It's still ugly, but the bZ4X is better than I remembered
2024 Toyota bZ4X review by The Road Beat
Words and pictures: Mitchell Weitzman
There is no sneaking around the large elephant in the room: this is one ugly car. While looks are subjective, I can’t imagine anyone with a functioning brain finding this car actually attractive. Now in its third year of availability, the styling also hasn’t improved with age—something that occasionally happens with other cars - but not with the bZ4X. Despite the aesthetic monstrosity on display, and the equally terrible name (bZ4X stands for "beyond zero," with the “4” denoting size comparable to the RAV4 and the “X” presumably indicating it’s electric?), what lies underneath is a surprisingly decent EV that performs well in many respects. If only it had the sheet metal of the sleek Hyundai Ioniq 5 instead of the face that only a blind mother could love.
I'm done with the looks, but even Toyota execs can’t deny that its bizarre body is the single biggest barrier to its adoption. So instead, let’s focus on what the car gets right, starting with efficiency. Many electric vehicles competing in the same practical crossover space average between 2.5 and 3.0 miles per kilowatt-hour (the simplest stat to measure, akin to MPG but for EVs). This front-wheel-drive (FWD) model, with a modest 201 horsepower, delivered a spectacular 3.3 miles per kWh—even with the always-draining heater running. With a 71.4 kWh battery, its real-world range should theoretically reach about 235 miles, which aligns shockingly (pun unintended) well with the 236-mile EPA estimate on the window sticker (Most EVs tend to drastically overstate their range.) The highest range estimate I saw on the gauge cluster was 224 miles, but the math at least supports the EPA's claim—a rare win for an EV.
Charging speeds and outdated tech
Unfortunately, even if the efficiency is commendable, when it comes time to fill your tank with electrons, the bZ4X lags behind in charging speeds. While competitors like Hyundai and Kia can leverage ultra-fast 350-KW chargers, the bZ4X tops out at a mere 100 KW for the FWD model and 150 KW for AWD (why there's any difference is mystifying). This translates to longer charging times, which remain a significant deterrent for potential EV buyers. Moreover, the battery and electric tech already are outdated with its slower charging speeds using yesterday's tech. Another example is the regenerative braking, ,another area where the bZ4X falters, offering weak regen at best and lacks the ability to adjust levels of regeneration, which rivals can do; Here, it’s simply on or off.
Decent dynamics
It’s worth noting that this is the FWD version, which benefits from lower rolling resistance compared to AWD models. However, I didn’t even realize this was a FWD vehicle at first as there’s no noticeable torque steer. I only experienced traction loss once, and that was during quick acceleration while sharply turning on a damp road. Surprisingly, this might be the quickest 201-horsepower crossover I’ve ever driven. Up to freeway speeds, throttle response is instantaneous and surprisingly peppy, a trait we've come to expect from purely electric drivetrains. In fact, it felt quicker above 50 mph than the dual-motor Honda Prologue I recently tested, despite that car carrying nearly 50% more horsepower. While the bZ4X isn’t "fast," its responsiveness alone punches well above its weight, and it's also significantly quicker in the real world than a RAV4 Hybrid.
Handling and ride
Again against my expectations, the bZ4X handles reasonably well. Steering is muted and offers little feedback, but it’s direct and accurate, and the car remains composed even when pushed past its (and your passengers') comfort zone. On a looping freeway cloverleaf, the front tires maintain grip, and I could smoothly apply throttle without the punishing understeer I expected. It’s not the best-driving EV, but it’s capably competent. The ride quality is also impressive, with a plush suspension that absorbs most road imperfections.
Interior disappointments
Back to its misfortunes, the interior is where the bZ4X stumbles again. This top-tier Limited model, with an MSRP over $51,000, doesn’t look or feel nearly as premium as its price would suggest. A faint rattle emanated from the center console, the interior door handles felt flimsy (almost toy-like), and the instrument cluster design is outright baffling. Positioned far away from the driver, it’s not only hard to read, but the steering wheel often blocks it from view. It’s also crowded and small, unable to display key information simultaneously, and surrounded by odd, unattractive plastic trim. At least the 12-inch center display is user-friendly, as are the climate controls. There’s ample space for adult passengers In the rear, and the cargo area offers a decent 27 cubic feet of storage. While it’s 10 cubic feet shy of a RAV4, it’s more practical than Toyota’s Corolla Cross and narrowly beats the Hyundai Ioniq 5 by a single cubic foot.
Safety system nuisances
A troubling trend in modern cars is the regression of their active safety systems, and the bZ4X is no exception. Features like lane-keeping assist and lane departure warnings are overly intrusive and compromise comfort and confidence. For example, when driving in the far-right lane on a freeway, the car would often attempt to follow exit ramps, requiring deliberate steering corrections to stay on course. Nagging tugs at the wheel are also common when you're near the boundaries of your lane, and can be off-putting on winding country roads. These systems used to feel more refined, but now they're just annoying and I prefer to disable them.
The Road Beat bottom line
It’s a shame that the bZ4X is so painfully unattractive because beneath its off-putting exterior lies a surprisingly capable EV. Its range isn’t groundbreaking, but its efficiency is respectable for squeezing decent mileage out of a relatively small 71.4 kWh battery. However, the slow charging speeds are disappointing, and it’s surprising that Toyota hasn’t addressed this after several years.
When it first launched, the bZ4X languished on dealer lots. Today, it’s become a more common sight in Northern California, thanks in part to generous lease rebates. Toyota is currently offering an unprecedented $18,000 off leases on remaining 2024 models—about 33% of the car’s value—making this a highly affordable option for those seeking an easy get-in-and-go commuter. 2025 models still receive a solid $10,000 at least here in California from Toyota. However, I can’t personally recommend the bZ4X unless you yourself can overlook its looks. Toyota could easily fix the design, but given their reputation for being one of the lazier automakers in recent memory, will they bother?
2024 Toyota bZ4X Limited FWD
Price as-tested: $51,893
Pros: Great efficiency and decent to drive
Cons: Ugly; Slow max charging speeds
Basic bZ4X specifications
Powertrain:
Single electric motor producing 201 horsepower and 196 lb-ft of torque.
0-60 MPH in about 7 seconds flat
Battery and Range:
71.4 kWh battery pack.
EPA-estimated driving range of up to 236 miles on a full charge.
Exterior Dimensions:
Length: 184.6 inches
Width: 73.2 inches (excluding mirrors)
Height: 64.8 inches
Wheelbase: 112.2 inches
Ground Clearance: 8.1 inches
Interior Dimensions:
Passenger Volume: 94.4 cubic feet
Headroom (front/rear): 38.6 inches / 37.1 inches
Legroom (front/rear): 42.1 inches / 35.3 inches
Shoulder Room (front/rear): 57.8 inches / 56 inches
Hip Room (front/rear): 54 inches / 45.3 inches
Cargo Space:
Behind Rear Seats: 27.7 cubic feet
With Rear Seats Folded: 56.8 cubic feet
Toyota bZ4X image gallery
Thank you for reading The Road Beat's 2024 Toyota bZ4X review. Please subscribe for more of our candid takes on cars. All photography by mitchellweitzmanphoto.com.
