2023 Lexus RZ EV Opts Out of One-Pedal Driving For the Sake of Familiarity

An essential part of this strategy centers around the brake pedal.

As we mentioned last May when we tested the RZ prototype, Lexus deliberately chose not to incorporate one-pedal driving. When questioned about this decision, Lexus’ chief engineer Takashi Watanabe stated, “We hold the belief that the accelerator pedal and the brake pedal serve distinct functions in the vehicle operation. The accelerator controls speed; braking is a separate entity.”

The RZ’s brake pedal retains its regenerative braking function when pressed, similar to Lexus’ current hybrid models. However, the concept of using the one-pedal approach for maximum energy recovery is excluded. This is what the designers consider a unique characteristic—you always need to operate both pedals separately.

“Many customers transitioning from conventional vehicles to an EV,” stated RZ Assistant Chief Engineer Yushi Higashiyama. “And prospective buyers who already own hybrid vehicles are considering this. Therefore, we aim to offer operational features that resemble those of traditional vehicles.”

I sought further insights into the design intentions of several other components, especially regarding the RZ’s traction control button. Traditional internal combustion engine vehicles feature these buttons, allowing drivers to fully or nearly fully bypass traction control, which can be beneficial in certain low-traction scenarios or when you want to maintain control during oversteer situations.

Is it possible to operate the RZ in a similar manner?

“Due to being an EV, the traction control capabilities and performance benchmarks are significantly enhanced compared to conventional vehicles,” mentioned Higashiyama. “However, we recognize that when encountering situations with low traction, having the option to deal with them remains important.” He noted that traction control can never be entirely disabled, preventing any prolonged slides.

Nevertheless, the possibility of fully defeatable traction control for performance-oriented driving could be considered.

“The potential for this exists in scenarios like high-performance sports cars where it is crucial for optimal performance. However, the decision-making processes involved in each vehicle’s development can vary significantly,” Higashiyama explained.

I inquired for additional details, particularly for the enthusiast segment. “The necessity for such features would heavily depend on the driving circumstances. For example, enabling a track mode for track usage; we are currently exploring various expanded possibilities and options,” he added.

However, Lexus emphasized that nothing is confirmed. If they were to develop such functionality in the future, it would theoretically possess that capability.

Moreover, with Steer by Wire lacking a direct mechanical link to the front wheels, the steering wheel could theoretically be placed anywhere in the cabin. Just picture Lexus drawing inspiration from the McLaren F1 for a future electric supercar and centering the wheel. (While this concept wasn’t proposed by Lexus, it’s a personal fancy of mine.)

When combining Steer by Wire with rear-wheel steering, like in the new RX, Higashiyama remarked, “Steer by Wire introduces significant potential and possibilities for comprehensive vehicle management and control.”

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