Check this out:

https://www.bzforums.com/posts/7106/

The basics is that it's based on full charges from about 10-80% over a rolling 24-hour period. Assuming 64kWh usable, that's 2 * 0.7 * 64 = 89.6 kWh or 3 * 0.7 * 64 = 134.4 kWh before you hit the limit. I wouldn't trust those to be exact, but it should get you close. Assuming that you start a trip at 100% and get 3.0 mi/kWh, you will be limited to driving around 450 or 600 miles in 24 hours on DCFC alone.

 

Sort of clears it up. Also wondering if any enterprising individuals have found the "clock" so to speak and figured out a way around it.
Only reason I'm inquiring is I am planning yet another trip to the land of 10000 lakes (twin cities MSP/St Paul). Trip is around 700-750 miles round trip. Contemplating possibility of attempting it all at once. IOW drive to St Paul stopping long enough to get my guitar and reversing the trip. Though with the limits in place this doesn't seem feasible. Not to mention I have doubts about my own physical limits

 

Seems like it's a kWh limit over 24 hours, not session count. Would be great if someone found where the timer resets.

 

Sounds like a perfect test! Please report back with starting SoC and time, starting SoC, ending SoC at each charging stop and let us know the SoC when it slows down.

 

It’s a rolling 24 hour long window, not a calendar day. There’s no ”reset”, unless you can clear the table it stores the data in. I wanted to try just pulling the 12V power for ten minutes to see if it clears a current restriction, but to do that, I would have to plan a trip where I hit the limit.

In the US 2023 Solterra, that limit is 2x10-80% DCFC in a rolling 24 hour long window.

 

There has to be some kind of "trigger" in the OBD data. Someone will likely find it and figure a workaround
As for whether or not I do this? (full round trip) IDK if I got it in me. An older guy, with an iffy prostate, and type 2 diabetes not the best way to travel

 

Last August I took my bz on a 860 mile round trip to Kitty Hawk, NC. 3 CCS charges each way got me there, so I didn't exceed the daily limit. What was difficult last summer was finding adequate "high speed" chargers (200kw and over) in the DEL-MAR-VA peninsula.

 

That was August 2024, not this year

 

I do remember a post on this forum earlier this year titled "BZ4X on a roadtrip never again" where a driver ran into this very problem in the Netherlands.

 

I saw a post on Reddit of someone doing a multi-day road trip and it honestly didn't seem like they had too much trouble. They definitely had some longer charges (closer to 1 hour instead of 35 minutes) at the end of the second day.

 

I recently road tripped my 2025 AWD XLE bz4x from MD -> TX about 1300mi. Reality is that I haven't been able to find a real drop-off in charge speed that isn't just attributable to weather, SoC or other factors.

Here's a table that I'm tracking all my charge-ups, there is some charge speed drop-off. You can see that my last 3 charges on day 2 are slower. but reality is that there are other factors in can be attributed to as well:

• temps were over 105F on day 2 vs 70/80F on day 1.
• overcharging (on the charger until 70%+ SoC)
• the charge sessions still started charging at at 80-90kW+, but held those higher speeds for less time before ramping down?

IMO this is inconclusive, I'll keep a closer eye on it if I road trip this car again, but this is more a city car for me, have a GX460 for long trips.

 

Yes, I would agree, temperature management in the bz affects charging speed. I encountered similar during my trip last summer.

 

I was under the impression the charge limit was removed on the 25s.

 

Nope. Hoping the newer 26 model with different battery and more efficient motors don't have the restriction. But, we'll only find out later on. Toyota wasn't advertising the restrictions initially with either the 23 nor 24 models.

 

Yeah it was the only thing I did not know about despite all my research prior to my lease/purchase. Would it have changed my mind? I don't think so. But, I would have appreciated knowing prior to signing for it

 

I ran into Toyota Marketing at Electrify Expo for bz4x last weekend (there were over 10 toyota marketing employees demoing bz4x with 2 in charge, more toyota employees on show floor). I only had 20 minutes and couldn't believe the head dodo's didn't even know the 2026 bz4x was sitting on the show floor. They had a sticker on the car drive me today, which I demanded. Unfortunately they denied me and told me they haven't even driven one yet. I tried giving them a piece of my mind as quickly as I could regarding bz4x. They didn't seem to responsive to me but said they would relay to engineering. No one seems properly passionate about this vehicle. They should come to this forum or reddit and find the users who are bz4x fanatics. You can't fake passion.

The guy I met claimed to be part of the marketing team that is responsible for driving the bz4x across america to prove that the bz4x is road trip friendly. He claimed he has done this three times so far. I told him you guys are doing a terrible job of marketing this vehicle and need to host events in cities at Toyota Dealerships where we can oogle/discuss about these vehicles over some food/pizza.

I actually went to Electrify Expo to check out lucid gravity van but it was tiny, reminded me size of bz4x. Also wanted to see EVs that aren't mainstream, but focus seemed to be more on consumer market. I like EV work trucks and ford was showing the lightning, along with tesla cybertruck, vinfast was there. VW and others as well.

 

This is the only literature I can find directly from Toyota describing the charging system of the car directly from Toyota. It clearly states that the car can only take 3 charges in a 24 hour period and 2 if you have a 2023 AWD for whatever reason.

 

I love how they title it ”Recommended Cycle Limit”. At least later in the document they at least admit that it is a limit. Their sales documentation, etc. has otherwise always said “not recommended“ to exceed two per day for the 2023 AWD. Little admission that they programmed it to actually limit DC fast charging and force rates equivalent to L2 charging.

Oh, well, not gonna buy another Toybaru. Their engineers and marketing people involved in this should experience a loss of face over their direct actions.

 

Like how other automakers remain silent about their temperature limitation and Toyota gets crucified for providing details... Remember all the news coverage last winter?

 

That's the same brochure already seen on this forum last summer when it seems a lot of folks on here found out about that limitation. The post on this forum earlier this year titled "BZ4X on a roadtrip never again" was where a driver ran into this very problem in the Netherlands, and confirmed the trickle charge once he exceeded the 3rd DC Fast charge within the 24 hour period.

 

I have done 3+ full DC charging on a fwd within 24 hours and display and lighting started acting slightly erratic. I'm pretty sure there is a reason for the limit based on physics with current design. Reminded me of poltergeist with alien characters appearing. I got worried something was seriously wrong but it went away. Saw something similar but not as strange on my ford etransit when I did 17 charges in 18 hour road trip from Nashville to Chicago when I bought it.

 

They are learning, at our expense, but they are learning.

Subaru in the US has been completely silent about the whole charge limit issue.

 

Realistically, the entire market here is still a mess. Look at the incorrect advice given about not using a DC charger with faster kW specs than your vehicle. That would only work if all EVs the voltage had the same voltage for battery pack. Amps matter too. You can indeed benefit from a faster DC charger.

 

So, theoretically, how much faster will a Toyota 2024 bz4x AWD charge faster on a 350kw charger than on a 150kw charger?

 

On my trip to MN I saw 250 KW give me 70-80 while the 350 Rivian station near Madison WI returned 95

 

I hear you, but note i asked theoretically. How many others charging at those locations same? I can kind of guess the 250 was a tesla? if so were there more ev's charging alongside you there? Same number as at rivian station? How about ambient temp as well as battery temp on charger arrival? Many factors to consider.

 

I used Tesla stations twice. In both cases there was only 1 or 2 cars. There were more vehicles at the Rivian station in Sun Prairie than anywhere else I charged at.

 

For the bZ crowd, the Amperage supplied by the DCFC is more important than the voltage. I’ve not seen any below 400V, but a 960V 100A (96kW but let’s round it to 100kW) could only result in around 400V x 100A or 40kW on a 400V EV but a maximum of 80kW on an 800V architecture. It’s all about how many power supplies are connected to your dispenser at the moment. Typically a modular architecture. Some power supplies could be out of service but still supplying some power from the others. Someone charges at a “shared” charger and those power supplies get split off to supply the other user. Yeah, factor in load, time of day, congestion, current limits on utility supply circuits, temperature, and more. But I would rather charge at a DCFC with at least 250A supplied to me. Starting near 350V when the SoC is low and increasing to just a bit over 400V as the SoC increases. Make that a 300A supply. Otherwise that 250A will limit you to about 87.5kW at low SoC and eventually could supply 120kW. Batteries accepting or BMS set to limit total power as the SoC increases make things even more complicated. And for those of us with CATL packs (2023 AWD), temperature kills it all unless it’s a very warm day. I’m lucky to get 38kW.

 

The real problem with charging stations is the lack of squeegees to clean your windshield.

 

Notice what's in front of my bZ....