#2023 LEXUS RZ DRIVER#

This isn’t the industry’s first application of steering by wire, but it’s almost certainly the best. Within a few minutes, the fast-when-slow/slow-when-fast steering becomes downright fun, with zero intimidation factor.

I was deeply skeptical that the steer-by-wire system would feel intuitive and normal, but I was wrong. The net effect of this techno-wizardry is a steering system that requires far less effort at low speeds – no hand-over-hand panic when pulling into tight spaces or turning around in front of traffic – but still maintains a sense of straight-ahead stability on the freeway. As vehicle speed increases, steering response goes down for stability, with the same inputs resulting in less yaw.

#2023 LEXUS RZ DRIVER#

Since the not-a-yoke only rotates about 270 degrees, the steering rack responds aggressively to driver inputs at low speeds, eliminating shuffle-steering when performing U-turns and parking maneuvers. The production-intent prototype I drove boasted an unusual steering apparatus (that Lexus Europe calls One Motion Grip but is most certainly not a yoke) mated to a variable-ratio steering rack. The 2023 Lexus RZ 450e will only be available with traditional steering, but the automaker still wanted to show off its steer-by-wire system that might arrive in time for 2024. The RZ boasts impressive refinement in most traffic situations, setting it apart from the occasionally overeager Genesis GV60 and the cheap-feeling Audi Q4 E-Tron. I suspect most prospective buyers won’t care that their Lexus EV is more of a boulevardier than an apex hunter. In that respect, it reminds me of a Lexus product from the 1990s, when comfort and smoothness were more important than driver involvement.

Point the numb-but-accurate steering wheel where you want the car to go and let it do most of the work. That’s also the case when the road gets curvy – the RZ is stable and surefooted, but never communicative or playful. With decent noise insulation and limited intrusion from bad road surfaces, the RZ demands little of its driver. Its gentility also translates into the suspension, with well-damped body motions and excellent stability at speed. While the RZ may not be as snappy as the Genesis GV60, it’s undeniably easier to drive smoothly, which fits the EV’s birthright as a Lexus. Thanks to that perfectly respectable amount of muscle, the luxury EV merges onto the freeway and dices through urban confines with confidence and speed, but the accelerator feels more progressive than the on-off switches that some electric cars have. Lexus doesn’t quote an official combined torque rating for the US market, but the front-axle motor makes 196 pound-feet and the rear makes 124 pound-feet. It shares its EV-specific platform with the Toyota BZ4x and Subaru Solterra, but the dual-motor RZ 450e has 308 horsepower, compared to the mere 215 ponies of its cousins. That’s because the 2023 RZ 450e, which is intended to be a sort of zero-emissions foil to the popular RX crossover, does an excellent job of blending traditional Lexus comfort with the torquey nature of an electric car. But in spite of the Lexus RZ’s flaws, it really is an enjoyable electric crossover – as long as charging isn’t an obstacle.

2023 lexus rz