2023 Lexus RZ

2023 is the RZ's launch year, and the US lineup is a single configuration: the dual-motor RZ 450e in Premium and Luxury grades. Both grades share the same 308-hp output.

The front eAxle makes 196 lb-ft and the rear 124 lb-ft, for about 320 lb-ft combined. That is healthy for a compact luxury SUV. Lexus quotes torque per axle, so the combined figure is the sum reported by secondary sources.

The instant dual-motor torque makes the RZ quick for its class. Independent tests beat Lexus's own 5.0-second claim, but the manufacturer figure is used.

Power delivery is silent and seamless, with no lag, and the cabin is well isolated in typical Lexus fashion. It is held below the top band because reviewers found the throttle mapping deliberately soft: the car responds gradually rather than immediately. There is also no true one-pedal mode, and the paddle-selected regen levels never bring the car to a full stop.

A single-speed reduction gear on each axle means seamless delivery with no shifts to mistime or hunt. Regen strength is adjusted with paddles, but there is no one-pedal setting.

Lexus publishes no US tow rating for the 2023 RZ 450e. The 750 kg braked rating quoted for some overseas-market RZs does not carry over to the US car, which leaves a real capability gap.

DIRECT4 dual-motor AWD is standard on every 2023 RZ, since there is no front-drive grade in its launch year. The system varies the front/rear torque split continuously, anywhere from 100:0 to 0:100. There is no low range or terrain-mode layer.

This is a pavement-oriented luxury crossover. It has about 7.9 in of ground clearance, car-type suspension, and a flat aero underbody instead of skid plates. There are no off-road drive modes and no dedicated off-road trim. Standard AWD helps in snow and on gravel roads, but that is all.

The 2023 lineup offers one take-it-or-leave-it powertrain: the 308-hp dual-motor 450e. There is no alternate output, no FWD version (the 300e arrived for 2024), and no gas, hybrid or PHEV option.

The volume Premium grade on 18-inch wheels uses 32 kWh/100 mi. That is middling efficiency for a dual-motor compact luxury EV. The Luxury grade's 20-inch wheels cost 12 MPGe.

As with any EV, the city cycle is the RZ's strongest thanks to regenerative braking.

The highway figure trails the city figure by 17 MPGe, and at speed the drop in efficiency cuts into an already short range.

The 71.4-kWh pack gives just 220 miles on the best-case 18-inch wheels and under 200 on the Luxury grade. That is well short of the 270–300+ miles typical of luxury EV SUV rivals, and it is the 2023 RZ's most-criticized shortcoming.

Peak DC charging is 150 kW on a 400-volt architecture, well short of 800V rivals like the Ioniq 5 and GV60 at 230–250 kW.

Lexus quotes roughly 30 minutes to reach 80%. It does not state the starting state of charge, and real-world sessions in reviews ran longer, especially in the cold. The manufacturer figure is used.

At 32 kWh/100 mi, the RZ's energy cost is a fraction of a comparable luxury gas SUV's fuel bill.

There is no fuel grade to manage, and home Level 2 charging makes daily running cheap. Charging logistics are weaker than on later RZs, though. The 2023 car has a CCS1 port with no Supercharger access, and its roughly 6.6-kW onboard AC charger needs about 9.5 hours for a full Level 2 charge (the 2026 car has an 11-kW charger). The 220-mile range also means frequent public charging on trips.

NHTSA rated the 2023 RZ 450e AWD, the only US version that year, 5 stars overall. It got 5 stars in both frontal and side crash tests and 4 stars for rollover resistance (10.5% risk, no tip).

The 2023 RZ earned an IIHS Top Safety Pick+ under the 2023 criteria. It rated Good in both small overlap front tests, the original moderate overlap test and the updated side test. The Acceptable headlights are the only rating short of Good.

The 2023 RZ came only as the 450e in Premium and Luxury trims, and both include Lexus Safety System+ 3.0. That covers Pre-Collision System with pedestrian detection, Full-Speed Dynamic Radar Cruise Control, Lane Departure Alert with Steering Assist, Lane Tracing Assist and Road Sign Assist. Blind Spot Monitor and Rear Cross-Traffic Alert are also standard, so all five core systems come on every car.

IIHS rated the standard pedestrian-detecting Pre-Collision System Superior in both the daytime and nighttime pedestrian tests, including high-beam assist credit. That is the top result available under the 2023 test protocol.

Blind Spot Monitor and Rear Cross-Traffic Alert are standard on both 2023 trims, and Safe Exit Assist uses the e-Latch doors to hold a door shut when traffic approaches. Rear automatic braking adds active intervention on top of the alerts. The fullest coverage, including Lane Change Assist and front cross-traffic alert, is on the Luxury trim.

Lane Departure Alert with Steering Assist and Lane Tracing Assist lane centering are standard. Reviewers found the centering competent on the highway but hands-on and not class-leading. The driver-attention monitor draws complaints for nagging.

Full-Speed Dynamic Radar Cruise Control with stop-and-go is standard and pairs with Lane Tracing Assist for a combined highway assist. It holds gaps smoothly, but has minor rough edges such as tending to run slightly under the set speed.

The 2023 RZ offered no hands-free driving mode in the US. Lexus added Traffic Jam Assist, which works hands-free only at low speed, for the 2026 model year.

IIHS rated the RZ's LED projector headlights Acceptable, not Good, because the low beam reaches too short on left curves. High-beam assist is standard and earns glare credit, but no trim got a Good headlight rating.

The low hood and deep windshield give a good forward view, but the fastback roofline, rising beltline and thick rear pillars restrict the rear view. Camera help includes a standard backup camera, and the Luxury trim adds more camera and parking-assist features. The 2023 lineup started at the Premium trim, so no bare-bones base model existed.

IIHS gave the 2023 RZ a Good+ LATCH rating with extra positions: two complete outboard sets plus a center seat that can borrow the neighboring lower anchors, and the anchors are easy to reach. Generous rear legroom leaves room for a forward-facing seat.

Two-row, five-passenger crossover; no third row offered on either the Premium or Luxury grade.

Adequate but below-average front headroom for a compact SUV, with the standard panoramic glass roof taking some height.

Mid-pack front legroom for the segment.

Rear headroom is actually generous, helped by the flat floor and low-slung battery packaging.

The 112.2-in e-TNGA wheelbase and flat floor give a roomy second row for the compact class.

Two-row SUV with no third row available on any 2023 grade.

One of the smallest cargo holds in the compact-SUV class, smaller than the related bZ4X; reviewers repeatedly flag it.

Maximum volume is at the very bottom of the SUV band.

Floating center console with an open lower shelf, a wireless charging pad and underfloor cargo storage, but no frunk and smallish door pockets; storage is competitive rather than clever.

Well-bolstered, heated and ventilated front seats with praise for long-drive comfort; rear bench is roomy but sits low relative to the floor. Front seat adjustment is 8-way, modest for the price.

Reviewers consistently describe a smooth, composed ride that prioritizes Lexus comfort; 20-in wheels on the Luxury firm it up slightly.

Repeatedly called one of the quietest vehicles reviewers have driven; the Luxury adds acoustic side glass.

Heated and ventilated front seats plus heated wheel are standard; Luxury adds heated rear seats and novel radiant knee heaters, and remote climate is available via the app.

In its 2023 launch year the RZ came only as the dual-motor 450e AWD. There was no FWD price leader until the 300e arrived for 2024, so entry pricing sat near $60K, high for a compact luxury EV.

The 2023 lineup had only two grades, both with the same powertrain. The Premium is taken as representative because it is the entry grade and was the one Lexus advertised in lease offers. The Luxury grade adds about $5,500.

The battery-electric drivetrain needs no oil changes, spark plugs or transmission service, and regen braking spares the friction brakes. With Lexus build quality on top, upkeep runs well below the luxury-SUV norm. The value is the midpoint of published estimates, nudged up slightly for the older first-year build.

The 2023 RZ loses value unusually fast, even for a luxury EV. It launched near $60K with about 220 miles of range and 7-kW AC charging. Lease cash of up to $15,000 and later RZ price cuts then pushed used values down, leaving it the worst-retaining vehicle in the Lexus lineup.

This is the standard Lexus basic warranty. It runs a year longer than the mainstream 3-year/36,000-mile norm and matches most luxury rivals.

On a BEV the coverage that matters long-term is the EV-component warranty, which runs 8 years/100,000 miles and includes a battery-capacity floor. That is the industry-standard federal minimum for EV batteries, with no extra length on top.

Included maintenance is short: just the first year, or 10,000 miles. The EV-specific perks are useful, though. Lexus Reserve gives 30 days of a loaner gas Lexus over three years, there is a 3-year connected-services trial with remote charging control, and a dedicated BEV concierge line, on top of 4 years of roadside assistance. There is no public-charging credit, which rivals such as Hyundai, Kia and Genesis used at the time.

$59,650 volume-trim price minus its estimated resale value after 5 years (38% retained, or about $22,667) leaves about $36,983 in depreciation. Add the projected $3,700 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $40,683 in total.

Consumer Reports rates the 2023 RZ more reliable than other cars of its model year, and it now has owner survey data behind it rather than just a brand-based prediction; owner reports put reliability around 4/5 with issues concentrated in software, HVAC and charging behavior rather than drive-unit failures. Placed at the bottom of the top band — well above the segment's EV field (Model Y, EV6) but below Lexus's proven hybrid nameplates, since this is a first-model-year EV with a short record.

Lexus is the premium-segment dependability benchmark across the multi-year window: J.D. Power's VDS has ranked it the highest premium brand for four consecutive years (151 PP100 vs 204 industry average in 2026), and Consumer Reports placed it at or near the top of its brand rankings throughout. Kept off a perfect score because its initial-quality standing slipped to third premium in 2026.

The 2023 RZ carries two NHTSA campaigns, both software fixes: an HVAC defroster/defogger that can become inoperative (a visibility-standard issue) and a panoramic-view monitor display fault. Neither touches the propulsion system, and the RZ was spared the 2022 wheel-hub-bolt recall and stop-sale that hit its bZ4X and Solterra platform-mates — typical-to-light activity with nothing systemic, though the defroster fault is safety-relevant.

The 2023 RZ 450e uses the original e-TNGA hardware — 71.4 kWh pack shared with bZ4X/Solterra and front/rear eAxles for Direct4 AWD — which after three-plus years in the field shows no drive-unit or pack failure pattern and a reputation for conservative battery management and low capacity fade. Still a young, first-generation EV powertrain without a high-mileage record, so it sits in the 'newer powertrain, no red flags' band; charging-speed complaints are a performance limitation, not a durability one.

Reviewers consistently praise the cabin: soft-touch surfaces across doors and dash even in zones rivals leave hard, Ultrasuede-style synthetic suede, metal accents and Lexus's illuminated door-panel graphics, clearly a step above the related bZ4X. Held just short of the very top band because the vegan-leather palette is restrained rather than opulent and some buyers wanted real leather at this price.

Built at Toyota's Motomachi plant in Japan, the RZ is described as having faultless fit and finish with tight, consistent gaps; owner complaints center on software and range rather than rattles or misalignment, consistent with Lexus's strong initial-quality standing.

Lexus's service satisfaction is near the top of the industry and its franchised network beats service-center-only EV brands, but roughly 240 US stores is thin coverage outside metro areas and EV high-voltage diagnostic depth on a low-volume model is uneven across dealers.

Routine maintenance is minimal — no oil, belts or exhaust — and the 2023 RZ shares its e-TNGA pack, eAxles and much running gear with the higher-volume bZ4X and Solterra, which helps parts supply. But EV-specific components are dealer-only on a Japan-built, low-volume luxury model with little aftermarket, and auxiliary EV components are quoted in the $7,000-$14,000 range.

Large 14-inch center screen is standard across the lineup.

Lexus Interface is quick and clearly laid out with a physical volume knob, but it moves many functions (including some climate) onto the touchscreen and relies on touch-capacitive wheel controls.

Wireless Apple CarPlay and Android Auto are standard on both grades.

'Hey Lexus' natural-language assistant and cloud-based Drive Connect navigation work well, but cloud nav is subscription-based after the trial and EV route planning with charger stops is basic.

13-speaker Mark Levinson surround system is available and well regarded; the standard system is competent.

A 7-inch digital driver display is standard but small and only lightly configurable for a luxury EV; the available HUD offsets it.

Lexus Interface receives over-the-air multimedia and map updates, but whole-vehicle feature-adding OTA was not part of the 2023 RZ.

Lexus app offers remote climate, lock/unlock, charge status/scheduling and an available Digital Key; Remote Connect becomes a paid subscription after the trial.

Five USB-C ports across both rows plus a wireless charging pad; no household AC outlet or V2L on the US 2023 RZ.

Smart-access proximity entry, push-button start and power liftgate are standard, with phone-as-key Digital Key available and remote climate via the app.

Panoramic View Monitor surround camera and parking sensors with Parking Support Brake, and Advanced Park automated parking on the Luxury.

A large 10-inch color HUD is available, but only as a Luxury-grade option rather than on the volume Premium.

Roomy flat-floored back seat and G+ LATCH make car seats easy, but the 23.7 cu ft cargo hold struggles with a stroller plus shopping.

IIHS Top Safety Pick+ and NHTSA 5-star overall with LSS+ 3.0 and Safe Exit Assist standard on every grade.

Quiet, comfortable cabin with rear USB-C and heated rear seats on the Luxury, undercut by a 196–220 mi range and small luggage space with seats up.

Silent, smooth and effortless in traffic with a gentle luxury-tuned accelerator; lacks a true one-pedal mode.

Electric running costs are low per mile (~$700/yr EPA), though the RZ's efficiency is ordinary for an EV and it has a 7-kW onboard charger.

Compact footprint, light steering, tight turning circle and standard surround camera, offset by a narrow rear window.

Not rated for towing in the US and has a small cargo hold; not a work vehicle.

Luxury-oriented cabin with Ultrasuede/NuLuxe surfaces and an unproven first-generation EV platform; unsuited to hard use.

No AC outlet or V2L, no tow hitch rating, few tie-downs; minimal work provisions.

Superbly quiet and comfortable with good LSS+ 3.0 assists, but 196–220 mi EPA range (200 mi highway) and ~30-min DC stops make it a poor distance EV.

Standard DIRECT4 AWD handles snow and gravel, but modest clearance, no tow rating, no outlets and short range limit trips away from chargers.

60/40 seats fold nearly flat and there's an underfloor bin, but at 23.7/55.6 cu ft the hold is small and there is no frunk or tow hitch.

Low center of gravity, stiff e-TNGA body and DIRECT4 torque vectoring give composed, secure cornering that reviewers rate above the related bZ4X/Solterra, though the tires and 4,500-lb mass limit ultimate grip.

Accurate and light, well suited to town use, but offers little feedback; the steer-by-wire yoke was not available on the 2023 US model.

Smooth, well-blended regen and friction braking with a natural pedal; paddle-adjustable regen but no one-pedal mode.

Dual-motor 308-hp powertrain is seamless and quick (4.8–5.0 s to 60), tuned for gradual, luxury-car tip-in rather than EV punch.

Near-silent under load; Active Sound Control adds optional synthetic sound.

Reviewers describe the turning circle as tight; the US published figure is 36.8 ft but sources are inconsistent on whether it is a radius or diameter.

Comfortable, well-cushioned position with good forward view, but 8-way-only seat adjustment, touch-sensitive wheel switches and a narrow rear window detract.

Quick and composed but tuned for calm luxury rather than engagement; pleasant, not memorable.

The Premium grade comes well equipped: a 14-inch touchscreen, Lexus Safety System+ 3.0, DIRECT4 AWD, heated and ventilated front seats, a heated wheel, a power liftgate and five USB ports. That is good content, but it comes at a ~$60K entry price, where rivals give similar kit for less money. The 7-kW onboard charger is also stingy next to the 11-kW units that were common in the class.

At about $60–65K the 2023 RZ cost roughly $10K more than the mechanically related bZ4X and Solterra. It returned only ~220 miles of EPA range (196 on 20-inch wheels) and slow AC charging, while the Ioniq 5, EV6, GV60 and Model Y offered more range and faster charging for similar or less money. Reviewers repeatedly called it a good Lexus but an uncompetitive EV for the price.

The lineup was nearly take-it-or-leave-it: one 308-hp AWD powertrain and one battery in two grades, Premium and Luxury. Beyond that, the main choices were wheel size and a few packages. There was no FWD or cheaper entry configuration until the 2024 RZ 300e.

It was a slow launch: only a few thousand US sales in its first model year, a fraction of Lexus's NX and RX volume and far behind luxury-EV leaders like the Model Y. By late 2023, Lexus needed $15,000 lease cash to move inventory.

Lexus is a top luxury brand for reliability and resale, with a loyal owner base and repeated KBB luxury-brand resale awards. That halo carries over only partly to its first EV, which reviewers judged behind EV-native rivals and which depreciates the worst of any Lexus.

Lease buyers got very large discounts: up to $15,000 in lease cash by November 2023, which let the federal $7,500 commercial-lease credit pass through, with payments advertised near $499/month. Cash buyers got little, because the Japan-built RZ didn't qualify for the purchase tax credit and Lexus offered no purchase rebates at the time.

2023 is the launch year of the first generation, a brand-new dedicated BEV on the e-TNGA platform with optional steer-by-wire, so there was no near-term redesign risk. It is held below the top band because the 400V architecture, 150-kW DC peak and 7-kW onboard charger already trailed 800V rivals like the Ioniq 5, EV6 and GV60 at launch.

Reviewers praised its ride, quietness and interior but panned it as an EV, pointing to short range, slow charging and a high price. Consumer Reports called it a disappointing first EV effort, and Edmunds called it a great Lexus but a bad EV. It won no comparison tests or major awards in its launch year.