Here's a bunch of the online article I've come across so far.
Roadshow
Toyota's first 50-state electric SUV is one of the most comfortable in its class, but will that be enough in a world where range is king?
www.cnet.com
The crossover's ride is soft -- noticeably softer than the competition from Kia and Ford -- but not sloppy or vague. Squat and dive on launch and braking feel nicely controlled, though I noticed the body lean in the corners. At both highways and parking lot speeds, the steering remains predictable and easy, if not also a touch numb. It's not the most fun-to-drive ride in this class, but it's an easy and comfy commuter.
The 8.1-inches of ground clearance potentially give the BZ4X an advantage on dirt roads or poor weather compared to most of the low-slung electric crossovers in this class, particularly when mated with the AWD configuration's X-Mode system with traction programs for Snow/Dirt, Snow/Mud and hill descent control. I wasn't able to test the BZ4X off-road, but my colleague came away satisfied after a bit of
soft-roading in the identical Subaru Solterra.
Driving.ca
The first of Toyota’s latest generation of electric vehicles trades in driving excitement for a rock-solid, reliable feel
driving.ca
Two points are worth noting about the BZ4X’s infotainment system. The first is that it is noticeably more powerful than previous Toyota onboard computers, with Cloud Navigation and Destination Assist more than welcome additions. The other is that the new system — officially called Toyota Multimedia, in 4X-speak — is very much designed to be commanded by voice control. Toyota’s Intelligent Assistant is very advanced and, like some of the higher-end German systems, there seems no end to the questions you can “Hey, Toyota.”
That said, with that power comes complication if you, like me, prefer manipulating functions the old-fashioned way — manually. If you ask for a radio station by name, the Toyota works the first time, every time. Finding it onscreen, however, is more troublesome. Different people will have different answers over which actuation method they prefer, but understand that the BZ4X is a lot happier when receiving its orders by voice.
InsideEVs
Toyota’s first volume EV faces off against compact electric SUVs from Hyundai, Kia, Volkswagen, and others to come; it drives adequately, but blazes no new ground
insideevs.com
In the end, I was left with the impression that Toyota, always a conservative company, hasn’t reached for the stars in its first volume EV. The bZ4X will likely be well-built, reliable, and – with luck – perhaps the batteries can be as durable as those in the company’s renowned hybrids, which often last 300,000 miles or more. Toyota says its “goal” for the bZ4X batteries is to retain 90 percent of their original capacity after 10 years, though that is not written into the warranty, which protects against complete battery failure for 8 years or 100,000 miles.
But Toyota stubbornly goes its own way, and it seems to think it has little to learn from any other maker of electric vehicles. One annoying peculiarity brought home this distinction: the bZ4X quotes battery charge only in miles remaining. Virtually every other EV offers a battery state of charge in percentage, somewhere in the cluster or the vehicle status screens. Not Toyota.
Company executives also declined to discuss at what charge percentage the battery would warn drivers of a “low battery” condition. The algorithm varies, they said. Fair enough, but experienced EV drivers often prefer percentage because it’s less likely to induce range anxiety – and more like a traditional gas gauge.
Jalopnik
The 2023 Toyota bZ4X is an entirely competent electric vehicle that stands out in the SUV EV class for its comfort... but that’s about it. If you’re an avid Toyota fan that’s looking to go fully electric, you’re going to love this. If you want better prices, higher luxury, more range, faster charging, more competent technology, better tax credits, more capable off-roading, or a sportier drive, you’ll be able to find that elsewhere in this ever-growing market niche. I really liked the bZ4X — it just hasn’t given me a reason to buy it yet.
Motor Trend
Approachable and friendly, the bZ4X nonetheless won't impress EV die-hards.
www.motortrend.com
Punchy, Powerful, And Satisfying To Drive
Front-drive bZ4Xs have a single motor that produces 201 horsepower and 196 lb-ft of torque, while all-wheel-drive models have one motor on each axle, each producing 107 horsepower and 124 lb-ft for a total output of 214 horsepower and 248 lb-ft. Toyota cites 0-60-mph times of 7.1 seconds with front drive and 6.5 with all-wheel drive; these are modest figures by EV standards, but they don't tell an accurate story. Both are quick off the line and very torquey when on the move, blasting the bZ4X through traffic like a sci-fi rocket scooter. Were the bZ4X a gasoline-powered car, we'd praise its midrange punch, but this electric powertrain packs something more akin to a mule kick. It's the sort of acceleration that makes people swear off internal combustion.
Once on the move, the bZ4X generates a fair amount of road noise, particularly from the back of the car. The Limited, which sported an optional oddball two-piece split spoiler, produced even more wind whoosh. With no engine to mask this noise, sound insulation in an electric car is trickier. Considering the company's experience with
the hushed Mirai, an electric car that produces power with a hydrogen fuel cell, we didn't expect Toyota to get this wrong, but it did.
Road manners are typical of what we've come to expect from the latest crop of Toyotas. Ride quality is quite good; the Limited model, which gets 20-inch wheels, is a bit more firm than the XLE, which uses 18-inch wheels with a taller tire sidewall that helps soften the bumps. But the Limited's lower-profile tires give it much better steering response; the XLE's steering feels squidgier off center, especially in sharp, fast corners. Still, both cars track nicely on straightaways and through the curves.
Body roll in turns is minimal—no surprise with that big, heavy battery pack under the floor keeping the center of gravity low—and both grip and cornering poise are quite good. Front-drive cars give way to tire-squealing understeer, while the all-wheel-drive system allows the rear end to dig in and drive the car through the corner as you get on the accelerator.
Like all electric cars, the bZ4X relies on regenerative braking, using the motion of the car to generate electricity that juices up the battery while slowing the car. While some cars have multiple regen modes, the Toyota has a sort-of one-pedal-driving feature that can be switched on and off. Switched off, regen is moderated with the brake pedal; switched on, the bZ4X will decelerate at a moderate rate when you release the accelerator, but it requires the driver to use the brake pedal to bring the car to a full stop. Toyota says the idea is to keep the driver engaged. It's a good system and a great way for first-timers to get accustomed to one-pedal braking.
The bZ4X's all-wheel-drive system includes X-Mode, with selections for snow/dirt, snow/mud, and "grip control," whatever that is. X-Mode is a Subaru trademark, and Toyota didn't even attempt to call it anything different for its version of the car; cynics that we are, we approve
Car and Driver
Toyota's first nationally sold electric is more utility player than MVP.
www.caranddriver.com
The major difference between the two models is that Toyota offers a front-wheel-drive single-motor version as well as an all-wheel-drive dual-motor variant, whereas Subaru went exclusively all-wheel drive. Either bZ4X powertrain can be had in XLE or Limited trim. The standard setup produces 201 horsepower, a respectable number that exactly matches the single-motor Volkswagen ID.4 and Kia Niro EV. We expect the bZ4X to hit 60 mph in just under seven seconds, which would be better than the 7.6 seconds we achieved with the VW but slower than the 6.2 we recorded with the Kia.
