Toyota’s first mass-market fully electric vehicle, the bZ4X, didn’t exactly hit the ground running. It faced production delays because of the pandemic, a recall for potentially loose wheels and its range and charging speeds weren’t competitive. Worse yet, in Canada, supply was limited and the bZ4X was basically only sold in Quebec and B.C., to ensure it didn’t have to pay penalties in those provinces.

When reviewers got their hands on them, the news didn’t get better. Almost unanimously, the range and slow charging speeds were called out. The bZ was fine to drive, but with more powerful and advanced rivals such as the Hyundai Ioniq 5 and Tesla Model Y, “just fine” wasn’t good enough. For a company that sells more electrified vehicles than anyone else, surely this wasn’t the result Toyota was hoping for.

During an event for the new and improved 2026 Toyota bZ (which thankfully drops the 4X in its name), chief engineer Daisuke Ido says the company fielded “many complaints” not only from customers but distributors and dealers. It was well apparent that Toyota’s initial attempt was unsuccessful.

“We improved the efficiency of the powertrain and put in a new, bigger battery, e-axle motor and electronic control units,” Ido says. “We also put in a new pre-conditioning system that keeps the battery warm and maintains charging speeds in the cold.”

The new bZ isn’t an all-new car. Far from it. It’s more like bZ 1.2 (or bZ4X 1.2), but the changes have been targeted to the areas that matter.

Range has increased to 460 kilometres for dual-motor all-wheel drive models and power has increased significantly to 338 horsepower, a 50-per-cent jump. Charging speeds have been boosted to 150 kilowatts when plugged into a Level 3 charger and Toyota quotes 10 to 80 per cent in 30 minutes, which seems to be the standard these days among car brands.

More consequentially, under the charging port cover is a NACS (North American Charging Standard) port giving bZ drivers direct access to Tesla Supercharger stations across North America, and there’s no fumbling with adapters when you arrive. If you need to use a CCS charger, Toyota provides an adapter free of charge.

Ido says the new 77-kilowatt-hour battery is only about “6 or 7 per cent” bigger than before, but the new e-axle motor uses highly efficient silicon carbide semiconductors that help increase range.

Toyota will still sell a base front-wheel-drive version like before, but on paper, it looks to be a downgrade. Range compared to the 2025 model drops to 378 kilometres from 405 and power drops to 168 horsepower from 201 , but unless you’ve brought out the stopwatch watch it’s hard to tell the difference. It comes with a smaller 57.7-kilowatt-hour battery, but still benefits from the new, more efficient electric motor.

It feels quick enough when driving around the Dallas area and gets up to highway speed easily. There was never any issue with the way the bZ drove; it’s comfortable and handles well, and that hasn’t changed. I’d even consider it fun to drive. The back seats also offer a mile of leg room, way more than you get in a RAV4.

Base models get a standard heat pump, heated seats, a heated steering wheel, a 14-inch infotainment screen and a power tailgate. There’s a new centre console with dual wireless phone chargers, rain-sensing wipers and Toyota’s full suite of driver assistance systems. The styling has been freshened up with new headlights and colour-matched fenders. You can still get the two-tone look if you prefer.

Pricing hasn’t been released yet, but if it comes in at less than $50,000, the base model will be a good option for consumers unhappy with the high price of most EVs.

The dual motor version gets a new off-road traction system with selectable modes for different types of terrain, but the real kicker is the wallop it packs when you plant the accelerator pedal to the floor. Owners of RAV4s and Camrys are in for a surprise if they decide to give one a go. Toyota’s thinking here is that more power equals more fun.

Toyota sees the bZ as the bridge that will allow its legion of RAV4 and hybrid fans to crossover into the world of fully electric vehicles. Ido says the bZ is “like the RAV4,” a central model with two more forthcoming variations spun off the same platform.

Toyota’s new entry-level EV will be the reborn subcompact C-HR, which has the shortest wheelbase and will be more agile and sporty.

The Woodland is the mid-size with the longest wheelbase and the most cargo room. It also gets the most power. “Customers can choose one depending on their preferences, lifestyles, or [budget],” he says.

Ido also says that Woodland should be thought of as a new outdoorsy sub-brand opening the possibility of more Woodland models in the future.

It might seem a bit of a misdirected strategy to introduce three EVs when the first one didn’t do so well, but Toyota is confident that its new bZ is up to the task of enticing more customers back to the showroom for a battery-electric Toyota. Even better, the new bZ will be sold at dealers nationwide and not just in Quebec and B.C. And because it’s built in Japan, tariffs don’t directly affect it.

The new bZ is expected in showrooms during the second half of this year.

The writer was a guest of the automaker. Content was not subject to approval.

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