of 200-degrees, so the full turning circle can be activated with one movement (instead of two twirls with a conventional wheel). The immediacy of response is something you'd definitely have to adapt to: try before you buy. The system is optional with the RZ 500e. Unique to the 550e F SPORT is a set-up you'll take to more easily - the kind of simulated manual gearbox we first saw on the Hyundai IONIQ 5N. Here, it's operated by two finger-sized paddles behind the steering yoke and simulates an eight-speed manual gearbox, complete with 'engine noise' and a fake rev limiter. Change 'gear' and there's a brief cutting of power to simulate a gearshift and a bespoke engine note fills the cabin. The 550e makes 62mph in 4.4s and offers up to 287 miles.
Unless you opt for the top 550e model (which has a bespoke F SPORT body kit), there are no visual changes for this updated RZ. So the original's angular look remains with its unusual two-tone paint options. As before, there's a design language christened 'Spindle Body', which highlights the lower bonnet and delivers muscular-looking front wings as part of a flush front end supposed to express 'powerful character and seamless acceleration'. Size-wise, the RZ sits somewhere between an NX and an RX, though thanks to the long wheelbase of this full-electric design, if you were to take a seat in the rear, you'd swear that it was a bigger car than either. It's not just legroom that's impressive either. Headroom at the back is improved by the way that the peak point of the roof has been moved rearwards. Up-front, assuming you haven't got the 550e model's bespoke F SPORT interior, cabin changes are of the detail kind. Like ultra-suede door panel trim created using laser-processed graphics; multi-coloured ambient lighting with a new 'dynamic shadow' effect; and a panoramic roof with an added dimming function. As previously, there's a 14.0-inch central infotainment screen, a head-up display and an instrument binnacle designed to maximise forward vision. As is currently the trend, most functions are controlled by a touch interface rather than by physical buttons and there's a rotary drive selector instead of a conventional gear shifter. Out back, there's a 522-litre boot. Flatten the 60:40-folding rear seat (which does go nearly flat) and you can increase luggage volume to 1,451-litres, loaded to the ceiling.
There are five trim levels - 'Premium', 'Premium Plus', 'Takumi', 'F Sport' and 'F Sport Takumi'. At the time of this updated RZ model's launch and at the time of review in Spring 2026, prices were subject to a Lexus £3,750 'Electrified Saving', so if you're reading this review not long after it was posted, you can subtract that figure from those we're about to give you now. The listed asking figures applicable at the time of this test were starting from just over £48,000 for the entry-level 2WD 350e RZ model. For the RZ 500e mainstream DIRECT4 variant, you'll be paying in the £56,000-£63,000 bracket, depending on your trim choice. And as we wrote this, prices for the top 550e 'FSPORT' were starting from around £68,000. You'd expect a cutting edge level of infotainment and media connectivity for that and to meet that need, Lexus has slotted in the same system as you find in the second generation NX, with its clever "Hey Lexus" 'personal assistant' voice control system. The set-up works via a wide 14.0-inch central screen and, of course, incorporates 'Android Auto' and 'Apple CarPlay' smartphone-mirroring. On all RZ models, standard features include LED headlamps, a panoramic roof, LED front fog lights, LED cornering lights and power-folding heated auto-dimming mirrors. You can also tick off auto headlamps and wipers, keyless entry and all-round parking sensors - Lexus calls them 'Intelligent Clearance Sonars'. Along with metallic paint, an alarm, four selectable driving modes, rear privacy glass, a powered tailgate and an extremely high level of camera safety equipment. Inside with all RZ models, you'll find synthetic leather upholstery, heated front seats with 8-way power adjustment and 2-way lumbar support. And there's also dual zone climate control with a humidity sensor, a heated steering wheel, a reversing camera, a wireless smartphone charger and an auto-dimming rear view mirror. Nice optional touches include a dimmable panoramic roof which reflects infrared radiation to better insulate the interior against the outside temperature and can be switched to opaque at the touch of a switch. One in four 500e customers are expected to opt for the unusual butterfly-shaped 'One Motion Grip' steering yoke with its clever steer-by-wire tech. As before, we particularly like the knee height heaters ahead of the front seats which provide front seat occupants with what Lexus describes as 'the feeling of a warm blanket around the legs'.
It's strange that Lexus (and Toyota) waited so long to launch a bespoke platform electric car, then introduced one without the 800V platform that would allow it to charge from the new generation of ultra-rapid DC chargers. That oversight is becoming more of an issue the older this RZ gets, but at least charging enhancements have been made as part of this update. The maximum DC charge rate of 150kW remains a bit behind the class standard; as before, a 10-80% DC charge can be completed in around 30 minutes from a standard rapid charger. The newly-added pre-conditioning function optimises the battery temperature before charging starts, eliminating delays. At least AC charging times should be quicker (about 30 minutes quicker, despite the larger 77kWh battery size). That's thanks to the adoption of a new battery pre-conditioning system and a new 22kW AC on-board charger (the old car could only AC-charge at up to 11kW). If you can only AC-charge from a single-phase 7.4kW wallbox, you'll need about 10 and a half hours for a full charge. You can reduce that to about six hours if you've an 11kW AC wallbox with a three-phase supply. If you can make the most of the new 22kW on-board charger, you could AC-charge from 10-100% in 3 hours 30 minutes - quite an improvement from seven hours, which was the fastest AC charging time possible with the original version of this model. The brand says that the battery will hold 90% of its range for the first ten years of its life, aided by water cooling for the cells, with active thermal management of the battery further aiding durability and range. That range is optimised courtesy of an on-board solar charging system that aims to minimise the effect of cold weather on usability. By using the provided LexusLink app, RZ users can not only check battery charge and driving range but set charging schedules according to when the vehicle is next expected to be driven or to when energy prices are low, The app also allows the owner to remotely control the climate of the car.
Lexus sees itself as a 'design innovator' and it was certainly that when two decades ago, its luxury saloons introduced wealthy executives to the concept of Hybrid power. That advance owed almost everything to borrowed Toyota technology, as does the engineering behind this RZ. There's fundamentally nothing here we haven't seen before, but with this updated RZ the combination of improved elements like the e-Axle set-up and its associated DIRECT4 all-wheel drive torque control system now really work very effectively indeed, creating what in many ways is the most engaging mainstream driving experience the brand has yet brought us. There's also plenty else to like; the even more smartly-trimmed cabin, the exemplary refinement and the long battery warranty. And if you were prepared to splash out on an RZ with the 'One Motion Grip' steer-by-wire system, you'd really feel this electric SUV was properly cutting-edge. Unfortunately, you couldn't say the same about the still slightly restricted driving range figure or the 400V electrical architecture, but Lexus and Toyota engineers are no doubt working feverishly in both these areas to improve things. In summary, the Lexus brand is certainly moving forward. Whether it's doing so quickly enough is another question.
Data provided by CAP-HPI database - Ref# 105706
With this fundamentally improved RZ, Lexus at last gets serious about EVs. Jonathan Crouch drives it.
The RZ wasn't the first all-electric Lexus, but it was the first one that really mattered, new from the ground up. Now though in this usefully updated form, it's properly ready to take on its upper mid-sized SUV segment premium brand EV rivals, with fresh technology, longer range, quicker charging and a wider model line-up. All embellished with the usual Lexus sheen and a new-found spirit of driver involvement. It remains an interesting confection.
If you've heard of the Lexus RZ, the Japanese brand will be pleased because most people haven't. Which is surprising given this upper mid-sized luxury premium SUVs significance. It wasn't the brand's first EV - that was the slightly underwhelming UX 300e of 2020. But it was the first proper one - the first to be constructed on a dedicated Battery Electric Vehicle platform (shared with the mechanically-similar Toyota bZ4X). The RZ arrived in 2023, initially just in a single 450e form, but in 2024 a cheaper front-driven version was added to the range. A year later in 2025, major updates were made and the line-up was broadened, creating the car we're going to look at here. The look of this revised RZ isn't much different, nor is its cabin. But otherwise, Lexus hasn't left much alone here. Unlike some rivals, there is still no sophisticated 800V ultra-fast-charging architecture, but as long as the car goes further on a charge and replenishes its battery quicker (which it now does), most customers probably won't care. There's also now a much wider range of models, including a 550e F SPORT flagship version that showcases the clever steer-by-wire system we were promised at the original RZ launch (but never got with earlier versions of this model). Lots is different then. Time to take a fresh look at this car.
Even before we get to discussion of the new steer-by-wire system that Lexus seems so proud of, an awful lot is different about the engineering of this updated RZ. Almost nothing about the BEV powertrain has been left as it was, a key change being the introduction of a new eAxle with improved motor output. This has also enhanced inverter efficiency and reduced energy losses which, together with an increase in battery size from 71.4kWh to 77kWh, has increased drive range by up to 60 miles. That battery now has more cells and, like the BEV powertrain, is now water-cooled. This re-engineered package can now be had in a much wider variety of flavours. As with the old model, there's an entry-level 2WD model - now badged 'RZ 350e' and offering 221bhp with up to 346 miles of range. But most customers will want an RZ featuring the newly revised version of the brand's 4WD DIRECT4 vehicle motion control technology, which can now more flexibly shift torque between front and rear axles to suppress pitching, sharpen cornering and produce a more direct acceleration feel. This set-up features on the core model, now badged 'RZ 500e', which puts out 376bhp (67bhp more than the 450e model it replaces) and offers up to 306 miles of range. The towing capacity of this variant's been doubled too - to 1,500kg. All of which leaves only the new flagship variant Lexus really wants to talk about, the RZ 550e F SPORT. Few examples of this 402bhp derivative will be sold, but its significance is huge given that it's the first car sold in Europe with the Toyota conglomerate's 'One Grip' steer-by-wire system. With this, there's no mechanical link between the wheels and a steering wheel that is no longer a steering wheel, replaced instead by a squared yoke. That has a lock-to-lock rotation of 200-degrees, so the full turning circle can be activated with one movement (instead of two twirls with a conventional wheel). The immediacy of response is something you'd definitely have to adapt to: try before you buy. The system is optional with the RZ 500e. Unique to the 550e F SPORT is a set-up you'll take to more easily - the kind of simulated manual gearbox we first saw on the Hyundai IONIQ 5N. Here, it's operated by two finger-sized paddles behind the steering yoke and simulates an eight-speed manual gearbox, complete with 'engine noise' and a fake rev limiter. Change 'gear' and there's a brief cutting of power to simulate a gearshift and a bespoke engine note fills the cabin. The 550e makes 62mph in 4.4s and offers up to 287 miles.
Unless you opt for the top 550e model (which has a bespoke F SPORT body kit), there are no visual changes for this updated RZ. So the original's angular look remains with its unusual two-tone paint options. As before, there's a design language christened 'Spindle Body', which highlights the lower bonnet and delivers muscular-looking front wings as part of a flush front end supposed to express 'powerful character and seamless acceleration'. Size-wise, the RZ sits somewhere between an NX and an RX, though thanks to the long wheelbase of this full-electric design, if you were to take a seat in the rear, you'd swear that it was a bigger car than either. It's not just legroom that's impressive either. Headroom at the back is improved by the way that the peak point of the roof has been moved rearwards. Up-front, assuming you haven't got the 550e model's bespoke F SPORT interior, cabin changes are of the detail kind. Like ultra-suede door panel trim created using laser-processed graphics; multi-coloured ambient lighting with a new 'dynamic shadow' effect; and a panoramic roof with an added dimming function. As previously, there's a 14.0-inch central infotainment screen, a head-up display and an instrument binnacle designed to maximise forward vision. As is currently the trend, most functions are controlled by a touch interface rather than by physical buttons and there's a rotary drive selector instead of a conventional gear shifter. Out back, there's a 522-litre boot. Flatten the 60:40-folding rear seat (which does go nearly flat) and you can increase luggage volume to 1,451-litres, loaded to the ceiling.
There are five trim levels - 'Premium', 'Premium Plus', 'Takumi', 'F Sport' and 'F Sport Takumi'. At the time of this updated RZ model's launch and at the time of review in Spring 2026, prices were subject to a Lexus £3,750 'Electrified Saving', so if you're reading this review not long after it was posted, you can subtract that figure from those we're about to give you now. The listed asking figures applicable at the time of this test were starting from just over £48,000 for the entry-level 2WD 350e RZ model. For the RZ 500e mainstream DIRECT4 variant, you'll be paying in the £56,000-£63,000 bracket, depending on your trim choice. And as we wrote this, prices for the top 550e 'FSPORT' were starting from around £68,000. You'd expect a cutting edge level of infotainment and media connectivity for that and to meet that need, Lexus has slotted in the same system as you find in the second generation NX, with its clever "Hey Lexus" 'personal assistant' voice control system. The set-up works via a wide 14.0-inch central screen and, of course, incorporates 'Android Auto' and 'Apple CarPlay' smartphone-mirroring. On all RZ models, standard features include LED headlamps, a panoramic roof, LED front fog lights, LED cornering lights and power-folding heated auto-dimming mirrors. You can also tick off auto headlamps and wipers, keyless entry and all-round parking sensors - Lexus calls them 'Intelligent Clearance Sonars'. Along with metallic paint, an alarm, four selectable driving modes, rear privacy glass, a powered tailgate and an extremely high level of camera safety equipment. Inside with all RZ models, you'll find synthetic leather upholstery, heated front seats with 8-way power adjustment and 2-way lumbar support. And there's also dual zone climate control with a humidity sensor, a heated steering wheel, a reversing camera, a wireless smartphone charger and an auto-dimming rear view mirror. Nice optional touches include a dimmable panoramic roof which reflects infrared radiation to better insulate the interior against the outside temperature and can be switched to opaque at the touch of a switch. One in four 500e customers are expected to opt for the unusual butterfly-shaped 'One Motion Grip' steering yoke with its clever steer-by-wire tech. As before, we particularly like the knee height heaters ahead of the front seats which provide front seat occupants with what Lexus describes as 'the feeling of a warm blanket around the legs'.
It's strange that Lexus (and Toyota) waited so long to launch a bespoke platform electric car, then introduced one without the 800V platform that would allow it to charge from the new generation of ultra-rapid DC chargers. That oversight is becoming more of an issue the older this RZ gets, but at least charging enhancements have been made as part of this update. The maximum DC charge rate of 150kW remains a bit behind the class standard; as before, a 10-80% DC charge can be completed in around 30 minutes from a standard rapid charger. The newly-added pre-conditioning function optimises the battery temperature before charging starts, eliminating delays. At least AC charging times should be quicker (about 30 minutes quicker, despite the larger 77kWh battery size). That's thanks to the adoption of a new battery pre-conditioning system and a new 22kW AC on-board charger (the old car could only AC-charge at up to 11kW). If you can only AC-charge from a single-phase 7.4kW wallbox, you'll need about 10 and a half hours for a full charge. You can reduce that to about six hours if you've an 11kW AC wallbox with a three-phase supply. If you can make the most of the new 22kW on-board charger, you could AC-charge from 10-100% in 3 hours 30 minutes - quite an improvement from seven hours, which was the fastest AC charging time possible with the original version of this model. The brand says that the battery will hold 90% of its range for the first ten years of its life, aided by water cooling for the cells, with active thermal management of the battery further aiding durability and range. That range is optimised courtesy of an on-board solar charging system that aims to minimise the effect of cold weather on usability. By using the provided LexusLink app, RZ users can not only check battery charge and driving range but set charging schedules according to when the vehicle is next expected to be driven or to when energy prices are low, The app also allows the owner to remotely control the climate of the car.
Lexus sees itself as a 'design innovator' and it was certainly that when two decades ago, its luxury saloons introduced wealthy executives to the concept of Hybrid power. That advance owed almost everything to borrowed Toyota technology, as does the engineering behind this RZ. There's fundamentally nothing here we haven't seen before, but with this updated RZ the combination of improved elements like the e-Axle set-up and its associated DIRECT4 all-wheel drive torque control system now really work very effectively indeed, creating what in many ways is the most engaging mainstream driving experience the brand has yet brought us. There's also plenty else to like; the even more smartly-trimmed cabin, the exemplary refinement and the long battery warranty. And if you were prepared to splash out on an RZ with the 'One Motion Grip' steer-by-wire system, you'd really feel this electric SUV was properly cutting-edge. Unfortunately, you couldn't say the same about the still slightly restricted driving range figure or the 400V electrical architecture, but Lexus and Toyota engineers are no doubt working feverishly in both these areas to improve things. In summary, the Lexus brand is certainly moving forward. Whether it's doing so quickly enough is another question.
