And the award for the most improved EV goes to... the 2026 Toyota bZ
Source: Ars Technica
Toyota’s Small Electric SUV Is Much‑Revised, Much More Efficient, and Much Better
Photo credit: Jonathan Gitlin
Toyota’s all‑electric alternative to its RAV4 SUV is the bZ, and the latest version is a noticeable step forward.
A Rocky Relationship With Battery‑Electric Vehicles
The world’s largest automaker has had a somewhat difficult relationship with battery‑electric vehicles. Toyota was an early pioneer of hybrid powertrains and often argues that, given limited battery supply, building more hybrids makes sense. Its first full BEV suffered a recall due to improperly attached wheels just as the cars were hitting showrooms. Reviews for the awkwardly named bZ4x were mixed; the car did little to stand out among the competition.
“Reviews for the awkwardly named bZ4x were mixed; the car did little to stand out among the competition.” – Ars Technica
What’s New With the bZ
Toyota didn’t become the world’s largest automaker by ignoring feedback. Last year it gave its EV platform (e‑TNGA, shared with Lexus and Subaru) a refresh:
- Simplified name – the small electric SUV is now simply called the bZ.
- Larger battery – a 74.7 kWh pack (up from 71.4 kWh).
- Silicon‑carbide power electronics for both front‑ and all‑wheel‑drive variants.
- North American charging – a Tesla‑style NACS socket replaces the previous CCS1 port.
The test vehicle was the $37,900 XLE FWD Plus, which offers the most range of any bZ at 314 mi (505 km) according to the EPA test cycle. By comparison, the pre‑facelift model managed just 252 mi (405 km) with a 71.4 kWh pack, highlighting the magnitude of the improvement.
Standard Equipment
Standard equipment is generous, even in the XLE trim. Highlights include:
- 12‑inch infotainment touchscreen
- Wireless Apple CarPlay/Android Auto
- Adaptive cruise control
- Lane‑keeping assist
- 18‑inch alloy wheels
- Low‑rolling‑resistance tires
Driving Impressions
Our loan followed a week with the bZ’s more powerful, more expensive Lexus relative (review here). While the Lexus interior and features like ventilated seats are appealing, the Toyota bZ feels like a better EV overall, despite having fewer frills.
- Power: 221 hp (165 kW) to the front wheels
- Weight: 4,156 lb (1,885 kg)
- 0–60 mph: ~8 seconds in normal mode
The torque is ample enough to make the low‑rolling‑resistance tires sing, even if the car isn’t a performance machine.
Jonathan Gitlin
A great city appliance
In Eco, things get even more sluggish at low speeds. I don’t actually think that’s a bad thing, especially when you’re driving in the city with 20 mph speed limits everywhere. More than 4 mi/kWh (15.5 kWh/100 km) should be effortless to achieve; my last drive averaged 5.7 mi/kWh (10.9 kWh/100 km) without trying particularly hard.
The bZ was efficient enough that I didn’t have time to deplete its battery enough to test the DC fast‑charging, which should take 30 minutes to charge from 10 % to 80 % at a maximum rate of 150 kW. As with the Lexus, the charge‑port’s location means you’ll need to park very close to a V3 Tesla Supercharger if you decide to use one. Newer V4 Superchargers have longer cables, as do the CCS1 chargers and dual‑port chargers deployed by networks like Electrify America and IONNA. (All bZs come with adapters that let you charge at CCS1 or J1772 chargers.)
5.7 mi/kWh
— Jonathan Gitlin
On the road, you can toggle through four levels of regenerative braking that occur when you lift your foot off the accelerator, though there’s no true one‑pedal driving mode. The bZ will only slow to 3–4 mph (5–6.5 km/h), at which point you’ll need to use the friction brakes via the brake pedal to come to a complete stop. (Using the brake pedal will also slow the car with regenerative braking until around 0.3 g, after which the friction brakes take over.)
It’s not a particularly engaging car to drive, but it is a rather mellow experience—not a bad thing when driving in traffic. You have a good view out the front from the driver’s seat, but the minimalist main instrument display can be too easily blocked by the rim of the steering wheel. The multifunction controls on the steering wheel are proper buttons, as are enough controls to satisfy European and Australian crash testers1, but you’ll still need to poke the touchscreen for some climate settings.
The 14‑inch infotainment system is standard across the entire bZ range, as are the dual wireless‑charging pads for your phones and four USB‑C ports. There’s also a good amount of interior storage, and the rear door openings are generous. Props to the seat heaters as well, which warmed up very quickly.
“There’s a good amount of storage cubbies and nooks.”
— Jonathan Gitlin
Between the much‑improved efficiency and the ease with which the bZ slots into daily life, plus the sub‑$40,000 starting price, there’s a lot to like about this EV. I feel comfortable recommending it to people looking for a solid electric‑driving appliance who don’t want to deal with Hyundai or Kia dealers (or lose out on CarPlay by buying a Chevrolet). An even cheaper FWD model saves $3,000 thanks to a smaller battery, but it loses 78 mi (125 km) in the process. A bZ Woodland variant is available for those wanting something a little more rugged without going for the Subaru‑badged e‑TNGA EVs.
One thing’s for sure: the competition for EVs under $40,000 is getting interesting.
Author
Jonathan Gitlin – Automotive Editor at Ars Technica. He has a BSc and PhD in Pharmacology. In 2014 he left the National Human Genome Research Institute to launch Ars Technica’s automotive coverage. He lives in Washington, DC.
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