Toyota has long viewed the electric car with caution. There were certainly a few prototypes, based on iQ or RAV4. But the leaders of the brand have long said that they wanted to launch when technology allowed them to offer a model offering a autonomy of 500 km. Thing promised, thing due: the bZ4X, the first of a real offensive in this area, announces 513 km on the normalized WLTP cycle. Provided you choose the front-wheel drive version and settle for 18-inch rims: the Toyota bZ4X with four-wheel drive and 20-inch rims only has a range of 411 km…
The name of this Toyota bZ4X may seem abstruse at first sight, but responds to a logic. The first letters bZ mean “beyond Zero”, or beyond zero, and want to testify to the absence of exhaust emissions from this model. This number will designate the entire range of battery-powered models from the Japanese manufacturer. The differentiation will be made by the number which announces the level of range, possibly and as here decked out with an X in the case of SUVs. The next step is expected to be a family sedan dubbed the bZ5, soon to be followed by other models, both smaller and larger. Many fans of the electric car blame Toyota for arriving late. It is to forget the industrial power of the Japanese giant, able to decline the models quickly. It is also to forget that this bZ4X only arrives a few months after most of its competitors, and that many manufacturers are confining their electric models to only one market segment, for the moment.
A Toyota bZ4X as long as a Volkswgen ID.4 or a Tesla Model Y
If Toyota ventures into the bizarre with this registration number, wisdom is in order concerning the segment chosen. Unsurprisingly, the bZ4X comes in the form of a 4.69m long family SUV, halfway between a Volkswagen ID.4 and a Tesla Model Y. The template is tailor-made to win the widest possible support in world markets. The lines are futuristic, but not too much. The habitability is generous but the trunk of 452 liters any for the size. Especially since there is no second storage space in the front, while the designers have strangely ignored the glove box.
On board, the quality impression is real, despite the presence of many hard plastics. If the plastic arch that supports the instrument cluster (to read, as at Peugeot, over the steering wheel) is frankly fake, the fabric covering of the dashboard brings a little warmth. The assemblies are rigorous, the door closes with a dull sound, the seats are comfortable… Added to this is up-to-date technological equipment, even if we cannot help but regret that the GPS is not capable of program a route with charging stops.
A 71.4 kWh battery
Whatever the aesthetic, practical and dynamic qualities of a family electric car, the crucial point remains above all, in 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 handling in the vicinity of Copenhagen did not allow us to carry out a relevant measurement of autonomy, even less of charging speed. Our average of 18.6 kWh/100 km at the end of a course with very slow sections and some acceleration seems to us to be in the standard of the category, without us being able to issue a definitive opinion.
Very clever also who can predict the real autonomy: Toyota does not communicate the useful capacity of the battery of 71.4 kWh, to the NMC cells supplied by Panasonic (a technology identical to that used in the rechargeable hybrid RAV4). It should also be noted that the Japanese manufacturer is playing it safe. When the dashboard announces that the battery is empty, there is actually still 8% reserve charge left… Which further limits the real radius of action: who would dare to drive several kilometers all seeing red? We will carry out a real test during the summer according to our usual protocol to truly gauge the capabilities of this SUV.
Power deliberately contained for the Toyota bZ4X
Like most of its rivals, the Toyota bZ4X is offered in two or four wheel drive, the latter variant having a motor on each axle. Between the two versions, the power difference is small: 204 hp for traction, 218 hp for 4×4. Because the latter has specific and less powerful permanent magnet synchronous motors, identical at the front and at the rear, with the same final reduction ratio. “This is a request from Subaru, with whom we designed the car,” reveals Hayato Jo, assistant chief engineer of the Toyota bZ4X. “Managing traction to obtain good off-road performance is easier with two identical engines”. The choice is assumed, even if it means making some concessions on efficiency: choosing an asynchronous motor on one of the two axles would have made it possible to cut off the power supply without creating resistance at stabilized speed, as at Volkswagen or Tesla. At first sight, the result on the off-road track improvised by Toyota seems convincing. To be checked on ground with more precarious grip.
Also, the Toyota bZ4X seems to refuse the race for power. The 204 hp and 266 Nm of the traction version are certainly in line with the Volkswagen ID.4. But no competitor can resist announcing delirious powers on the four-wheel drive and two-engine versions. At the rear as at the front of the bZ4X that we were able to test, there is therefore a 109 hp and 169 Nm engine, a “deflated” version of the 204 hp engine of the bZ4X traction, by adopting fewer magnets. The accumulation is far from the 300 hp and more, common in the category. “It’s too much !” exclaims Hayato Jo. “We want the car to be easily controllable by everyone, and we believe that the acceleration is already more than enough to ensure real driving pleasure”.
Amazing accelerations
Is this relatively limited power a fair dosage, or a clever marketing argument to leave air to the Lexus RZ 450e designed on the same basis, which announces 313 hp, by combining the front engine of the bZ4X traction and retaining that of the bZ4X 4×4 in the back? During the test, we want to say that the brand’s engineers were right: the perfect progressiveness of the accelerator makes it possible to measure the acceleration exactly. And, despite a mass of 1,985 kg for our test model, this bZ4X is not lazy. The 0 to 100 km/h is announced in 6.9 seconds, while we measured a acceleration from 80 to 120 km/h in 4.7 seconds… That’s equivalent to what we saw on a 299hp Audi Q4 e-tron 50 quattro! Good performance.
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Always in the radius of approval, this bZ4X is distinguished by precise steering, with well-calibrated assistance and devoid of play around the midpoint. However, it would benefit from being more informative, even if the behavior of this SUV is not sporty, it turns out stable and gently understeer at the limit. As such, it is regrettable that the distribution of torque between the two axles does not give more preponderance to the rear axle: when accelerating in tight bends, it is the front which widens the trajectory. In terms of comfort, small irregularities appear very well erased, despite the 20-inch wheels of our test copy, while large speed bumps are swallowed gently. Only the percussion (manhole covers, potholes, etc.) are a little too sensitive, revealing a certain firmness of suspension. The soundproofing is correct, even if the air noises are audible from 90 km/h. But again, we will need a more extensive test for a definitive opinion.
The Toyota bZ4X leaves a favorable first impression
Grumpy minds might consider that this Toyota bZ4X does not bring much compared to an already well-established competition. It does not have a route planner like the Volkswagen ID.4, no ultra-fast charging linked to an 800 Volt architecture like the Hyundai Ioniq 5, no overpowered version like the Ford Mustang Mach-E or the Tesla Model Y… However, the first contact reveals a Well-born electric SUV. And if it actually keeps the promises of the technical sheet, it will be at the best level in the category: the announced autonomy, greater than 500 km on the WLTP cycle, is equivalent to models equipped with larger batteries. This gives hope for above-average efficiency. Also, the advertised charging speed of 0 to 80% in half an hour would make it one of the best in the category. Let’s not forget that if the Koreans are even faster, when the optimal conditions are met, they are extremely sensitive to variations in parameters and the level of charge. What makes the announced record time of 18 minutes is by no means guaranteed. And the category average is more around 40 minutes. In alternating current (slow charge), it is necessary to be satisfied with 6.6 kW, but a three-phase charger of 11 kW will be delivered as standard for the models produced from November. Here again, it is rather well placed compared to the rivals.
In short, this bZ4X has already surprised us with unexpected times given its very wise power, it could well shine in other areas. Too bad Toyota hasn’t given us the chance to check it out just yet. And the Japanese manufacturer is also betting on the major argument that has made its reputation: reliability. On the sole condition of carrying out an annual diagnosis of battery (to prevent the slightest problem as soon as it appears), this is guaranteed for ten years and one million kilometers at 70% of its capacity. The argument seems almost paltry in a segment where three-year leasing is the norm, but the fact that Toyota displays such confidence without compromising charging speed and range speaks to the ambition of the project. And, according to our information, this bZ4X will be sold at rates lower than a Volkswagen ID.4 77 kWh, with equivalent equipment. For lack of having been able to try this bZ4X as it should, we cannot give a definitive opinion for the moment. Just the feeling that Toyota seems to have given itself the means of its ambitions, and that we can’t wait to go on a long journey with this electric SUV.