雷克薩斯

2023年5月19日,

豐田的豪華車品牌必須更加努力要出售一百萬年2030輛電動車。擴大/這是雷克薩斯'第一個電池動力汽車,RZ 450 e。喬納森Gitlin當雷克薩斯開始建造豪華轎車在1980年代末,用了其他汽車行業有點措手不及。豐田想要炫耀,它可以建造世界上最好的汽車,和最初的淩誌LS400是一個可信的努力做到這一點。三十年過去了,雷克薩斯現在有它的第一個電池電動車。成為目前是雷克薩斯的未來——它想賣一百萬到2030年,從這輛車開始,2023 RZ 450 e。但不要指望這個電動雷克薩斯同樣的飛濺的LS400這樣做不是汽車的挑戰最好的。它是公平地說,全行業轉向電池動力汽車吸引了世界上最大的汽車製造商。豐田是一個早期的領先者在電氣化與混合powertrains-the普銳斯現在在其第六個迭代和賣出了幾百萬不過它已經成為目前時更加謹慎。有一個早期的調情RAV4 EV,出現在小數量在美國在2002年被取消之前,然後直到最近。 Now Toyota has developed its first modern BEV, using lithium-ion (rather than nickel-metal hydride), called the bZ4x. There's a badge-engineered Subaru version, too, and this Lexus variant as well. Design Instead of starting with a clean-sheet design, like rival Volkswagen Group, Toyota decided to modify its existing modular vehicle architecture (called TNGA) to allow it to make BEVs (the new architecture is known as e-TNGA). I was going to write that it's a relatively small crossover by 2023 standards until I checked the dimensions against other EVs; at 189.2 inches (4,806 mm) it's actually longer than a Ford Mustang Mach-E, Volkswagen ID.4, or Jaguar I-Pace—perhaps the RZ 450e's closest spiritual competitor. (It's a pretty average 74 inches/1,880 mm wide and 64.4 inches/1,636 mm tall.) Enlarge / Its design is very angular but also extremely hard to photograph well. Jonathan Gitlin The RZ's shape is immediately familiar as a Lexus, embracing the brand's current angular design style. It's certainly a challenging car to photograph well! Advertisement Powertrain The RZ 450e uses a twin-motor powertrain with a drive unit for each axle. Somewhat unusually for an all-wheel drive EV, this one has the more powerful drive unit at the front—in this case a 201 hp (150 kW), 194 lb-ft (263 Nm) permanent magnet synchronous motor, with a 107 hp (80 kW), 124 lb-ft (168 Nm) permanent magnet motor at the rear. Combined power output is always a function of the battery pack and often less than just adding the two motors' outputs together, but in this case the RZ 450e does have a combined 308 hp (230 kW). The lithium-ion battery pack lives between the axles. It's supplied by Prime Planet and Energy Solutions and has a capacity of 71.4 kWh, although only 64 kWh of that is useable. And that's probably the RZ 450e's biggest weakness. On 20-inch wheels, as in the case of our RZ 450e Luxury ($65,150, and there's no IRS clean vehicle tax credit), Lexus says it should have a range of 196 miles (315 km). Unfortunately, even that appears to be highly optimistic; after charging our test car to 93 percent, it reported a mere 143 miles (230 km) of range. Enlarge / The Lexus platform leaves no room for a frunk under the hood. Lexus When the car was dropped off, it had averaged 2.8 miles/kWh (22.2 kWh/100 km) over an unknown time frame—the trip computer is not particularly forthcoming with the details we would like. After about 150 miles of mixed city and highway driving, it reported an average of 3 miles/kWh (20.7 kWh/100 km), yet this was not reflected in the estimated range. By my math there's about 36 miles' (57 km) discrepancy between the theoretical range (miles/kWh x battery capacity) and the reported range. Lexus says that the RZ 450e Premium on 18-inch wheels ($59,650) should have a range of 220 miles (354 km). Happily, charging proved to be pretty painless—certainly no guaranteed thing with a non-Tesla EV. I plugged into an Electrify America charger with 25 percent state of charge remaining, and 24 minutes later the car had reached 80 percent SoC. (To make things even better, the charger just worked, and I didn't need to call the help line.) The charging session peaked at about 140 kW. Lexus says that 0-80 percent should take 30 minutes, and a level 2 charger will require 9.5 hours to completely recharge the battery from zero.