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There are still no details concerning specs. Toyota did say it will share more info on the production version of the bZ4X later this year, though. Also new: We got an estimated sales time of 2022. The year of 2022 is as specific as Toyota is getting right now, so this crossover could theoretically begin sales at any point next year — let’s hope it’s sooner rather than later.
Everything else is simply a repeat of what Toyota talked about previously. The car was jointly developed with Subaru, has all-wheel drive and is riding on a new e-TNGA platform. We know it’s about the same size as a RAV4 and that Toyota plans to introduce seven more models with the bZ moniker by 2025.
Beyond this, the photos are all we have to go on. The pictures Toyota released today are actually the same as what was released previously — Toyota simply changed the background color. That means that there’s even nothing new to see. Regardless, we’re glad to see the bZ4X BEV Concept on our shores, as Toyota says it’s now living at its North American HQ in Texas. There will be more to learn in this space as the year goes on, so stay tuned.
Toyota has unveiled the production version of its first purpose-designed EV, the bZ4X SUV. Those who liked the bZ4X Concept unveiled earlier this year will be happy to see that the production model sticks very close to the original recipe.
While the design speaks for itself in the photo gallery below, we’ll focus on the specifications because Toyota has provided many details about the electric SUV’s battery capacity, range, and performance.
The first model in Toyota’s new bZ (beyond Zero) sub-brand and the first of seven vehicles coming by 2025 developed entirely as BEVs, the bZ4X is a RAV4-sized utility vehicle that uses the carmaker’s new e-TNGA BEV dedicated platform co-developed with Subaru.
The battery is incorporated as an integral part of the chassis, beneath the vehicle floor, offering several advantages: low center of gravity, front/rear weight balance and high body rigidity. All these factors contribute to “excellent” safety, ride and handling, according to Toyota.
FWD and AWD variants powered by water-cooled 71.4 kWh battery
The high-density lithium-ion battery has a 71.4 kWh capacity and is water-cooled, a first for Toyota. It powers a front-mounted electric motor rated at 150 kW (204 PS/201 hp) and 265 Nm (195 lb-ft) of torque. According to Toyota, this enables the base bZ4X FWD model to accelerate from zero to 100 km/h (62 mph) in 8.4 seconds and reach a top speed of 160 km/h (99 mph).
Toyota will also offer an all-wheel-drive model with two 80 kW electric motors (one on each axle) developing a total of 160 kW (217.5 PS/214.5 hp) and 336 Nm (248 lb-ft) of torque. The bZ4X AWD does 0-100 km/h in 7.7 seconds and has the same top speed. Toyota says the AWD system co-developed with Subaru “provides added safety when driving in difficult conditions and gives the bZ4X genuine, class-leading SUV off-road driving ability.”
The driving range for the FWD variant is estimated at more than 450 km (280 miles) over the WLTP cycle, so it should be lower once the EPA measures it. Toyota says that customers should expect only a marginal reduction in battery performance—around 10% in 10 years of driving or 240,000 kilometers (149,130 miles), whichever comes first.
The first production Toyota with a steer-by-wire system
The bZ4X will also offer advanced technology features, including a solar panel roof to help charge the battery while driving or parked, third-generation Toyota Safety Sense suite of active safety and driver assistance systems, a new multimedia system with over-the-air (OTA) software updates, and a steer-by-wire system.
The latter, called One Motion Grip, does away with the mechanical linkage between the steering wheel and the front wheels, adjusting the tyre angle precisely according to the driver’s intention. It’s also said to provide more legroom, improve driving position freedom and ease of entry and exit. Available in select markets at launch, One Motion Grip replaces the traditional steering wheel with a yoke-like control that achieves full-lock with just a 150-degree turn, with no need for hand-over-hand turning.
The Toyota bZ4X will go on sale in mid-2022 in worldwide markets including the US, Europe, Japan, and China. Product details for the US market will be shared in mid-November, while the European premiere will take place on December 2.
This BZ4 squarish design unlike old egg shape Teslas. which is 2nd generation Prius from 20 years ago design language. All Tesla efficiency is due to this design approach but in practical speeds it does not much advantage.
600 mile range on RAV4 prime consume 32 liters of fuel. which is 8.46 gallon. so basically it gives you 71 mpg at highway speed. Car is very long range and efficient and you can get 18inch rims from factory. you have to trust Toyota designs. They are decades ahead.
https://driving.ca/features/feature-...-rav4-primeAll those qualifications aside, here’s what I do know about the RAV4’s consumption. At a minimum, a full charge will get you 50 kilometres of EV range. At best, you might, as I did, hit 72 klicks. After the battery runs down, and the gas engine is warm — obviously quicker in summer than winter — the fuel economy on the highway runs around 5.0 to 6.0 L/100 km on the highway, only slightly worse in the city.
As for what works out to overall, I drove the RAV4 Prime exactly 1,000 kilometres before deciding to gas up (no, the gas tank wasn’t empty). The fill-up took 32 litres, which, long division being easy in this case, average out to 3.2 L/100 km overall.
As admirable as that is, it doesn’t account for the fact a) like an idiot, I inadvertently left the gas engine running an hour when the car was parked and b) being one of those disorganized types for whom a pure EV would be a disaster, I forgot to charge it on at least three occasions. Factor in that it was winter — that warming of engine and reduced range in EV mode — and one of my more frequent commutes was, as described above, just a few klicks past the Prime’s electric range, a summer city driving schedule would almost assuredly see an average less than 3.0 L/100 km, possibly even as low as 2.5 L/100 km.
With the unveiling of the upcoming Toyota bZ4X electric SUV in prototype form last week, the EV world got it best look at the brand's first mass-market battery-electric vehicle, one that will enter production in just a few months. The RAV4-sized bZ4X was revealed inside and out along with global specs, promising up to 310 miles of range in the WLTP cycle, and single- and dual-motor layouts, both powered by a 71.4-kWh battery. The SUV, developed along with Subaru and slated to receive a platform-shared version badged as the Subaru Solterra, will kick off Toyota's EV era, and will be joined by other models from the brand soon.
The reveal of the bZ4X also gave the EV world a look at something that it may or may not have been itching for—yoke-style steering—almost a year after Tesla showed off a similar setup in the refreshed Model S and Model X, which have begun arriving (to mixed reviews) over the summer.
Specifically, some users who've tried Tesla's yoke-style steering have noted that the learning curve can be steep, as the steering does not rotate uniformly around the hub but instead sits lower than its center at rest. Another common gripe was the fact that, unlike in F1 cars, the steering ratio remained the same and required drivers to regrip as they made turns in traffic, but without always finding a surface that was easy to grab. The difference between the yoke in F1 cars and in Tesla cars, as has been pointed out, boils down to the fact that F1 yokes require quite limited inputs, and do not require drivers to make two and a half or even three complete rotations. The steering in F1 cars just isn't geared like that.
Toyota's nominal reason for offering the yoke-style steering, believe it or not, was to make the instrument screen more visible. But its own take on the yoke arrived with an electronic steer-by-wire system that will, in fact, alter the steering ratio as needed. Toyota indicated that lock-to-lock, the yoke will only need to be turned 150 degrees—far less that the three complete turns usually required in cars today. Toyota says that the drivers will be able to change the steering characteristics via the drive mode selector, suggesting different settings that will be better suited for different types of driving.
"The steering feeling is improved through independently controlling the steering torque that the driver feels and the steering angle of the tires. Steering characteristics can be changed with drive mode select," the automaker promised.
Such a system, we suspect, would also need to offer a strong rotational resistance to prevent excessive input at highway speeds, which is also one of the reasons most automakers have not opted to offer yoke-style steering before, even coupled with steer-by-wire systems.
Of course, as "solved" as this issue may seem, we have to wonder just how users will get used to switching between steering ratio settings every day, so it remains to be seen just how well this system will be received by users who opt for it.
Toyota also claims that the steer-by-wire system will block "vibrations" from tires, which is another issue that we didn't know needed solving in this manner.
"System controls tire movement to ensure vehicle stability when driving on uneven surfaces or when Lane Tracing Assist is activated," the automaker adds.
Toyota also claims that the one-grip motion will result in more available legroom, as well as easier ingress and egress.
Steer-by-wire systems by themselves will not appear for the first time with this Toyota SUV, as in the recent past Infiniti was the one that introduced the most modern iteration of this concept to the mass market. The Infiniti Q50 introduced such a system in 2013, and a fairly complex one at that, with a fail-safe mechanical clutch that could connect to the steering in the event of an electronic failure. But such systems have not really caught on industry-wide, with equipment costs being one of the main hurdles. If it's not a system that buyers are clamoring for, the thinking goes, developing it and adding it to vehicles introduces new costs that someone has to foot at the end of the day.
If you're itching to try this system out at the dealer, you may have to wait a while. Toyota will offer this system first in China before other markets, so there's no guarantee it will make it stateside. But given the fact that Tesla seemingly started the yoke fad (if it is indeed a fad), we'd have to believe it'll make it here eventually.
I'm pretty sure everyone was panning Tesla's implementation of the yoke, not the yoke itself. Needing to cross your hands while turning, and the atrocious haptic buttons for the turn signal on the yoke were the biggest fails. All of which are addressed in Toyota's yoke.
In any case, it's bound for China only at this time.
Infiniti already had a variable ratio steer-by-wire system in the Q50 sold worldwide a few years back. But it had a failsafe mechanical linkage backup just in case.
My guess is if Toyota does bring the yoke to NA, they would need to implement the same backup system. Otherwise pushing a dead car off the road is gonna be a challenge.
This is the 2023 Toyota bZ4X, due to hit U.S. showrooms next year as Toyota's first all-electric 50-state SUV. No, you're not imagining things. This is the third time Toyota has revealed its new EV; the first was the prototype, and more recently we saw the Japanese-market model with its goofy yoke. Plus, we've seen the Subaru Solterra a few times, and that's basically the same thing. Today, we're looking at the Toyota variant that will actually be sold here, conventional steering wheel and all.
"With zero emissions and an exhilarating drive, the bZ4X is hitting the market at just the right time as we expand our already comprehensive electrified product lineup," said Toyota marketing VP Mike Tripp in the company's announcement. "As a human-centered company, Toyota remains committed to offering customers a diverse portfolio of products to meet their individual needs and move us toward a carbon neutral future."
The sheetmetal hides an architecture called e-TNGA that was developed jointly by Toyota and Subaru. In its standard configuration, the 4,232-pound bZ4X is powered by a single electric motor that zaps the front wheels with 150 kW (201 horsepower). Optionally, buyers can add an electric motor to the rear axle for through-the-road all-wheel-drive and a combined 160 kW (214 hp) output, with each motor contributing half.
That doubling the motor count adds so little power may seem strange, but the AWD motors are smaller, producing just 80 kW apiece. Hitting 62 mph from a stop takes 8.4 seconds with one motor and 7.7 with two, so the modest power improvement is obviously secondary to the benefits of all-wheel traction, even with a little more weight. The second motor adds roughly 190 pounds.
AWD or FWD, the total battery capacity remains the same. bZ4X gets a 71.4-kilowatt-hour lithium-ion battery pack rated for up to 250 miles on the front-wheel-drive model. Previous estimates suggested up to 310 miles for that variant (and 285 for the AWD model), but both numbers were obtained on the Japanese testing cycle. Toyota notes that plugging the crossover into a 150-kilowatt charger zaps the battery pack to 80% in about 30 minutes.
Toyota says the bZ4X will benefit from other modern tech, like over-the-air software updates and the company's latest suite of semi-automated driver assists. Look for it in showrooms by the middle of next year.
CARLSBAD, Calif. — Last summer, a whopping 40% of would-be electric vehicle buyers said they had heard of Toyota’s EV. Of that, 21% said they considered buying it. Funny thing was, the 2023 Toyota bZ4X wouldn’t be revealed for months, and we’re just reviewing it now. In other words, all those people were keen on a car that didn’t exist … which is more than those who had heard of the Chevy Bolt and Nissan Leaf, cars that actually existed for years.
Well, the bZ4X exists now. Unlike the second-generation Prius that popularized hybrids, there is very little revolutionary about Toyota’s first from-scratch EV. You won’t see any bladder-busting range numbers, wait-saving charge times or neck-snapping 0-60 sprints. This sucker is aimed straight at the average new car buyer rather than EV enthusiasts. You know, like the people who thought it was already on sale. To that end, it isn’t shaped like a Prius-like slug, nor a car from “Back to the Future Part II.”
Nope, it basically looks like a RAV4, which isn’t such a bad idea considering Toyota moved 407,000 of those last year. Though it’s 3.7 inches longer with a 6.3-inch-longer wheelbase, and 2 inches lower in overall height, there is no denying the resemblance. To create some differentiation, Toyota added the prominent, metallic gray fender flares (yes, they’re obligatory) and erased the grille, creating a smooth, unadorned front end that also serves as the primary visual difference between the bz4X and the 2023 Subaru Solterra.
Ah yes, the Patagonia-adorned elephant in the room. This would be the second set of twins spawned by the Toyabaru alliance after the 86 and BRZ. However, whereas those cars are more-so the work of Subaru, the BZ4X and Solterra are by-and-large a Toyota joint. According to chief engineer Daisuke Ido, Subaru really only focused on the all-wheel-drive functionality and off-road capability of the twins, going so far as to share the Solterra’s X-Mode off-road drive modes with the bz4x. The Toyota doesn’t have quite as much ground clearance, but at 8.1 inches is only 0.2 closer to the ground than the Solterra. It’s also still higher than the compact SUV norm and basically a Power Wagon compared to the car-like Hyundai Ioniq 5 and Kia EV6.
The Solterra is only available with all-wheel drive, though, because Subaru. Toyota, on the other hand, offers a front-wheel-drive version as standard, which is where the b4ZX starts to really differentiate itself from the recent crop of new EVs. First, most of those come standard with a single rear motor and therefore rear-wheel drive. Second, their all-wheel-drive versions effectively add a front motor to the existing one at the back. Toyota does something completely different: The FWD model has one 150-kilowatt motor, while the AWD one has an 80-kW motor on each axle. The result is comparable power outputs of 201 horsepower with FWD and 214 hp with AWD, whereas the Ioniq 5, EV6 and Volkswagen ID.4 get big bumps with their added front motors.
Why is this significant? For those in wintery climates where rear-wheel drive is a liability, selecting all-wheel drive is a near certainty. Trouble is, doing so means paying a much heftier amount than normal since you’re also paying for a sizable performance increase. With Toyota, not only is front-wheel drive perfectly acceptable for winter, but the all-wheel-drive option costs the same $2,000 that you’d normally pay for AWD in a gas-powered SUV.
And besides price, the front-wheel-drive BZx4 has another advantage over the AWD version and the Solterra: range. EPA estimates peg the FWD XLE trim level at 252 miles and the Limited FWD at 242. The AWD XLE and Limited, respectively, are 228 and 222 miles, mirroring the Solterra. That’s a significant drop, and more, the FWD version is quicker to recharge with a maximum input of 150 kWh versus 100 kWh (both of which are considerably slower than the Ioniq 5 and EV6). What’s the deal? Well, the front-wheel-drive bX4Z actually has a different battery pack than the all-wheel-drive twins. Their capacities are similar at 71.4 kWh for FWD and 72.8 kWh for AWD, but they’re in fact different packs produced by different suppliers. Why? The answer is demand, as in Toyota couldn’t get enough of a single battery to supply all 13,000 or so Toyabaru EVs it intends to build for 2023. Perhaps that will change in the future.
For now, then, the front-wheel-drive Toyota b4Xz seems like the more competitive version, or at least, the more distinctive one. On the road, the main difference between the drivetrains comes down to good old-fashioned torque steer. Gun the FWD model mid-turn and the bZ4X goes all Saab on you, wrenching the tiny steering wheel in your hands as 196 pound-feet of torque instantly pours through the front wheels. With AWD, it’s drama-free. It’ll also hit 60 mph in 6.5 seconds versus 7.1, but that’s not really a difference you can detect. Certainly not like the multi-second drops of most competitors.
Once up to speed, you’d be hard-pressed to tell the difference. The ZXB4 basically feels like a more substantial RAV4, the result of being 576 pounds heavier than a comparable RAV4Hybrid with all that extra battery weight distributed evenly down low between a longer wheelbase as opposed to being spread out all over the place with an engine, transmission, battery, gas tank, etc. And before you scoff, remember that the latest RAV4 is actually a surprisingly pleasing little SUV to drive these days, with precise and nicely weighted steering paired with a suspension that maintains its composure if hustled. So be the bZX4. It’s not as engaging as the RAV4 Hybrid’s SE trim levels, though (including the RAV4 Prime), and you definitely shouldn’t expect the sort of fun-to-drive experience you’ll get in the Ioniq 5, EV6 or ID.4.
There are only two levels of regenerative braking: a default mode mimicking the behavior of a gas-powered car, and a heavy regen mode that must be selected at every start-up by pushing a center console button. It’s not pull-the-chute heavy, nor does it allow for full one-pedal driving (it’s probably akin to level 4 of 5 in the Hyundai/Kia cousins), but it slows naturally, and taking over with the pedal yourself is seamless. It’s actually better than the Mercedes EQS in this regard.
Step inside and you’ll find that Toyota has struck a nice balance between creating a unique, forward-looking cabin and one that is actually functional, as opposed to the Volkswagen ID.4. Basic controls are where they should be, there are separate displays for the instruments and infotainment, and there’s a sufficient amount of physical buttons to go with capacitive buttons that are illuminated and responsive. Again, unlike the ID.4. The infotainment system itself is a standard 12.3-inch widescreen unit, shared with the Toyota Tundra and more-or-less the Lexus NX (and the Solterra, which has a carbon copy cabin apart from a Subaru logo). We’d still like a split-screen view and a physical home button for escaping Apple CarPlay/Android Auto, but it generally works well and much better than the RAV4’s system.
Then things get weird, mostly for the acceptable. The dash top is covered in a nice gray fabric rather than hard plastic, rubbery plastic or pleather. Below is an optional radiant heater that heats up the cabin more quickly than the HVAC can manage. There’s a sky-high center console with ample storage below, and on top, an oddball door covering the wireless charging pad that provides a grate-like peek-a-boo view of your phone for some reason. There’s an abundance of fingerprint-attracting, sun-reflecting piano black trim that’s admittedly less weird and more annoying. The shifter is an entirely new take on changing gears (‘cause we needed another), requiring you to first push down before going right for Drive or left for Reverse. The steering wheel is notably small and mounted to a unique, tilt-and-telescoping xenomorph skull that sprouts from the spot on the dash where the instruments would be.
The 7-inch digital instrument display instead sits higher, just below the windshield, and therefore above the steering wheel rim. Multiple Toyota reps oddly made a point of asking if the rim was sufficiently low enough not to block the IP, to which I replied, “No problem at all. If anything it’s better than the usual layout that can block a bunch of the IP, like in the EV6.” I had clearly forgotten that Toyota apparently plans to offer the x4zB with a yoke, presumably because of this IP position. Guess the reps were fishing for feedback. Well, here’s some more: It’s not necessary. And yokes are dumb.
Despite its longer wheelbase, the bZ4X actually has less rear legroom than the RAV4 (35.3 vs 37.8), and headroom can be a bit tight. Its legroom also falls a very significant 4 inches short of the EV6 and Ioniq 5, but really, that speaks more to those being outliers. The Bee Zee Four Ex is ultimately pretty typical for a compact SUV. Its 27.7 cubic-feet of cargo space is basically identical to the EV6, which can hold this much stuff with that on-paper volume, and its similar fastback shape should make it similarly less suited for carrying tall items that the boxier, 37.5-cubic-foot RAV4 cargo area would swallow with ease.
Bz4x pricing starts at $43,215, including the $1,215 destination charge, for what is a very well-equipped small SUV. The Limited starts at $47,915 and really only adds a power driver seat, heated and ventilated front seats, all SofTex pleather upholstery (versus fabric/SofTex), enhanced parking cameras and bigger wheels that somewhat harshen the ride. You can live without it. All-wheel drive adds $2,000 to either trim level, and remember that for now, you can probably subtract $7,500 worth of federal tax credit (though Toyota is close to reaching the 200,000-unit threshold that begins the credit’s phase-out) plus potential state credits. This pricing is competitive with the basic ID.4, Ioniq 5 and EV6, but remember everything said above about front-wheel drive and the differences in motor power. Also, the AWD version may not go as far on a charge as its competitors can, but it also costs considerably less – the Ioniq 5 and EV6 in particular go deep into the $50,000 range.
Frankly, they can: They’re better cars. For the money, though, the ßẐIVχ is a strong contender and we’d say a superior choice to the ID.4. What about the Solterra? Well, if front-wheel-drive is the most compelling version, then it’s hard not to give the nod to Toyota.
Oh, and one more thing: bZ4X is a ridiculous name. Worse, it’s basically impossible to type. Go ahead, try it. I did, failed. Toyota is obviously well aware of the blowback, most of which was unrelated to the perils of a QWERTY keyboard, as it repeatedly attempted to explain the moniker during the press launch and in press materials. You see, “bZ” will be applied to a new sub-brand of electric vehicles from Toyota and stands for “Beyond Zero” (note they capitalize the damn B there) which “was developed with human-centricity at the heart, meaning it hopes to provide more than a mobility solution but also an innovative space for customers.” This was repeated in some variation as if we were all supposed to smack our heads and go, “Oh, well there you go.” The 4 then represents the vehicle’s size, not unlike a BMW 2 or 7 Series, while X stands for the type of vehicle – in this case, an SUV. I personally look forward to the bZ8C personal luxury coupe and bZ2W compact sport wagon.
Being able to decode the name is all well and good, but your car’s VIN can also be decoded. That doesn’t mean Toyota JT352EEA2302021 would be a good car name. Type it what you will, though, at least the 2023 Toyota bZ4X is a pretty good electric car. And hey, it actually exists!
One of the most remarkable things Toyota has to offer with the bZ4X is the battery pack warranty. The Japanese carmaker seems pretty confident that it will retain 90% of its capacity after ten years, or 240,000 kilometers (150,000 miles). Without any new tech, we wondered how. Toyota is quietly answering that: it said the AWD version would not fast charge under 32ºF (0ºC). 37 photos
The information is almost hidden in a document about five main aspects of the bZ4X. In a footnote, Toyota clarifies some of the variables involved with charging and warns that DC charging the EV more than twice a day would negatively affect charging times. Toyota also warns that temperatures below 50ºF (10ºC) would increase it “significantly.”
That is a massive problem for a vehicle that will be sold in cold-weather countries such as Norway, Sweden, and Finland. Even China and the U.S. have some regions where cold temperatures are typical, although Toyota did not seem willing to sell the electric SUV in high numbers in any of these markets.
As we mentioned in the presentation of the bZ4X, it did not come with an 800V system and did not offer any new feature that would make it stand out from the competition. The only thing that seemed extraordinary about it was the warranty. However, it is now clear that it carries a cost that few EV drivers will be willing to pay in places with cold temperatures. Mind you that they do not need to be extreme: anything below 50ºF (10ºC) will already negatively impact the bZ4X.
This is not the first complaint about the charging performance of the bZ4X AWD. Kyle Conner, from the Out of Spec Reviews channel, said that it is the “slowest charging EV” he has ever tested “by a very large margin.” Curiously, Conner mentioned that this bad charging curve is related to the larger battery pack, which comes with CATL cells and delivers 72.8 kWh to the AWD version.
The 71.4-kWh battery pack used by the FWD derivative comes with Panasonic cells and is much faster to charge: it does so at up to 150 kW. The CATL battery pack can only deal with 100 kW. In other words, the Panasonic battery pack is 50% faster to charge.
It is a strong element for customers to prefer the EV with a Panasonic battery pack. At this point, it prompts the question of whether this is a technical limitation with CATL batteries or just something Toyota came up with to restrict the demand for the cell from the Chinese company. We’ll make sure to ask.
As i was telling my co worker who is interested in this, Why would you want to spend the same $ (top trim) to get a 200hp EV when you could get other EVs with 350hp RWD or AWD with longer range, better interior, better warranty, better looks (IMO) and just better everything for about the same $ or just a little bit more???
Last edited by oonowindoo; 05-11-2022 at 05:41 PM.
Toyota faced a major embarrassment when its first mass-produced EV presented a weird issue with its hub bolts. In June, the company said 2,700 units of the bZ4X and 2,600 Subaru Solterras could see their wheels go loose due to the issue. At the time, Toyota stated that “the cause of the issue and the driving patterns under which this issue could occur are still under investigation.” It seems the company discovered what the problem was: it announced it would produce the electric SUV again starting on October 6. 37 photos
Before the bZ4X, Toyota also sold the RAV4 EV in the U.S. The vehicle had two different generations – the last of which used Tesla battery packs – with both accounting for less than 5,000 units. The bZ4X is the first one conceived from the ground up to be electric and the first with ambitions to break the 10,000-unit barrier.
Reuters said that only 232 bZ4X had been sold in the American market before Toyota halted sales and advised these customers not to drive their EVs. Considering that the Part 573 Safety Recall Report 22V-444 talks about 661 vehicles involved, Subaru had sold more Solterra units until that point: 429. Most of these 2,700 bZ4Xs must be in Europe. In Japan, they are only leased.
When Toyota announced the production restart, it disclosed the bZ4X had to go through another recall involving the airbags. According to Reuters, they were improperly installed in some units and could either fail or cause injury because of how a strap was placed inside the airbag assembly. The Japanese carmaker did not disclose how many EVs were involved with this new recall, and the National Highway Traffic Safety Administration (NHTSA) also does not present any information about that on its website so far.
Although Masahiko Maeda informed about the bZ4X getting back into production, he refused to answer how much money Toyota spent on the recall processes. The Japanese automaker’s chief technology officer also did not disclose the defect with the hub bolts. Toyota just informed the Japanese transport ministry that all of them were replaced, and the new ones were properly tightened.
Lexus (US) web page was updated to say "Arriving early 2023" instead of Fall 2022; so it is still anyone's guess. Nothing on the Canadian page other than it will only be sold in BC and Quebec. My dealer (unsurprisingly) is in the dark as well. It doesn't sound like the Motomachi line has added the RZ to its production list, so we are in for a wait..
06-03-2021, 07:12 AM
Toyota says the AWD system co-developed with Subaru “provides added safety when driving in difficult conditions and gives the bZ4X genuine, class-leading SUV off-road driving ability.”
Pass on that.
