After all, Toyota popularized electrified mobility 20 years ago when the second-generation Prius showed up. In the years since, the RAV4 has ascended to sales supremacy, and its own hybrid model still has months-long wait times. So ditching the dino juice seemed like a natural evolution.
The result is this, the 2023 Toyota bZ4X. Arriving late to the scene, Toyota’s mass-production EV is quite good, with a focus on ease of use and high quality typical of the brand. It really is the RAV4 of the compact crossover EV crowd, for better and for worse.
Co je nového?
Like the GR86 and BRZ sports cars, the bZ4X is a collaboration between Toyota and Subaru; the latter’s version is called Solterra. Both ride on the e-TNGA platform, a dedicated platform for battery electric vehicles. They are functionally identical, with the only exterior differences being the headlights, taillights, and front bumper.
It’s hard to get a feel for the size of the thing in photos, but the bZ4X is lower and ever so slightly wider than a current RAV4. It’s got about 3.5 inches (90 millimeters) of length over its best-selling sibling too, measuring 184.6 inches (4,690 mm) from its low nose to full-width taillight. The other EV advantage is an enormous 112.2-inch (2,850-mm) wheelbase, giving the bZ4X over half a foot more between the axles. As we’ll find out soon, that pays dividends in interior space, especially in the rear.
The proportions may be different, but the bZ4X still carries enough Toyota DNA to fit into the family. A vestigial grille and two stern headlights have Venza and Corolla vibes. The body-colored “eyebrows” do make for some very un-Toyota shut lines up front, however. (It’s important to note our testers are pre-production models.) The pair of character lines along the flanks look like waves on a lake, and to these eyes, the bZ4X pulls it off. The outsized cladding, not so much. It just looks inelegant, especially around the charge port. Lower trims sit on 18-inch wheels, while the top model roll on 20s.
Depending on the number of driven wheels, the bZ4X comes with either a 71.4-kWh (front-drive) or 72.8-kWh (all-wheel-drive) battery pack. The official EPA range figures are 252 miles for the former, and 228 miles for the latter. That’s for the XLE trim, as well; opt for the Limited in the US and the bZ4X loses 10 and 6 miles, respectively. Curiously, the Canadian NRCan numbers only distinguish between driven wheels, not trims: expect 406 kilometers for FWD, and 367 km for AWD.
2023 Toyota bZ4X interior and comfort
As I slot into the driver’s seat, the bZ4X impresses with a deft blend of new and traditional design touches. Toyota has resisted the lure of the open-space pass-through na the Hyundai Ioniq 5, instead opting for a bridge-type console similar to the Sienna’s. The big central infotainment screen waterfalls into the center console, and there’s enough space below it for a medium-sized handbag. No over-complicated electronic door handles. No touch-activated slider controls. It takes just a matter of seconds to find all the necessary controls to head off.
Where Toyota has moved forward is with material choices. The bZ4X interior is monochrome, yet uses texture and patterns to introduce warmth. I don’t know how long the waffle-knit dashboard texture will stay clean when the bZ4X is pressed into family duty, but I’m happy it exists. I’m less stoked about the big swath of piano black in the center console. This includes the wireless charge pad cell, which is, in itself, a confusing design. It includes a cover, so as not to distract drivers doing their thing … except there’s a pattern on this one too, so keen-eyed drivers will still see the telltale signs of notifications.
(Our phone regularly stopped taking a charge from the Qi pad, but we’re chalking that up to the car’s pre-prod status.)
Front-row inhabitants enjoy 38.6 inches (980 mm) of headroom and a huge 42.1 inches (1,069 mm) of legroom. The second row’s flat floor and the panoramic sunroof make it seem roomy. However, the car’s aggressively raked rear window does eat into the measurements, posting 37.1 inches (942 mm) and 35.3 (897 mm), respectively. Nonetheless, adults should be able to fit just fine, and there’s 27.7 cubic feet (784 liters) of storage in the back.
2023 Toyota bZ4X technology and features
Two pieces of tech stand out in the bZ4X, more so than anything else in its hand. The first a deceptively easy one, the sort of thing you experience and wonder why it hasn’t taken off earlier. We’re talking about the far-away instrument panel, which sits far closer to the windshield base than is usual. It splits the difference between a traditional setup and a HUD, reducing eye movement time by 40 percent. Not only that, but its viewing angle clearly above the steering wheel rim means drivers can adjust the tilt/telescoping tiller for personal comfort, not for legibility. The 7.0-inch screen is also customizable.
The other advantage is the Toyota Multimedia system. Goodbye Entune, and hello to one of the best user interfaces in the mainstream sphere. Here in 12.3-inch form (8.0 inches is standard), the screen responds quickly to taps and pokes, and it looks great doing so. There’s a simplicity to the main menus that keeps the system approachable to newcomers, while wireless Apple CarPlay and Android Auto allows them to easily access the most common user interface in their lives. Toyota has kept physical buttons for primary controls, though volume is a pair of them instead of a dial. The native system also allows for a simple “Hey Toyota,” before requesting things like a specific restaurant, including refining a search based on rating. Asking the digital assistant for store hours works, too.
There are up to five USB ports within the bZ4X (four USB-C, one USB-A). Top trims include a nine-speaker JBL sound system, though it does eat into trunk space somewhat.
Unusually, charging rates differ depending on the amount of driven wheels. The FWD bZ4X is capable of speeds up to 150 kWh, yet the AWD model peaks at 100 kWh. Toyota says to expect the usual 20–to–80-percent charge time to take “around an hour” on DC fast-charging. That’s slower than most of the competition. If you charge at home, a 240-volt outlet should get the job done in 11 hours.
Toyota Safety Sense 3.0 is standard on all bZ4X models. The updated suite of assists includes a more comprehensive automated braking system, with pedestrian, cyclist, and motorcyclist detection. There’s also adaptive cruise control, auto high beams, and lane-centering. Blind-spot monitoring comes standard in the US (it arrives on the LE trim in Canada), bundled with rear cross-traffic alert and a new safe exit assist. Top trims include a 360-degree camera, which handily shows the road under the car by utilizing previous footage from the camera.
Toyota’s Safety Connect, Service Connect, and Remote Connect are all available, either optional or with included trial subscriptions, depending on trim. The latter also includes a new digital key, allowing owners to share their key with friends and family, on either Android or Apple devices.
2023 Toyota bZ4X driving impressions
We split our time evenly between FWD and AWD bZ4Xs. The day started in the single-motor car, which puts down an entirely sensible 201 horsepower and 196 pound-feet of torque. It more than kept up with Victoria traffic, quietly whirring up to highway speed without issue. Toyota quotes a 7.5-second run to 62 mph (100 km/h) for the front-driver, and if anything, that feels slightly conservative. Swapping into the AWD model adds more torque than horsepower: official numbers are 248 lb-ft and 214 hp. It does feel slightly quicker in a straight line, but in normal operation there’s little between the two.
Like other EVs, the bZ4X feels lighter than its curb weight suggests, since the heavy components are all much lower in the chassis than an ICE car. The low center of gravity also keeps the bZ4X feeling secure and locked-in on the road. The electrically-assisted power steering is light on feel, with just enough weight to lean on to build confidence.
There’s a similar amount of weight to the brake pedal, which makes for smooth, natural slow-down. Toyota offers a “boosted” braking mode which maxes out regenerative braking, but it has specifically avoided one-pedal driving.
Regen can’t scavenge as much energy as the same system in other EVs, which makes the bZ4X’s efficiency all the more unusual. Toyota’s range quotes are on the lower side of the class, yet during a hilly drive route, the front-drive model was hitting 14.0 kWh/100 km, which is the equivalent of 4.4 miles per kWh. Some quick maths suggest a range of 310 miles then.
Road and wind noise are kept very low, thanks to a slippery 0.25 coefficient of drag. The bZ4X rides with a softness that’s rare in today’s automotive realm. It doesn’t get sloppy, always staying in control. The ride on the 20-inch wheels has an added edge to it, but it’s still a comfy cruiser. Toyota’s claim of fun-to-driveness might be stretching it, but the bZ4X is more composed along the winding test roads than an equivalent RAV4 would be.
Toyota may have been a pioneer with hybrids, but Japan’s largest automaker has been slower to adopt electric vehicles. Now, with forecasts of stricter emissions standards in places like California and Europe, and many rivals launching their own EVs, Toyota is finally seeing the writing on the wall.
- Design a interiér
- Technika, infotainment a asistent řidiče
- Řidičské zkušenosti
- Dojezd, nabíjení a bezpečnost
- Jak by DT nakonfiguroval toto auto
The 2023 Toyota bZ4X represents a new era for the automaker. It’s what Toyota claims will be the first of many mass-market EVs under its new “bZ” line, which is short for “beyond zero.” It’s a departure not only from capitalization norms, but also Toyota’s previous focus on hybrids and hydrogen fuel-cell vehicles, which the automaker has long pitched as alternatives to battery-powered cars.
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Like most of its rivals, Toyota decided its first mass-market EV should be a compact crossover SUV, a sensible move given the current popularity of these vehicles. The bZ4X is available in single-motor front-wheel drive and dual-motor all-wheel drive configurations and XLE or Limited trim levels. Pricing starts at $43,215, but runs to $49,995 (before options) for an all-wheel drive Limited model like our test car, which had a few options that pushed the as-tested price up to $52,468.
Design a interiér
Much like the Ford Mustang Mach-E and Volkswagen ID.4, the bZ4X looks more like a tall hatchback or wagon than a proper SUV. The blacked-out panels around the wheel wells seem like they were intended to reference SUV body cladding, but just look misshapen in person. The bZ4X does at least vaguely resemble the popular Toyota RAV4 crossover in profile view, thanks to its upright roof and faceted surfaces, but the sagging, grille-less front fascia makes this EV look like it needs antidepressants. That impression isn’t helped by the running-eyeliner trim around the taillights.
It may look unusual, but this Toyota EV’s bones are not unique. Other automakers have developed dedicated vehicle architectures for their electric cars, but Toyota opted to repurpose its Toyota New Global Architecture (TNGA) for the bZ4X, dubbing the EV version e-TNGA. Subaru also helped with development, expanding an existing partnership between the two automakers, and will sell a nearly identical version of the bZ4X as the Solterra. Toyota’s Lexus luxury brand will get its own version as well, called the RZ 450e.
The bZ4X is longer and lower than the RAV4, but this doesn’t translate to a noteworthy amount of interior space. The bZ4X has less headroom than other EVs in its price range, and substantially less front legroom than the Mach-E and the smaller Chevrolet Bolt EUV. Rear-seat legroom is back-of-the-pack, although the back seats felt more spacious than they appear on paper.
The interior is certainly different, but not necessarily attractive.
The bZ4X does offer a competitive amount of cargo space, but lacks a frunk. Front storage isn’t a given among non-Tesla EVs, admittedly. The back seats also work surprisingly well as a storage space, thanks to a relatively flat floor that makes it easy to slide items from one side to the other for curbside unloading.
Like the exterior, the interior is certainly different, but not necessarily attractive. The array of black and gray plastics and fabrics feel like a throwback to 1980s car interiors, but the shiny, smudge-prone piano black trim is frustratingly current. The dashboard also has a rounded shape that highlights the infotainment touchscreen and instrument cluster, while the center console rises up to give the interior a more enclosed, cockpit-like feel.
This layout led to some unusual ergonomic choices. Toyota didn’t include a glovebox, so instead, the owner’s manual, registration, and other things you would normally keep there live in a secret compartment in the center console where they’re likely to be forgotten. The console’s height would likely make a conventional shift lever impractical, so instead, you twist a knob to engage drive or reverse. That raised console also makes room for a helpful floor-level storage nook like the one in the Toyota Sienna minivan, at least, and puts controls within easy reach.
Technika, infotainment a asistent řidiče
At first glance, Toyota seems to have covered the bases when it comes to tech. A 7.0-inch digital instrument cluster is standard, along with a 12.3-inch touchscreen infotainment system that includes wireless Apple CarPlay and Android Auto connectivity, natural language voice recognition, and over-the-air update capability. A Wi-Fi hotspot (with service provided by AT&T) and a nine-speaker JBL audio system are available as well.
However, the interface isn’t that nice to use. While we were impressed that the freestanding instrument cluster didn’t wash out in direct sunlight, some drivers will find that the steering wheel blocks the lower half. This isn’t a problem in other markets, where Toyota equips the bZ4X with a steering yoke that looks a bit like an oversized video game controller, rather than a conventional wheel.
Toyota has done a good job of making its infotainment systems easy to use, if not exciting, but here the array of small touchscreen icons blend with the similarly sized buttons below for an unattractive and confusing morass. The screen itself was also slow to boot up when starting the car, and while the notification for incoming text messages was panic-inducingly loud, the actual message playback was too faint to hear.
Screen icons and buttons blend into an unattractive and confusing morass.
The bZ4X comes standard with four USB-C charging ports — two for each row of seats — and a USB-A port for media input. Wireless phone charging is included as well, and Toyota put the charging pad beneath an opaque cover so you won’t be tempted to look at your phone. With the bZ4X, Toyota also becomes the latest automaker to offer digital key functionality, allowing users of certain smartphones to ditch the key fob and use their phones to lock, unlock, and drive their cars.
The bZ4X is also the first model to get the latest Toyota Safety Sense 3.0 system, which features improved radar and camera performance, according to Toyota. The list of standard driver-assist features enabled by these sensors includes forward collision warning, automatic emergency braking, blind spot monitoring, rear cross-traffic alert, lane keep assist, lane tracing assist automated lane centering, and safe exit assist, which uses the blind spot sensors to warn of oncoming traffic while getting out of the car. A 360-degree camera system is also available on the Limited trim level.
EVs tend to be where automakers show off their most advanced driver assist features, or in some cases demonstrate a lack of advancement in that area. Toyota falls into the latter category. While the Ford Mustang Mach-E offers the hands-free BlueCruise system, the Nissan Ariya can execute automated lane changes with its ProPilot Assist 2.0 system, and even the humble Chevy Bolt EUV can be equipped with General Motors’ Super Cruise hands-free system, Toyota only offers hands-on adaptive cruise with the aforementioned lane tracing assist feature to keep the car in its lane.
Řidičské zkušenosti
Front-wheel drive bZ4X models are powered by a single electric motor producing 201 horsepower and 196 pound-feet of torque, fed by a 71.4-kilowatt-hour battery pack. All-wheel drive models get two motors, one powering each axle, but that only ups total output to 214 hp and 248 lb.-ft. of torque. Battery capacity increases to 72.8 kWh.
Toyota says front-wheel drive versions will do zero to 60 mph in 7.1 seconds, while all-wheel drive models cut that down to 6.5 seconds. Neither is exactly quick by modern standards, and Toyota hasn’t discussed plans for a performance version comparable to the Kia EV6 GT or Ford Mustang Mach-E GT, but this is more than adequate acceleration for everyday driving.
Toyota gave the bZ4X a planted, composed feel that rivals can’t match.
The bZ4X is resolutely mundane in the handling department as well, but while it doesn’t offer the sportiness of some EVs, it does at least work well as a daily driver. It won’t play along if you try to hustle it, but we still found the precise feel of the steering and the ride quality enjoyable. Toyota gave the bZ4X a planted, composed feel that rivals like the Hyundai Ioniq 5 and Volkswagen ID.4 can’t match.
Because the bZ4X was co-developed with Subaru, all-wheel drive versions also get that automaker’s X-Mode, which includes Snow/Dirt and Snow/Mud drive modes for slippery surfaces. Hill descent control is included as well, and the bZ4X boasts a respectable 8.1 inches of ground clearance. That means the Toyota should be able to handle dirt roads and deep snow comfortably, but because it lacks a high degree of suspension articulation and more precise traction controls beyond the two X-Mode drive modes, we wouldn’t call it a true off-roader.
Dojezd, nabíjení a bezpečnost
The bZ4X has a maximum range of 252 miles in base XLE front-wheel drive form. That drops to 242 miles for the Limited grade. All-wheel drive comes with an even bigger range penalty, with ratings of 228 miles and 222 miles for XLE and Limited trim levels, respectively.
Toyota includes standard DC fast charging, and the bZ4X’s Combined Charging Standard (CCS) connector means finding a compatible station shouldn’t be difficult. With maximum power rates of 150 kilowatts for front-wheel drive models and 100 kW for all-wheel drive models, Toyota claims an 80% charge is possible in 30 minutes, but we found that’s very dependent on ambient temperature. If you’ve got a 240-volt Level 2 AC charging station at home, you’re looking at 9.5 hours for a full recharge with the bZ4X’s 6.6-kW onboard charger, according to Toyota.
The bZ4X gets the same three-year, 36,000-mile basic warranty and five-year, 60,000-mile powertrain warranty as Toyota’s gasoline cars, as well as an eight-year, 100,000-mile,warranty covering the battery pack and other related components. The battery warranty is competitive with other EVs, but we can’t make a comparison on safety because the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) haven’t published crash test ratings for the bZ4X yet.
Jak by DT nakonfiguroval toto auto
Toyota may market the bZ4X as a rugged SUV, but the version that makes the most sense to get is the base front-wheel drive XLE. It’s the least expensive, has the most range, and even boasts more powerful DC fast charging than all-wheel drive models. The added traction of all-wheel drive might be worthwhile depending on where you live, but the relatively small increases in horsepower and torque definitely aren’t. The XLE also includes nearly all available tech features; the Limited only adds digital key integration, the 360-degree camera system, and the option for the JBL audio system upgrade.
The bZ4X is a competent EV, but most of the things that set it apart, like the unorthodox exterior styling and interior layout, are more gimmicky than useful. The similarly sized Hyundai Ioniq 5 also offers distinctive styling that is, in our opinion, more attractive. It also undercuts the Toyota in price, and while the base SE Standard Range model only has 220 miles of range, its 350-kW DC fas- charging capability means road trip charging will be less of an issue.
If all you want is basic zero-emission transportation, the Chevy Bolt EUV, Hyundai Kona Electric, and Kia Niro EV offer 247 miles, 258 miles, and 253 miles of range, respectively, for less than the base bZ4X XLE. The Bolt EUV is also available with General Motors’ game-changing Super Cruise driver-assist system and, unlike the Toyota, is expected to qualify for a $7,500 federal tax credit. These EVs are all smaller than the bZ4X, however, which is most apparent in cargo space.
Considering how late it is to the EV party, and how ambivalent management has been about EVs up to this point, it was unlikely that Toyota would raise the bar with the bZ4X. But Toyota’s first serious attempt at an EV is better than expected.
Doporučení redaktorů
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