► First test of overhauled Toyota bZ4X
► Efficiency gains, interior improvements
► Launches towards the end of 2025 in the UK
Calling the Toyota bZ4X’s original launch a few years ago ‘bumpy’ is being polite. The oddball-looking electric crossover launched at a time when plenty of other battery-electric family cars were, too, and didn’t feel all that special. Add on particularly rubbish efficiency in real-world conditions and Toyota’s most crucial EV for Europe didn’t really get off to a good start.
But Toyota has listened, acknowledging its flaws, and is giving the bZ4X another crack. Everything has been looked at again, from its electric motors and battery efficiency to ride comfort, interior design and more.
We’ve had our first taste via some early pre-production versions, testing them on the road and via obstacle courses on track. Even though these are labelled as prototypes, however, they’re pretty much finished; Toyota’s engineers and development team tell us only some new trim materials haven’t been finalised yet.
At a glance
Pros: Much better efficiency than before, longer range, satisfying steering, slightly less weird interior
Cons: Safety aids are fiddly, big-wheeled ones have noisy tyres, it still isn’t dazzling with charisma
What’s new?
While it might not look it at first glance, quite a lot is new for the bZ4X. The overall design hasn’t changed that much; Toyota has given the car a slightly cleaner front end with its ‘hammerhead’ design motif seen on other recent arrivals, which reduces drag. New colour options and wheel designs arrive, too, and some markets can also spec an optional solar roof – but that’s unconfirmed (and unlikely) for the UK.
The interior, meanwhile, has had a bit of a tech upgrade via a new infotainment system lifted out of quite a lot of Lexus models, and the overall design has been de-weirded – that’s for the better, to our eyes at least. Improved soundproofing aims to further dampen the cabin noise, too.
In reality, though, it’s what’s underneath that has had a significant overhaul. Two battery options are now available; both have entirely new cooling systems and have a higher number of cells per stack, making them more energy dense. Revised pre-conditioning software speeds up charging times. This all, in turn, is designed to help with charging speeds, too; Toyota claims that the new preconditioning software can reduce charging times. A new 22kW AC on-board charger is available as an option on higher-grade models.
Power from Toyota’s next-generation eAxle electric motors has also increased across the board – engineer Tsuyoshi Nishihara says the front one generates 11 per cent more power, with the rear developing 10 per cent more. Choose the top-spec all-wheel drive model and power has increased by a lofty 57 per cent.
Toyota’s engineers have particularly focused on reducing energy losses from its electric motors and have upgraded their cooling systems, resulting in a more compact and lighter package altogether.
What hasn’t changed, as you can tell, is its rather clunky name. Toyota’s product planners have conceded that the whole ‘bZ’ naming thing didn’t really help attract interest, so is binning the nomenclature and returning to ‘more familiar’ ones. This, however, is the one model that’s still saddled with a name like a fax machine. Can’t win ‘em all, I suppose.
What are the specs?
At the base of the spec range, a 57.7kWh battery pack is mated to a single e-motor that generates 165bhp and claims a 275-mile range. Toyota says this version can sprint to 62mph in 8.6sec and tops out at 87mph.
Next up is the bigger-batteried 73.1kWh option, available with front- or all-wheel drive. Choose the front-driven one and you’ll get 221bhp to play with, meaning a 7.4sec 0-62mph sprint, a 99mph top speed and a claimed range of 354 miles.
Go for the top-spec all-wheel drive model and it generates a potent 338bhp, good for a 5.1sec 0-62mph sprint and a 314-mile range claim.
What’s it like to drive?
The bZ4X has never really been all that dazzling to drive. Instead, it’s always been designed to be cool, calm and quiet on the road – something that will be welcome to many. Post-facelift, we can’t exactly say it’s a car that sparkles with that x-factor out on the road, but the improvements made to the driving dynamics and powertrain are welcome.
What the most satisfying detail about the driving experience is the steering, operated by a slightly smaller than usual wheel that’s designed to be placed below the driver’s instruments. There’s a fluidity and weight to it that’s appealing when so many other cars of its type can feel overly light. Again – not a car for hooning around, but if you get a decent road to chuck the bZ4X down, it won’t feel overly nervous or distant.
As for performance, the mid-level front-wheel drive model with the larger battery will almost certainly be the biggest seller and offers the best balance. The amount of performance on offer is enough here – no more, no less – allowing for just a smidge of boost for an overtake. The more potent all-wheel drive model certainly has some extra shove, pulling well even when you’re already at motorway speeds. The larger wheels on our model came with noisy tyres, though, compared to the quiet calm we experienced at a motorway speed with the front-wheel drive model.
Even so, the bZ4X has a well-balanced ride that can largely handle the choice of bigger wheels. We went pothole hunting while out in Spain with both versions and they handled even some particularly chewy ones rather well. UK tarmac may be a different story, though.
And, of course, the main question: is it more efficient than before? From our experience, yes. Over a 62-mile drive in central Spain that included tooling around on some fun country roads, urban streets and high-speed motorway runs, our front-wheel drive bZ4X managed 3.8 miles per kWh – a respectable figure.
What’s the interior like?
We’re normally one for championing interesting interior design, but the outgoing bZ4X’s cockpit was just plain weird: a bulky and oddly high centre console, wacky digital instrument design, clunky button placement and a mish-mash of materials.
Some of that with this facelift has been improved or corrected, while some of it hasn’t. The new infotainment looks clear, but some of the menus are difficult to navigate; thankfully there’s a quick access menu for often-used functions, but it’s still at times a little confusing.
The centre console is better laid out, with dual wireless chargers included. The centre console storage area under the central armrest has a clever function of opening sideways for either the driver or passenger, but our test model’s armrest creaked when we leaned on it.
Rear space is good for adults behind tall adults, with Toyota improving the rear climate controls and repositioning the charging ports. The boot remains a slightly-small-for-the-class 452 litres.
Before you buy
You’ll have to hang on a while to buy a new bZ4X – we’re expecting the updated model to land in the UK by the end of 2025. That means we’ll also have to wait for trims and prices for the new bZ4X, too.
It’s a more competitive car, now, but one that’s still flanked by oodles of competition – some of them very good. The default for this size and class is something like the Skoda Enyaq, freshly facelifted for 2025, while cars like the Hyundai Ioniq 5 and Kia EV6 are more interesting family options.
Verdict: Toyota bZ4X facelift
At last, the bZ4X has gone to efficiency finishing school. Even in pre-production form, you can tell Toyota’s engineers have been hard at work making significant and worthwhile gains to the bZ4X’s power output and energy consumption, changing our position on the bZ4X from something we wouldn’t recommend when so much of its competition performs better to one that has some real merit in its own right.
Yes, true, it’s still a functional family car that’s not bubbling with personality – but precious little else is in this class, apart from maybe the Hyundai Ioniq 5. It’s comfortable, functional and can now go further than the end of your driveway before it runs out of puff. That in itself a solid win for Toyota.