Lexus RZ 450e (AWD)
64 kWh usable, peaks at 143 kW. Every figure below comes from the same engine as the calculator, run on this car's own charge curve. Charge curve calibrated against a named, published dyno or road-test benchmark.
Fast charging, 10% to 80%
DC intake power against state of charge, 0 to 100%.
Highway range
The 80% to 10% window is the range most drivers plan a road trip around: you rarely arrive at a charger empty, and you rarely wait for 100%. Cold weather costs range twice, through denser air and the cabin heater; the 20°F figure has both.
Where these numbers come from
Shares the 300e's pack and curve (same e-TNGA platform). Cold limit calibrated against a 30F/150kW-stall benchmark of 50-60 min: a frozen pack takes 22% of peak (about 31kW) and the limit lifts as charging warms it; highway range calibrated against a 75mph/45F/heat-on benchmark of ~115-125 full-charge, ~80-88 safe-window miles.
The charge session is integrated across 1% state-of-charge steps on the curve above. In each step the rate is the lowest of the car's curve, the charger's power, the charger's current times this 400 V pack's voltage, and a cold limit that lifts as charging warms the pack. Highway range is road load: rolling resistance on 2,085 kg, drag on a 0.29 drag coefficient and 2.58 m² of frontal area, the always-on electrical load, a cold penalty and a cabin heater that works as hard as the weather asks (317 Wh/mi at 55 mph and 72°F). Formulas and their limits: how it works.
Pack age matters. These figures assume a new pack. The calculator takes a model year and odometer reading and derates both charging and range for an older one.