Whichever word you prefer. The point is that the bZ4X Touring stretches the regular model by just over a foot. All that extra length lives in the rear overhang. No wheelbase change. Just more boot.
Toyota claims almost 50% more cargo volume than the hatchback sibling. They also give you more ground clearance. 11mm more, standard. Go for the twin-motor setup (available only here) and it hits 15mm, thanks to bigger alloy wheels.
Standard stuff? Yes. Boring? Maybe.
The real difference hides under the metal. Dive into the tech specs if you’re suspicious. The Touring has a larger battery. Slightly. Why? Nobody knows.
Usable capacity: 69kWh (Regular FWD). 71kWh (Touring FWD).
That’s all Toyota offers. No press release explaining if CATL updated their pouch cells in 2025. Or if the dual-motor version demanded extra juice. Silence.
But look closer.
This thing is heavier. Steel. Rubber. Glass. More of it everywhere. Yet, it’s 20-30kg lighter than the equivalent hatchback.
How? The new pack must be more energy-dense. Lighter materials somewhere. The result? A 367-mile WLTP range. Beat that with 352 miles.
Sitting higher than usual
Slide in. You won’t feel like you’re up on a ladder. Just a bit higher than normal. The hip point rises.
The steering wheel? A little small. Low on the fascia. The digital dash sits high near the windshield. It looks awkward on paper. Works fine in practice. You see over the rim. No problem.
Visibility is decent all around. Rear passengers get plenty of legroom too.
Inside, Toyota remembered buttons. Physical ones. Not hidden in some menu tree.
Heating? Button. Stability control? Button. Audio? Buttons.
Hooray for 1983 vibes.
Hooray and whoopie.
You don’t have to touch the screen to wipe the fog off. Solid clicks. Chunky feel. Good.
The trunk works
It isn’t huge. The sides aren’t perfectly flat. But the opening is wide. Close to square. Fits dog boxes. Fits luggage. Fits weird stuff.
There are tie-downs. Release levers for folding seats. Practical touches.
Driving? Expect a little more body roll.
The suspension travel is longer. The car wants to lean into corners a bit more. Does it matter? Probably not. The regular bZ4X was never going to win a hillclimb. This one isn’t either.
But the ride isn’t soft. No wallowing. It eats uneven roads nicely. Absorbent. Calm.
The front-wheel-drive option feels modest. Moderate power. Zero pretense.
Don’t overthink the power
You could grab the dual-motor version. Sure. But why?
My suspicion? You’d just add weight. The suspension has more to carry. The ride gets worse. Nothing else changes fundamentally.
The steering is medium-weight. Chassis obeys commands. No compulsion to push hard.
Mature. Agreeable. Bland.
Call it unmemorable. Fair. But I bet the FWD is the smarter buy. Lighter. Simpler. Better for the suspension.
Who is this car for?
Maybe outdoorsy types with roof boxes. Vaporware apparel. Bike racks.
Actually? Anyone.
It doesn’t try too hard. It looks functional. Slightly tougher than the hatchback. But not aggressive. Put it on all-season tires. Take it down a muddy track. It’ll get you there.
Real-world efficiency holds up. Easily over 300 miles. With room to spare.
Is it exciting? No.
Is it likable? A bit more than the original. The alternative streak helps. A slight twist on a boring recipe.
Versatile. Adaptable. Ready for the messy, unpredictable daily grind.
Maybe that’s enough.
