Toyota’s bZ4X Touring is a larger, more practical take on the brand’s electric SUV, aimed at buyers who want extra space without moving into a much bigger vehicle class. In this UK first drive review, we look at whether the added length and versatility come at the cost of refinement or driving composure, with prices starting from £45,995.

Early impressions suggest something slightly unexpected: it doesn’t feel like a stretched SUV on the road, and retains more balance than its size suggests.

2026 Toyota bZ4X

Prices and UK specifications

The bZ4X Touring is offered in two trims for the UK market:

• Design (FWD) – £45,995
• Excel (AWD) – £51,695

Standard equipment includes a 14-inch Toyota Smart Connect+ infotainment system, heated front seats, power tailgate and roof rails. The Excel adds all-wheel drive, upgraded interior materials, panoramic roof and an expanded driver assistance package, along with additional comfort and convenience features. Orders open in June, with first UK deliveries expected in July.

Design and practicality

The Touring version is visibly longer than the standard bZ4X, with the extra length focused on improving rear space and load capacity rather than altering the overall design language. It retains the same Toyota SUV identity but leans more towards estate-like practicality, making it better suited to family buyers or those carrying larger loads regularly. Boot space and rear passenger room are noticeably improved, and roof rails come as standard, reinforcing its lifestyle-focused positioning.

Interior and technology

Inside, the layout remains familiar to the bZ4X, with a focus on simplicity and usability rather than visual complexity. The 14-inch infotainment system dominates the dashboard and supports connected services, while physical ergonomics remain straightforward. Higher-spec Excel models bring a more premium feel with upgraded upholstery, ventilated seats and additional digital features, lifting perceived quality without overcomplicating the cabin.

Driving impressions

On the road, the bZ4X Touring is the biggest surprise of the package.

Despite the additional length and increased practicality, it does not feel unwieldy or overly softened. Instead, it retains a level of composure that feels closer to the standard bZ4X than expected.

Ride quality is well controlled and body movement is kept in check, while steering remains predictable and easy to place in urban and motorway driving. Crucially, it avoids the typical “stretched SUV” feeling that often comes with estate-style EV derivatives, making it more cohesive than its proportions suggest.

Performance and range (UK context)

Both front-wheel drive and all-wheel drive versions are available, offering buyers flexibility depending on use case. The AWD Excel brings additional traction and a more confident feel in poor conditions, while the FWD Design prioritises efficiency and simplicity. Toyota’s focus here is clearly on usability rather than outright performance, with smooth, consistent delivery suited to everyday driving.

Who is it for?

The bZ4X Touring is aimed at buyers who like the idea of an electric SUV but need more practicality than the standard bZ4X provides.

• Families needing extra boot space
• EV SUV buyers considering Skoda Enyaq or Hyundai Ioniq 5
• Drivers wanting SUV height with estate-like usability

It’s less about performance or innovation, and more about making Toyota’s EV formula more usable in daily life.

Verdict

The Toyota bZ4X Touring succeeds in its core brief: adding space and practicality without noticeably compromising how it drives. The biggest takeaway from this first drive is how unforced it feels on the road. Despite its increased size, it avoids feeling stretched or heavy, and retains a reassuring level of composure.It may not radically change the electric SUV segment, but it does make Toyota’s offering more practical without the usual dynamic trade-offs.

Key specs (at a glance)

• Price: from £45,995
• Body style: Electric SUV / estate-style EV
• Drivetrain: FWD / AWD
• UK orders: June 2026
• Deliveries: July 2026

AutoEV will also be putting the new model through a full 7 Day Deep Dive review in the coming weeks.

The post Toyota bZ4X Touring first drive review (UK) appeared first on AutoEV.

The post Leapmotor B10 Review: The Comfortable Choice? appeared first on AutoEV.

The post AutoEV Awards 2024 appeared first on AutoEV.

The company had to be a bit brave for their second #electriccar after the Taycan as they couldn’t just keep adding new models to the range, so they took the plunge and electrified their second best selling model, the compact SUV Macan. But this car will sit alongside the combustion engines car in showrooms for a while, so are Porsche not confident with their latest offering and hedging their bets? Is there something missing from it that doesn’t make it s good Porsche?
Watch now on the AutoEV #youtube channel, we put it through its paces to find out.

The post The new Porsche Macan electric appeared first on AutoEV.

It’s no secret that we are big fans of the MG ZS EV.  Despite being the complete opposite of what the traditional MG was (a small family SUV rather than 2-seater roadster) we always loved the unpretentious way it went about its business with staggering value for money.  The buying public obviously felt the same as they lapped them up in droves, helping MG Motors becoming the fastest-growing brand in the UK.

And now we have a fresh new look for the car, as well as a bigger battery option giving a much-needed range increase and new connectivity, addressing one of our biggest bugbears of the car, it’s poor infotainment system.

Styling-wise, the car gets a new front end with a stamped-effect grille (instead of the original car’s fake one) with the charging port now to the side of the famed octagon badge.  New LED headlamps, distinctive daytime running lights finish the front-end redesign, whilst a new rear bumper and alloy wheels complete the look.

Two new model designations are introduced too, the lead-in ‘SE’ and range-topping ‘Trophy’.  The new 72kWh Long Range battery will offer a range of up to 273 miles according to WLTP measurements, a substantial increase over the current cars 163 miles.  A 51 kWh battery option with a 198 mile range will join in 2022.

All models of the new ZS will come equipped with the new MG iSMART connectivity system, which will bring in smartphone connectivity to the car via an app that will be able to control some functions remotely, such as climate control, security, charging and some of the car’s functions remotely.  A new 10.1-inch tablet-style touchscreen with improved graphics and functionality is at the heart of the new system, along with new instrument cluster and wireless phone charging on eth ‘Trophy’ model.

Prices will be announced in November 2021, with deliveries starting from then.

Along with the practical, if a little plain, MG5 Estate, the brand continues to impress in the EV market with the ZS a consistent fixture in the UK’s top 10 best-selling EVs.  We look forward to bringing you a full test of the new ZS when it is available.

The post MG revises top selling ZS EV appeared first on AutoEV.

If there is one car manufacturer that the silent torque of electrification should suit, it is Rolls-Royce.  The famed David Ogilvy advert for the 1960’s Phantom that declared “At 60 miles an hour the loudest noise in this new Rolls-Royce comes from the electric clock” could now be seen as a poetic prophecy.

In 2023, Rolls-Royce will launch their first fully-electric model, the Spectre, and by 2030, none of the Goodwood’s production cars will feature a piston-driven engine.  Time and tide waits for no man, nor indeed, the Silver Lady herself.

Between now and the Spectre’s launch, the development mules will rack up an astonishing 2.5million kilometres of testing, or in Rolls-Royce terms, the equivalent of 400 years of their car’s normal use.  There is being thorough, and then there is Rolls-Royce thorough.

The car will continue to use the modular ‘Architecture of Luxury’ aluminium spaceframe that they currently use on the Phantom and Cullinan, rather than adopt parent company BMW’s CLAR platform.  

Company CEO Torsten Müller-Ötvös explained that the platform is “scalable and flexible”, allowing for its use in a variety of vehicle segments and “was created to form the foundation of not just different internal combustion engine models, as it now does with Cullinan and Ghost, but models with completely different powertrains.”

No word has been said on what will power the Spectre, but the twin-motor system used in the forthcoming BMW iX M60 produces 600bhp, close to what the V12 in the current Phantom deploys, so perhaps it could be a variant of this.  

Either way, there is little doubt that the adoption of an electric powertrain will suit the very pinnacle of motoring.  After all, “[it is] perfectly noiseless and clean.  There is no smell or vibration, and they should become very useful when fixed charging stations can be arranged”.  That wasn’t the current CEO who said that, but Charles Rolls, one of the company’s founders, himself.

The post Rolls-Royce Spectre appeared first on AutoEV.

Motor shows. Remember them? Just as the “C” word hit, one of the very first corporate victims was the 2020 Geneva Motor Show, and if that one went to the wall, then it was looking like they all would. Well, thankfully, Munich has bucked the trend and hosted the German Motor Show for this year, and the new reveals have been coming thick and fast. Thankfully, we are here to bring you all the latest without having to undergo any quarantine…

Renault Megane E-Tech

We first saw Renault’s new vision of an all-electric family SUV as a concept a few months back, but here it is in full production form.  Utilising the same CMF-EV platform that underpins the Nissan Ariya, the Megane E-Tech brings the choice of two battery sizes (40kWh and 60kWh) and two power outputs (128bhp and 215bhp) to give claimed ranges of 186 miles or 292 miles respectively.  This family-sized SUV/crossover is wading into battle against some serious competition such as the Peugeot e2008, Citroen eC4 and Vauxhall Mokka e, not to mention Volkswagen Group’s MEB platform cars such as the ID.3, ID.4, Skoda Enyaq and Cupra Born.  That being said, since La Regie launched the all-electric Zoe supermini ten years ago, 1 in 5 Renault’s sold in Europe has been battery-powered, so they are a force to be reckoned with.

Built in Northern France at its Douai factory, the car is expected to go on sale in the UK during 2022, and although prices have yet to be confirmed, expect it to start from around £30,000.

Mercedes-Benz

As you’d expect at a German show, the three-pointed star truly rolled out some glitzy metal.  Two concept luxury electric SUVs in the shape of the Concept EQS in Maybach form, the electric version of its rugged (and popular) G-Class, the EQG, the first public of the Mercedes-AMG EQS 53 4Matic+ and the unveiling of the E-Class sized EQE saloon.

The Mercedes-Maybach EQS is designed to show the brand competing against the likeso the Rolls-Royce Cullinan and Benley Bentayga in the ultra-luxury SUV market sector, but with an all-electric powertrain.  Following on from the EQS and EQE saloons, this will be the brand’s third bespoke model and will offer a range of “around 373 miles” according to the company.  Philipp Schiemer, head of Mercedes-Benz’s Top End Vehicle Group and responsible for AMG and Maybach products says that “the Concept EQS represents the transformation of Mercedes-Maybach from a tradition-rich luxury brand into a more progressive electric future.”  This shift away from more traditional piston-engined cars is partly because of its changing customer base who are becoming younger and therefore their definition of luxury is changing.  No details of its powertrain were forthcoming, but it would seem to make sense for the car to utilise the twin motors found on the range-topping Mercedes-AMG EQS 53 4Matic+.  This would allow for a power output of perhaps 650bhp+ and 700lb ft of torque.  Of course, the usual Maybach luxuries are abound with individual rear seats (although a production model may feature a more traditional bench, certainly as an option at least), duotone paintwork and lashings of chrome.

Talking of the EQS, the addition of the range-topping AMG 53 4Matic+ brings the luxury saloon in line with the Porsche Taycan and Audi RS e-tron GT with a power output of up to 751bhp.  The ‘standard’ EQS 53 will have to make do with just 649bhp.  AMG-specific electric motors are to feature more and more as the performance brand gets ready to embrace the electric future of Mercedes, allowing it to remain as hardcore as it always has.  The car is due to go on sale in the UK later this year.

And if that all seems a bit too modern for you, then you could always plump for the EQG, the electric version of Mercedes’s stalwart off-roader.  Much like the other EQ offerings we have seen so far, the EQG is effectively the electric variant of the piston-engined G-Class, a car loved by rappers and ramblers alike.  Underpinned by the same ladder-frame chassis, the car will be a true mud-plugger with four individually controlled motors mounted on each wheel to become an “uncompromising off-roader”.  Although a concept now, a production version isn’t far away.

The debut of the EQE marks the second of the company’s bespoke EV cars, sitting underneath the flagship EQS.  Design-wise it shares a similar silhouette with its ‘one-bow’ cab-forward stance and slippery shape to be aerodynamically efficient, and on the inside, it also shares the larger EQS’s ‘Hypercsreen’ dashboard.  Two models will launch at first, the EQE 350 with a 288bhp motor and an as yet undisclosed second powertrain variant.  The 90kWh battery is expected to give this mid-sized saloon a range of around 339-410 miles on the WLTP cycle.

Volkswagen

VW’s assault on the EV market shows no signs of abating with it choosing Munich to preview its compact ID Life concept.  Utilising an adapted MEB platform, this little urban crossover uses a front-mounted electric motor that produces 231bhp.  Much like previous ID concepts, the Life previews an entry-level model that may wear the ID.2 badge on a production version that is due in 2025.

Elsewhere on the VW stand, the long-awaited re-awakening of the T2 Transporter was previewed in the shape of the ID Buzz.  We’ve seen prototypes under heavy disguise, but here was a relatively production-ready look vehicle that was being used ro showcase autonomous driving software being developed in tandem with self-driving technology specialist Argo AI.

Volkswagen also confirmed there will be a high-performance variant of the ID.3, likely to use the same GTX nomenclature that the larger ID.4 has.  Nothing has been confirmed as far as power output is concerned, however a concept that was previewed on LinkedIn showed that an output of circa 329bhp was likely, and a 0-62mph time of 5.3 seconds is possible.

E-Legend

If the EL1 reminds you of a certain Audi, then its job is well and truly done.  Paying tribute to the mighty Audi quattro S1 rally legend, the EL1 is a carbon-tubbed homage to the mighty forest-bashing weapon.  Three electric motors provide it with a staggering 805bhp that will hit 60mph from rest in just 2.8seconds, and gove a range of around 248 miles from its 90kWh battery.  Just 30 examples are planned with a price of around £914,400 for UK buyers.

Smart

Now jointly owned by Geely and Daimler-Benz, Smart previewed its future with a concept of its forthcoming compact electric SUV.  It heralds an important new era for the now all-electric manufacturer as it tries to move away from what has gone before.  With Geely taking care of the engineering, and Mercedes the design, this is a promising new direction for the beleaguered brand.  Technical details are still under wraps, but on this showing, the future looks bright for the diminutive brand.

Porsche

Unveiling an all-electric sports car with the ‘Mission’ badge in concept form has a wonderful habit of becoming reality in Porsche’s history.  The new Mission R is designed as a racer, and potentially could be the basis for a one-make race series in 2025.  It could also give very strong hints as to how the new electric 718 Cayman could look.  Twin motors are capable of delivering up to 1073bhp in special qualifying mode, with a high-voltage battery of around 80-85kWh that could deliver around 45 minutes of race time.  The 900V technology in the Mission R means a charging rate of up to 340kW is possible, and that means a 5-80% crage in just 15 minutes.  Whilst the exterior and interior are pure race car, just as the Mission E gave us the sublime Taycan, there is hope that the Mission R follows a similar route to production.

The post 2021 Munich Motor Show appeared first on AutoEV.

Genesis, the prestige arm of Hyundai (not the 1970’s supergroup) has today unveiled its third product line that it intends on bringing to the UK. After the G80 saloon and GV80 SUV, the GV60 is the company’s second EV after the electrified version of the G80. It should reach Europe in the next year, and be one of three EVs that it is planning on launching, although as yet, a UK on sale date is yet to be confirmed.

Based on the E-GMP platform that underpins the Kia EV6 and Hyundai Ioniq 5, the GV60 is a sharp looking crossover that, according to Genesis, will offer a “totally new experience” in the premium market. Given the flexibility and advanced nature of the platform the car will feature an 800V architecture which will allow up to 350kW ultra-rapid charging and can be powered by both single and dual motors as well as offering a host of different battery sizes.

Design-wise, it’s certainly distinctive, and the interior features the twin screen dashboard layout that has been seen in the Ioniq 5, with a large centre console to house storage and auxiliary controls.

We drove a G80 saloon at a recent event and can confirm the company’s aspirations of competing with the very best Europe has to offer is well founded. Whether it succeeds or not, is yet to be seen, although this looks like a good start.

The post Genesis GV60 – And then there were three appeared first on AutoEV.

Not a week goes by when we aren’t talking about yet another compact crossover or SUV powered by electricity. It’s a burgeoning market, and no self-respecting manufacturer wouldn’t have a presence here (although BMW do seem to be talking their time bringing the iX3 to the UK), and so we have to put them through their paces and help you decide what deserves your vote. And we will.

That being said, it isn’t easy getting press cars at dates that suit us. After all, manufacturers have a wide variety of media outlets to satisfy, and it’s not like they have a never-ending row of these cars just lying about in case anyone should want one. Thankfully we do have them booked in, and soon we will subject them all to a full AutoEV road test review.

However, before then, we were invited to the annual SMMT (Society Motor Manufacturers and Traders) test day at the wonderful Millbrook Proving Ground in Bedfordshire. This is an annual event (although the 2020 event was cancelled for obvious reasons) and allows us media types to wander around those present and try their wares out on the variety of closed circuits within the facility. This is an industry testing site, not open to the public, where cars can be pushed to their limits in many different circumstances. There is a 2 mile continually banked circular track where high-speed runs can be simulated. A stellar test of car and driver, as it is a never-ending corner which isn’t as easy as it sounds. Disorientating on the eyes and punishing on the neck muscles.

A tight ‘city course’ allows you to evaluate how quick a car’s steering reacts with constant lefts and rights and full stops. An ‘off-road’ course that has both easy and difficult sections depending on what the car (or more likely driver) is capable of. A mile straight for acceleration and braking. Belgian pave to brutalise suspension and spine alike. And the wonderfully technical ‘Hill Route’ which anyone who has watched James Bond chase down Le Chiffre (failing in spectacular fashion and writing off his Aston Martin DBS in the process) in ‘Casino Royale’ will recognise.

And it is here that I had the opportunity to briefly drive the new offerings from Mercedes-Benz, Audi and Ford, now all asking you to consider their entrants to this market sector. This is not a definitive verdict, but more an initial thought on the cars before we put them through their paces with us over a longer period.

I start with the Mercedes-Benz EQA 250. Much like its larger EQC sibling, this compact electric SUV is derived from a car that would normally have an internal combustion engine powering it, the GLA. It’s clean looking, but ultimately, a little forgettable. Stepping aboard, you are faced with the now familiar Mercedes twin screen dashboard, nicely positioned steering wheel, and a quality that only really trails Audi. Setting off is easily done via the slim transmission lever sprouting from the steering column. The first thing that makes itself known to you, is how everything else doesn’t. In other words, it is superbly quiet.

I decide that the first test of this trio will be two high-speed laps of the bowl, simulating autobahn speeds. The bowl is marked out into 5 lanes, the highest, most steeply banked, is the preserve of three-figure speeds, so I’ll stick to the 4th lane at an indicated 85mph. And again, that refinement is the most glaring attribute. Barely any wind noise, and the road noise is at the very minimum. The driving position is excellent, and the car tracks straight and true.

At the end of the second lap, I peel off and head over to the hill route. It’s a demanding route, the width of a minor A-road/B-road, but, for obvious reasons, one way. At the start of it, there is a climb, but you need to stick to the right hand side to avoid the integrated rumble strips, and then it’s a quick, right, left and right again on a heavily right-cambered corner downhill to a long, double apex left-hander. The rest of the route is punctuated by deeply camboured bends, steep gradients, heavy compressions and blind crests. There’s even a severe crest where you can put some air between the tyres and the road surface.

But not today. Not in an electric compact SUV. The EQA handles the course with aplomb, with meaty steering and good body control. The ride quality is good also, although to be fair, this isn’t a full road test on a variety of surfaces, so I will leave ultimate judgment until I’ve spent more time with all three cars.

I leave the hill route for one last flying lap of the bowl again, and then return to the car to its place outside the Mercedes unit. Over to the Audi.

The Q4 is a handsome beast. The one I have isn’t the sleeker Sportback bodystyle, but the more upright of the two. Immediately, the interior feels familiar. Superb build quality, supportive seats, and good space. Not quite as “techy” as the EQA, but with its own individual merits.

On the bowl, the wind noise is more prominent, especially around the wing mirrors and A-pillars. Road noise is fine, and stability is good, but that rush of air just in front of you likes to be heard.

But it’s the demands of the hill route that show the limitations of the Q4. It doesn’t feel as confident, pushing wide in some bends with more prominent understeer. I arrive at corners having to make too much adjustment to the steering and throttle than I did in the Mercedes. It genuinely feels way out of its depth here, and despite being on my own, you just know that if I had been carrying passengers on a demanding road, they’d soon be asking me to slow down. One more lap of the bowl confirms that the Mercedes is once more the victor between the two Germans when it comes to refinement. Time to saddle-up the Mustang now.

As I said, this isn’t a thorough comparison as the cars I drove were possibly very different in power, battery size and specification, hence there is no talk here of performance and usability. That can wait until we have them with us for a proper evaluation.

Out on the banking, the Mustang falls between the two German stools. Quieter than the Audi, but still trailing the Mercedes. I wonder what the hill route will bring.

And again, it’s the same. Not sharing the same composure that the Mercedes seemed to have in abundance, but certainly more adjustable and lenient than the Audi. I can’t wait to see how they all compare on the road, as the results here are under very extreme circumstances.

I finish with the Mach E and return it. Knowing that the Audi shares a lot of its componentry with the other MEB-platform cars from the Volkswagen Group (the ID.4 and Skoda Enyaq) it’s hard to take in that the Audi is so out of its depth. But then this is, as I said, a place where the public will never use them in this form of test. What it has shown me, however, is that when we do put them through the proper AutoEV road test, each of them will have their own strengths and weaknesses, and not necessarily in the order you’d expect to find them.

Thankfully, we don’t have too long to wait.

The post SMMT test day (Society Motor Manufacturers and Traders) appeared first on AutoEV.

The Polestar 2 is one of our favourite EVs of the last couple of years, and the car we believe that outshines the huge talent of the Tesla Model 3. Yet the company won’t be resting on its laurels any time soon if this, admittedly unexcitingly dubbed, Experimental Polestar 2 is anything to go by.

At first, visually, you struggle to see much difference, until you then spot the revised styling at the front grille and lower splitter. Then your eyes are drawn to the 10mm wider wheel arches that appear to hug those menacing 21-inch alloys a little more, which are wrapped salaciously in 275-section Pirelli P-Zero Rosso’s from the Polestar 1. Controlling them are a set of Ohlins dampers, 3-way adjustable, with the suspension stiffness up by 80% at the front, 40% at the rear. A four-layer carbon fibre strut brace competes the under bonnet visualities and the whole car sits a full 30mm lower to the road, emphasising its menace.

And all of this subtle aggression is backed up by an increase in power to 470bhp, a 67bhp jump over the current range-topper. No performance figures have been released, but it’s a fair guess to say it should be significantly quicker than that car’s current 4.7 seconds 0-62mph sprint. Bringing it all under control at the end comes courtesy of a set of six-piston Akebono brakes, again just like the Polestar 1.

This isn’t a new production variant of the Polestar 2, but merely an exercise as to, if they felt like doing one, how a more performance-focussed version might look. The fact it is making a very public debut at the 2021 Goodwood Festival of Speed shows the seriousness of Polestar’s intent. The fact that they have internally nicknamed it “The Beast” may just be another.

The post Experimental Polestar 2 at Goodwood FOS appeared first on AutoEV.