2023 Toyota bZ4X Reviews, Pricing & Specs

Much like Volkswagen with its ID.4, Toyota tried to make the bZ4X an EV analog to compact crossovers because they’re among the most popular with new car buyers. To that end, the bZ4X borrows some styling elements from the Toyota RAV4, like the angular rear fascia and box-like wheel arches.

The bZ4X is distinctively an EV, though, easily identifiable as something different by its lack of a grille and pair of rear spoilers. Blacked-out areas around the wheel wells seem like they were meant to be a new take on SUV-style body cladding, but the unusual shapes, particularly at the front where they blend into the headlights, just make these additions look odd. This bizarre bodywork frames 18-inch wheels on XLE models and 20-inch wheels on Limited models.

Like most electric crossovers, the proportions are also a giveaway. At 184.6 inches long, the bZ4X is 3.7 inches longer than the RAV4, but its 112.2-inch is 6.3 inches longer than the RAV4’s. At 69 inches tall and 73.2 inches wide, the bZ4X also sits two inches lower than the RAV4 and is 0.2 inch wider. One thing you can’t see is the added weight of the battery pack. With a base curb weight of 4,266 pounds, a bZ4X XLE FWD weighs 861 pounds more than a gasoline RAV4 XLE FWD model.

Instead of a dedicated EV platform like Hyundai/Kia’s E-GMP or VW’s MEB, the bZ4X is based on a modified version of the ubiquitous Toyota New Global Architecture (TNGA) platform used for most of the automaker’s internal-combustion vehicles. Called e-TNGA, this platform also underpins the Lexus RZ 450e and Subaru Solterra. The Solterra is pretty much identical to the bZ4X, as both models were jointly developed, a strategy the automakers also followed with the Subaru BRZ and Toyota GR 86 sports car twins.

The interior styling follows the lead of the exterior in departing from the norm. With its rounded dashboard, boxy air vents, and prominent screens, it had a retro-futuristic look that reminded us of Japanese car interiors from the 1980s and 1990s. That should be appealing to drivers of a certain age, but the bZ4X cabin lacks the more up-to-date minimalism of the Ford Mustang Mach-E or Hyundai Ioniq 5, not to mention the pricier Tesla Model Y.

FWD versions of the bZ4X get 201 horsepower, 196 pound-feet of torque from their single electric motor, and a 71.4-kilowatt-hour battery pack. AWD versions are rated at 214 hp and 248 lb-ft of torque, and have a 72.8-kWh battery pack.

The difference in power between single-motor and dual-motor versions isn’t as dramatic as in most other EVs, and that’s reflected in acceleration. Toyota estimates zero to 60 mph times of 7.1 seconds for FWD models and 6.5 seconds for AWD models. In this case, AWD is more about added traction than added power.

Looking at some of the bZ4X’s other features, it’s clear Toyota was more interested in making drivers feel more comfortable in the snow than winning stoplight drag races. AWD versions of the bZ4X get Subaru’s X-Mode, with Snow/Dirt and Snow/Mud drive modes, plus hill-descent control. The bZ4X also has a respectable 8.1 inches of ground clearance, but no skid plates to protect the battery pack. That, along with low-hanging bodywork, low-profile tires, and fairly standard suspension, means this is no substitute for an old fashioned Toyota 4Runner off-road.

On dry, paved roads, though, the bZ4X was a pleasant surprise. Many automakers tout the low center of gravity created by an EV’s low-mounted battery pack, but Toyota is one of the few that has truly taken advantage of this. In contrast to the more softly sprung Ioniq 5 and VW ID.4, the bZ4X has a solid, planted feel. It’s just as capable of absorbing bumps as those cars, but without their excess body motion. We did notice a bit more wind noise at highway speeds, though.

The bZ4X doesn’t aim for sportiness like the Ford Mustang Mach-E or Kia EV6, and you can definitely feel its considerable curb weight while cornering, but very precise steering made the experience more satisfying than expected, allowing us to tune our inputs to the car’s more laid back character. It made for a more engaging driving experience than the specs suggest.

EV fans might be disappointed by the fairly weak level of regenerative braking, however, which falls well short of one-pedal driving. Drivers also have to press a button to engage maximum regeneration, but that boost function is only available with lower states of charge. Cars can’t regenerate as much when the battery pack is already near full, of course, but other EVs adjust to compensate for this automatically.

Despite the stretched wheelbase, which typically increases second-row passenger space, the dimensional differences with the RAV4 mainly benefit front-seat occupants. The bZ4X has slightly more first-row headroom and legroom than a gasoline RAV4, while that model offers more back-seat headroom and legroom. The bZ4X also has less cargo space than the gasoline RAV4, at 27.7 cubic feet with the rear seats up (Toyota doesn’t quote a figure with the rear seats folded), compared to 37.5 cubic feet for the RAV4.

Rear-seat legroom is also less generous than most other comparable EVs, and the Ford Mustang Mach-E offers more front-seat legroom as well. The Toyota also has less cargo space than the Ford, as well as the VW ID.4, but more than the Nissan Ariya and about the same amount as the Hyundai Ioniq 5. The BZ4X doesn’t have a frunk, but the relatively flat floor maximizes the utility of the rear seats as an alternative storage space, maximizing practicality.

The bZ4X also has a number of ergonomic quirks, starting with the steering wheel. Toyota offers a steering yoke rather than a conventional wheel in other markets, and the placement of the instrument cluster seems to have been done with that in mind. We found that the top portion of the steering wheel blocked the lower half of the instrument cluster in our ideal driving position, although this might not be an issue for taller drivers.

Toyota also didn’t include a glovebox, instead taking advantage of the flat floor to create a two-tier center console storage bin. Open the bin like you would in any other car, remove the false floor, and you’ll find additional storage space beneath in what would normally be the transmission tunnel. It’s a clever solution, but we found that items left in here rattled around constantly.

Even the controls are a bit odd. Shifting is done by twisting a knob at the base of the touchscreen, and audio volume is adjusted with buttons. This is better than using the touchscreen, a clumsy interface some automakers have tried to foist on customers, but a knob would be better. Climate controls were fairly normal, at least.

One unusual feature that actually works is the raised center console, which puts controls close to the driver while making room for a storage nook below. The standard wireless device charger is also housed under a flip-down cover, so there’s less temptation to look at your phone while driving.

The bZ4X comes standard with a 12.3-inch touchscreen, 7-inch digital instrument cluster, and wireless Apple CarPlay and Android Auto connectivity. Four USB-C charging ports (two for each row) and a USB-A media port are standard as well, along with the aforementioned Qi wireless charger. Wi-Fi connectivity is available as well.

We were impressed by the size of the touchscreen and the fact that the uncovered instrument cluster was still readable in direct sunlight, but the graphics for both weren’t very attractive. The decision to use lots of small white text on black backgrounds doesn’t aid readability. Toyota could have used the available space for something more creative.

In addition to the aesthetic drawbacks, the infotainment system’s text-heavy format doesn’t aid usability. Without large, clear icons, finding the functions we needed took longer than optimal. The menu layout also wasn’t exactly intuitive, requiring a few steps for functions like retrieving text messages. The touchscreen itself also took awhile to pull up its home screen after starting the car. Overall, the infotainment system offers good hardware, but the software could use some refinement. Built-in over-the-air update capability means that should be doable, though.

Beyond the expected tech features, the bZ4X is the first Toyota model to offer digital key functionality. This lets a smartphone act as the key fob, unlocking the doors and letting the driver pull away as long as the paired phone is onboard. Drivers can also share access with others, but all of this requires the Toyota App and an active subscription to the automaker’s Remote Connect telematics service (a three-year trial is included).

The bZ4X is the first model to get the latest Toyota Safety Sense 3.0 system, which the automaker claims offers improved camera and radar performance over the previous version. The list of standard driver aids hasn’t changed significantly from other Toyota models, encompassing forward collision warning, automatic emergency braking, blind spot monitoring, rear cross traffic alert, lane keep assist, adaptive cruise control, Toyota’s Lane Tracing Assist automated lane centering, and Safe Exit Assist. A 360-degree camera system is also available on the bZ4X Limited trim level.

The 2023 bZ4X received top “Good” scores in all Insurance Institute for Highway Safety (IIHS) crash test categories, as well as the highest scores for front crash prevention tech. However, the standard headlights’ “Poor” rating excluded the Toyota from an IIHS Top Safety Pick award (optional headlights received a “Good” rating).

The National Highway Traffic Safety Administration (NHTSA) hadn’t released any safety ratings for the bZ4X at the time of publication.

The bZ4X is EPA-rated at 252 miles of range and 119 MPGe combined in base FWD XLE form; that drops to 242 miles and 114 MPGe combined for the FWD Limited model. Opting for AWD means a bigger range hit. The AWD XLE is rated at 228 miles and 104 MPGe combined and the AWD Limited is rated at 222 miles and 102 MPGe combined.

Charging performance is also somewhat dependent on the powertrain. All bZ4X models get DC fast charging that uses the more common Combined Charging Standard (CCS) connector, but while FWD models can charge at 150 kilowatts, AWD models can only charge at 100 kW. Toyota lists 30 minutes as the quickest time for an 80% charge with the fast charger, but it’s unclear if that applies to both versions. All models also have a 6.6-kW onboard charger that can refill the battery pack in 9.5 hours, according to Toyota.

Standard warranty coverage includes a three-year, 36,000-mile, basic warranty and five-year, 60,000-mile, powertrain warranty, plus an eight-year, 100,000-mile, battery warranty.

Pricing starts at $43,215 for a base XLE model with FWD, ranging to $49,995 for the AWD Limited configuration (all prices include a mandatory $1,215 destination charge). Our AWD Limited test car also had a few options, including the JBL audio system, split rear spoiler, two-tone paint, and the Limited Weather Package (adding heated rear seats and a front foot-and-leg radiant heater), bringing the as-tested MSRP to $51,253. The Japan-assembled bZ4X won’t qualify for the $7,500 federal EV tax credit, but may qualify for state and local incentives.

The bZ4X is a solid first effort that fails to stand out, and may soon be pushed aside altogether. Pricing and range overlap with most other similarly sized electric SUVs, but the 2024 Chevrolet Equinox EV aims to offer comparable range in a similarly sized package for a claimed base price of around $30,000. It’s unclear when this entry-level version will appear, but it’s likely to steal Toyota’s thunder when it does.