2026 Toyota bZ First Drive Review: A Better EV Now

I’m pretty sure the 2026 Toyota bZ is the only vehicle to ever lose 50-percent of its name, and gain 50-percent more power.

Toyota launched its first dedicated, in-house EV on these shores three years ago. It was… fine. Okay, it was actually worse than that. Less power, less range, and slower charging speeds than the competition put the Big T in a very unusual position: on the back foot.

The newly rechristened bZ addresses much of that. Add in some styling and usability tweaks, and there’s now more reasons to recommend it to the electric-curious.

What’s New for 2026:

Most ‘26 bZ trims gain a larger-capacity 74.7-kilowatt-hour battery pack, marginally more capacity than yesteryear’s model. Horsepower is up for both the front- and all-wheel drive models: a useful 20-pony bump to 221 hp for the former, and a big leap to 338 hp for the latter. Power is also down: an entry-level XLE FWD model sticks to a 57.7-kWh battery and just 168 hp. No matter the trim, a North American Charging System (NACS) port is standard, including Plug & Charge capability.

Beyond mechanical upgrades, the bZ sees a rejig of its exterior styling and the cabin layout.

Exterior Style:

It looks more like a Crown now. That’s the easiest way to explain the bZ’s cleaner styling. Yes, certain trims offer the thick, contrasting trim that encircles the wheelarches. In the Limited trim seen here that’s all body-colored however, and the result is a vehicle that is now pretty handsome, at least from up front. The back-end treatment is largely the same as before, which can be divisive with its hard-line taillights, the big slashes into the bodywork below them, and the two winglets on either side of the roof. That rakish roofline means this still can’t match a RAV4 for stuff-storing—that’s the bZ Woodland’s job now.

Powertrain and Fuel Economy:

Yep, it’s quick now. The dual-motor bZ has a quoted 0–62 mph (0–100 km/h) time of 5.1 seconds and it feels good for that. Power is easy with EVs—arguably too easy, but that’s a whole other subject—but the important thing is that the Toyota is now not only class-competitive, but near the front of the pack. The right pedal isn’t an on/off switch, either: power builds predictably. I do find the full travel of the pedal surprisingly short however, more noticeable in the dual-motor car.

The front-drive single-motor isn’t much different from before, but it’s a welcome bump nonetheless. It gives up about three seconds for the highway run yet feels far closer in point-and-shoot suburban traffic.

Toyota offers multiple levels of regenerative braking—still too many, as the differences between them are small and there’s no true one-pedal layout. (Toyota says one-pedal increases motion sickness. Hmmmmm.)

Range is now much better: even that small-battery setup (unavailable to test) will do 236 miles (378 kilometers) on a charge. The XLE FWD Plus with the large battery (unavailable in Canada) is good for 314 miles; move to the Limited and that drops to 299 mi. XLE AWD range is 288 mi (460 km), and the top Limited AWD is now 278 mi (430 km). The industry-standard 10-to-80 percent charge takes around 30 minutes for all models.

Handling and Drivability:

This was a very short first drive, along the far-from-scenic routes surrounding Toyota’s Plano, TX headquarters. Without any stated chassis changes, the bZ nonetheless drives like the bZ4X before it: easy and predictable, like all modern Toyotas. There’s decent weight to that small-diameter steering wheel, making the bZ easy to trust. Body roll is reasonably well contained. It has never been one of the sportier choices in the segment, and additional power doesn’t change that.

Ride Quality and Comfort:

On smooth roads, the bZ does that typical Toyota thing of riding flat and composed—with a little bit more road noise than you might expect, possibly because there’s no powertrain to hide it. The endless concrete slabs and the accompanying expansion joints near HQ highlight a bouncy back axle however, like the bZ can never quite settle down. A longer drive back home will give us a better idea of what the bZ is capable of.

There are no qualms about the seat comfort. Whether wrapped cloth or SofTex, the front thrones offer good support and a wide range of adjustments. Headroom is still at a premium, a common criticism of Toyotas, and that is even more true in the rear, where the sloping roofline chops an inch and a half (for 37.1 inches / 942 millimeters).

Interior Style and Quality:

I must have been one of the few people who actually liked the bZ4X’s knit-material dashboard. It’s gone for ‘26, replaced with a soft-touch material that still carries a hint of texture. Undoubtedly more broadly appealing, it’s also more boring. There, I said it.

The entire architecture is different too. The slimline dashboard is more modern with its integrated vents, and the digital instrument cluster sheds its plastic fairings, improving the sense of space up ahead.

Toyota has redone the center console for the better, and not just because it’s no longer piano black. The odd screw-motion shifter remains, but there are now dual wireless chargers in front of it. Cupholders now occupy a space aft of the shifter, sunken low so drinks won’t be in the way. A space below still affords owners enough room for a purse or other items as well.

Cargo capacity remains unchanged, ranging from 25.8 to 27.7 cubic feet (730 to 784 liters) depending on the sound system.

Tech and Safety:

Toyota’s current infotainment system works well on the large 14.0-inch screen in the bZ. Yes, touch controls for climate are bad, though this setup at least keeps them visible at all times, and they’re spaced out enough to keep wrong taps to a minimum. At least the temparature and volume controls are still physical dials. The rest of the system is easy to use with few sub-menus to get lost in. Wireless Android Apple and Android Auto are standard.

It’s not new, but I’m still going to applaud Toyota for the instrument cluster placement. Once used to the lower steering position this allows, it’s a great middle ground between traditional placement and a head-up display, eliminating the need for the latter.

Standard kit is generous, including the dual chargers, large screen, digital key capability, and auto-dimming rearview mirror.

Toyota Safety Sense 3.0 is standard on all trims, bringing with it full-range adaptive cruise control, lane departure alert, auto high-beams, and more. Rear cross-traffic alert and blind-spot monitoring are also standard. Buyers will have to spring for the Limited trim to get a 360-camera, dynamic camera guidelines, lane change assist, front traffic alert, and parking assist.

Value Dollars and Sense:

Toyota didn’t release pricing alongside the 2026 bZ, possibly because it won’t be arriving in dealers until the back half of the year and who knows what sorts of unprecedented times will happen between now and then.

In America, the current model lists from $38,465 (XLE FWD) to $45,275 (Limited AWD), including destination. Canadian pricing goes from $48,445 (LE FWD) to $61,759 (XLE AWD + Tech Package), also including destination.

Final Thoughts:

Provided it can keep pricing competitive, Toyota has made the 2026 bZ a wholly competitive option in a very competitive class. The refreshed model doesn’t win any single category, but it’s no longer bringing up the rear in many of them. Factor in the Toyota reputation, and the 2026 Toyota bZ should be a solid entry point for those looking to get into the EV space.

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