Toyota has long been wary of electric vehicles. Of course, there were several prototypes based on iQ or RAV4. But brand executives have long said they want to launch when technology allows them to offer a model that offers autonomy 500 km. What is promised must be delivered: bZ4X, the first of the true offensives in this area, announces 513 km on the WLTP standard cycle. Provided you opt for the front-wheel drive version and settle for 18-inch wheels: the Toyota bZ4X with all-wheel drive and 20-inch wheels has a range of just 411 km…
The name of this Toyota bZ4X at first glance may seem abstruse, but it is logical. The first letters bZ mean “beyond zero” or behind zero and want to testify to the absence of exhaust emissions from this model. This number will represent the entire range of battery models from the Japanese manufacturer. Differentiation will be made by a number that announces the range level, perhaps, and like here, adorned with an X in the case of SUVs. The next step is expected to be a family sedan called the bZ5, soon to be followed by other models both smaller and larger. Many fans of electric vehicles blame Toyota for being late. It is worth forgetting about the industrial power of the Japanese giant, capable of quickly abandoning models. It should also be forgotten that this bZ4X will only appear a few months after most of its competitors, and that many manufacturers currently limit their electric models to only one market segment.
Toyota bZ4X is the same length as Volkswgen ID.4 or Tesla Model Y.
If Toyota dares to do bizarre things with this registration number, reasonableness regarding the chosen segment is in order. No wonder the bZ4X comes as 4.69 m family SUV, something between Volkswagen ID.4 and Tesla Model Y. The template is designed specifically to win the widest possible support in world markets. The lines are futuristic, but not overly so. Roominess is generous, but 452 liters of trunk for any size. Moreover, there is no second storage space in front, and the designers strangely ignored the glove compartment.
On board quality impression is real, despite the presence of many hard plastics. If the plastic arch that supports the instrument cluster (read, like Peugeot, above the steering wheel) is frankly fake, then the fabric covering of the dashboard brings a little heat. The assembly is strict, the door closes with a thud, the seats are comfortable… Added to this is modern technical equipment, even if we can’t help but regret that the GPS can’t program the route from charging stops.
71.4 kWh battery
Whatever the aesthetic, practical and dynamic qualities of a family electric car, the decisive point remains, above all, with the current state of technology, its relationship between autonomy and charging speed (Toyota announces a very correct transition from 0 to 80% in 30 minutes). ). Unfortunately, the test conditions during this treatment in the vicinity of Copenhagen did not allow us to carry out an appropriate measurement of the autonomy, much less the charging speed. Our average 18.6 kWh/100 km at the end of the track with very slow sections and little acceleration it seems to us that it is in the category standard, but we cannot give a final opinion.
Very clever too, who can predict real autonomy: Toyota does not report usable battery capacity of 71.4 kWh to Panasonic-supplied NMC cells (technology identical to that used in the RAV4 rechargeable hybrid). It should also be noted that the Japanese manufacturer is reinsured. When the dashboard reports that the battery is low, there is actually 8% reserve left.… What limits the real range even more: who dares to drive several kilometers, lit up in red? We’ll be doing a real test this summer, as per our usual protocol, to really evaluate the capabilities of this SUV.
Power deliberately restrained for Toyota bZ4X
Like most of his rivals, Toyota bZ4X is offered with two or four wheel drive., the last variant with a motor on each axle. Between the two versions, the difference in power is small: 204 hp. for draft, 218 hp on 4×4. Because the latter has specific and less powerful permanent magnet synchronous motors, identical front and rear, with the same final gear ratio. “This is a request from Subaru that we developed the car with,” says Hayato Jo, assistant chief engineer for the Toyota bZ4X. “Traction control for good off-road performance is easier with two identical engines.” The choice is assumed, even if it means some efficiency concessions: choosing an induction motor on one of the two axles would allow the power to be turned off without creating resistance at a stabilized speed, like a Volkswagen or Tesla. At first glance, the result on Toyota’s impromptu off-road track seems convincing. Test on the ground with a more unreliable grip.
Also, the Toyota bZ4X seems to be giving up on the race for power. 204 HP and 266 Nm of the traction version certainly match the Volkswagen ID.4. But no competitor can resist announcing the incredible capabilities of the all-wheel drive and twin-engine version. So at the back, like the front of the bZ4X we were able to test, is a 109bhp engine. and 169 Nm, a “deflated” version of the 204 hp engine. traction bZ4X, due to the use of fewer magnets. Accumulation far from 300 hp and more common in the category. “It’s too much !” exclaims Hayato Jo. “We want a car that is easy to drive for everyone, and we believe that acceleration is already more than enough to provide real driving pleasure.”
Amazing acceleration
Is this relatively limited power a fair dosage or a sly marketing argument to leave air to the same-based Lexus RZ 450e claimed 313 hp? back? During the test, we want to say that the brand’s engineers were right: the ideal progressiveness of the accelerator allows you to accurately measure acceleration. And, despite the weight of our 1985 kg test model, this bZ4X is not lazy. Acceleration from 0 to 100 km / h is announced in 6.9 seconds, while we measured acceleration from 80 to 120 km/h in 4.7 seconds… This is equivalent to what we saw on the Audi Q4 e-tron 50 quattro with 299 hp! Good performance.
Read alsoComparison of family electric SUVs
Always within the approval radius, this bZ4X features precise steering, well-calibrated support and no mid-point play. However, it would be better if it was more informative, even if the behavior of this SUV is not sporty, it turns out. stable and soft understeer at the limit. Thus, it is regrettable that the distribution of torque between the two axles no longer gives an advantage to the rear axle: when accelerating in tight corners, it is the front that expands the trajectory. In terms of comfort, small bumps appear to rub off very well, despite our tester’s 20-inch wheels, and large speed bumps are softly swallowed. Only percussion (manhole covers, potholes, etc.) is too sensitive, revealing a certain stiffness of the suspension. Noise isolation is correct, even if airborne noise can be heard already from 90 km/h. But again, we’ll need a more extensive test for a final opinion.
Toyota bZ4X leaves a favorable first impression.
Grumpy minds might think that this Toyota bZ4X doesn’t bring much in comparison to an already well-established competitor. It doesn’t have a route planner like the Volkswagen ID.4, it doesn’t have an 800-volt architecture-related ultra-fast charging like the Hyundai Ioniq 5, it doesn’t have a super-powered version like the Ford Mustang Mach-E or Tesla Model Y… the first contact shows Native electric SUV. And if it does live up to the promises of the data sheet, it will be at the best level in the category: the claimed autonomy of more than 500 km on the WLTP cycle is equivalent to models equipped with larger batteries. This gives hope for above-average efficiency. In addition, the advertised 0 to 80% charging speed in half an hour makes it one of the best in the category. Let’s not forget that Koreans, if faster, then under optimal conditions, are extremely sensitive to fluctuations in parameters and charge levels. What makes the claimed record time of 18 minutes is by no means guaranteed. And the average category is more than about 40 minutes. In AC (slow charging) you will have to be content with 6.6 kW, but an 11 kW three-phase charger will be supplied as standard for models produced from November. Here he is again in a fairly advantageous position compared to his rivals.
In short, this bZ4X has already surprised us with unexpected pickups, given its very power wise it could very well shine in other areas. Too bad Toyota hasn’t given us a chance to test this yet. And the Japanese manufacturer is also betting on the main argument that has made its reputation: reliability. Under the sole condition of an annual diagnosis battery (to prevent the slightest problem as soon as it appears), this ten years and one million kilometers warranty at 70% of its capacity. The argument seems next to nothing in a segment where three-year leases are the norm, but the fact that Toyota is showing such confidence without compromising charging speed and range speaks volumes about the project’s ambition. And, according to our information, this bZ4X will be sold at tariffs lower than Volkswagen ID.4 77 kWh, with equivalent equipment. Due to the lack of opportunity to test this bZ4X properly, we cannot give a final opinion at the moment. Just a feeling that Toyota seems to have given itself the means to pursue its ambitions, and that we can’t wait to go on a long journey with this electric SUV.