BMW X5 vs Toyota BZ4X

What's the difference?

This is a luxurious prestige five-seater brimming with BMW’s latest design and technology that’s not only practical for weekly family duties but can also embrace spirited driving with the push of a button. A great all-rounder for families that like a sporty edge. 

Is the bZ4X Touring the right Toyota for this moment in time or too little too late for the brand to play catch-up to its EV rivals?

The good news for Toyota is that it isn’t too late, at all. The Touring expands the appeal of the bZ4X, metaphorically and literally, and certainly the sales trajectory in 2026 suggests buyers are warming to Toyota’s electric future.

However, it remains a more expensive proposition for its size and the Touring doesn’t really make it stand out amongst the crowd that includes the popular BYD Sealion 7 and Tesla Model Y. It’s unfamiliar territory for Toyota, but it didn’t become the automotive juggernaut it is by giving up, so there is every reason to think the bZ4X duo will chip away at the EV sales leaders.

Note: CarsGuide attended this event as a guest of the manufacturer, with travel, accommodation and meals provided.

The latest front-end design features subtle revisions to BMW’s signature 'kidney' grille theme, highlighted by slimmer matrix LED headlights with chevron-shaped DRLs that incorporate the turn indicators.

There’s also an ‘iconic glow’ function, which illuminates the twin-grilles at night in-sync with the external courtesy lights when approaching and departing the vehicle. Lower front air-intake and tail-light treatments have also been revised.

The dash features a new curved instrument panel. Based on BMW’s latest generation 'iDrive' operating system, it consists of a 12.3-inch driver’s info display and 14.9-inch control display presented across the same seamless glass surface.

The control display’s touchscreen functionality has allowed dash buttons and switches to be minimised.

This new design dash has a blend of synthetic leather trim and dark brown/high-gloss woodgrain surfaces, along with new LED ambient lighting and gear-selector design.

The rear seat is sumptuous and spacious, even for someone my height (186cm). There’s ample knee and headroom and it can seat three kids in comfort, but for adult passengers wanting that 'business class' feel it would be ideal for two.

My only criticism of the new instrument display is that with more than 30 applications displayed on the expansive control screen, it can be distracting at times trying to visually locate and operate these functions while driving.

And, depending on sun angle, there were also complaints from different front seat passengers on different days about blinding glare caused by the dash’s high-gloss woodgrain inserts. Fortunately, the driver is unaffected by these reflections.

What stands out about the design of the bZ4X Touring is the fact it is a bZ4X. Unlike Subaru, which opted to position its bZ4X twins, the Solterra and Trailseeker, as separate models, Toyota has stuck with the single nameplate and a very similar look.

At the front the Touring looks almost identical to the SUV and it’s only at the back where things deviate notably. Toyota has stretched the Touring by 140mm and redesigned it to have a more vertical tailgate.

To further differentiate between the two bZ4X offerings, the Touring gets unique 20-inch alloy wheels, as well as front and rear skid plates, roof rails (which can take up to 80kg of weight), matt finished wheel arches, a contrasting bonnet insert plus a rear window wiper.

Inside the design is carried over unchanged, which means the same interior that has Toyota elements but also some Subaru influence and a bit of EV differentiation. So it doesn’t look exactly like what you expect from Toyota, but it’s still clearly in the Toyota family.

With its 2165kg kerb weight and maximum allowable weight of 2885kg, our test vehicle can legally carry up to 720kg.

That should be ample for five adults (even better for kids) and their luggage, of which up to 100kg can be carried on the roof rails using a rack or roof box (both in BMW's accessory range).

Powered upper and lower tailgates provide good access to the luggage area, which is carpeted and equipped with a roll-out privacy screen, load securing hooks, a 12-volt accessory outlet and a first-aid kit stored behind a removable side panel.

The space-saver spare and tools are stored below the hinged load floor, so all luggage must be removed to access them.

Internal luggage space with the rear seat upright is 650 litres (0.65 cubic metres) which expands to 1870 litres (1.87 cubic metres) with the rear seat folded flat.

A useful load-carrying feature when the rear seat’s backrest is upright is a hinged centre section that folds forward and flat to carry long and narrow items.

These can stretch all the way from the tailgate to the dash if need be, which could be handy for carting anything from skis to home hardware purchases (firmly secured, of course).

It’s also rated to tow up to an impressive 3500kg of braked trailer, which matches the class benchmark for one-tonne utes.

However, given that tow-ball download (TBD) is usually around 10 per cent of trailer weight, the X5’s maximum TBD rating of only 140kg could be a challenge if 3500kg towing is required.

Front of cabin storage includes a big bottle-holder and bin in each front door, a glove box and on the right-hand side of the dash a pull-out driver’s bin, both of which are felt-lined.

The centre console, in addition to its wireless phone-charging pad, USB-A port and 12-volt outlet, has two small-bottle/cupholders up front and a large box at the rear, housing a USB-C port and topped by a padded dual 'brochure fold' lid that double as an elbow-rest for driver and front passenger.

Rear seat storage includes a large-bottle holder and bin in each door and pockets on each front seat backrest. The rear of the centre console has two storage nooks for small items in addition to its air-vents, two USB-C ports and a 12-volt outlet. There’s also a handy tablet-mount and USB-C port on each front seat backrest, which is great for long trips.

Folding down the rear seat’s centre armrest reveals two pop-out small-bottle/cupholders. And under its hinged lid is a hidden felt-lined compartment that’s ideal for storing slim screened devices away from prying eyes.

One of the most notable examples of this is the set-up of the steering wheel and instrument display. The digital display screen is set far back on the dash and the wheel has a small diameter so you look over it rather than through the rim; similar to Peugeot’s polarising ergonomics. It’s not a deal-breaker, but it is a stand out feature of the interior. 

Thankfully, while there is a 14-inch multimedia touchscreen, unlike so many other modern EVs there are plenty of physical buttons and dials, too. Not to sound like an old man, but these are simply better in my opinion as they are easier to use, especially on the move.

In terms of space, the Touring feels roomy for a mid-size SUV, but not as spacious as some of its rivals. In the second row headroom is good and there is enough knee and foot room for two adults to sit in relative comfort.

The rear seat occupants are well catered for with their own air-conditioning, heated outboard seats and two USB-C ports.

The biggest practicality boost for the Touring is the boot volume. By stretching the length, Toyota has added another 151 litres of cargo space, so the total volume is now 603 litres, which is a generous amount of room for a mid-size SUV and ideal for those looking to load up with luggage for a road trip.

In keeping with the slow and steady approach, Toyota is offering a single variant of the Touring to complement the existing bZ4X model.

Priced from $69,990, before on-road costs, it is a $2000 premium over the standard AWD bZ4X, but it’s still $5000 less than the original starting price for the SUV before its recent price cut.

Based on size and price, the Touring positions itself as rival to everything from the BYD Sealion 7 to the Zeekr 7X and a wide variety in between including the Kia EV5, MG MGS6, Tesla Model Y, Volkswagen ID.4 and, of course, the Subaru Trailseeker - with which it shares its underpinnings (as both the Solterra/Trailseeker and bZ4X pair were co-developed between the two Japanese brands).

The singular bZ4X Touring comes equipped with dual-zone climate control, heated and ventilated front seats, a digital rear-vision mirror, a fixed panoramic sunroof, dual wireless phone chargers and a 14-inch touchscreen with a nine-speaker JBL premium audio system.

While that’s a generous amount of equipment, the Toyota doesn’t stand out in terms of value, with the Model Y range starting at $58,900, Zeekr’s 7X from $57,900 and the Sealion 7 from $54,990.

In short, the mid-size electric SUV market is getting more and more competitive and Toyota will need to work hard for every single sale.

The X5 xDrive40i is powered by BMW’s legendary 3.0-litre DOHC 24-valve in-line six with state-of-the-art technology.

This includes twin-scroll turbocharging, variable valve/camshaft timing and 48-volt mild hybrid technology (delivering up to 9.0kW and 200Nm) using an electric motor integrated with the transmission.

The combined effect is optimised power and throttle response (0-100km/h in 5.4 secs) with minimal fuel consumption and Euro 6d emissions.

It produces 280kW between 5200-6250rpm and 520Nm of torque (this can reach 540Nm with hybrid input) across a remarkably wide and flat peak torque band between 1850-5000rpm, which showcases its flexibility. There’s also auto start-stop and selectable drive modes.

This is paired with BMW’s smooth and sharp-shifting eight-speed torque converter automatic, which combines the best characteristics of a dual-clutch and traditional torque converter transmission.

There’s overdrive on the seventh and eighth gears to optimise fuel economy and the choice of rapid manual-shifting using the steering wheel paddles.

Power reaches its wide tyres through the xDrive intelligent all-wheel drive system, which actively varies the engine’s torque distribution between the front and rear wheels to optimise traction at all times.

BMW’s ‘Efficient Dynamics’ also includes brake energy regeneration with recuperation display and many other standard features to enhance driving safety and efficiency.

One of the biggest differences between the regular bZ4X and the Touring is the single powertrain option. While the standard bZ4X can be had at a cheaper price with a single-motor, front-wheel drive set-up, the Touring is exclusively available with the dual-motor, all-wheel drive powertrain.

This is good for 280kW of power, which is very punchy for a Toyota mid-size SUV, and is enough for it to take just 4.4 second to sprint from 0-100km/h, which is downright rapid.

BMW claims combined average (WLTP) fuel consumption of 9.9-8.5L/100km. Our 415km test comprised a mix of suburban and highway driving and when we stopped to refuel the dash display was showing 10.2L/100km which was line-ball with our own 10.6L/100km figure, calculated from fuel bowser and tripmeter readings.

So, based on our figures, you could expect a realistic driving range of around 780km from its 83-litre tank using standard 91-octane petrol.

The bZ4X Touring is fitted with a 74.7kWh battery, which is enough for a claimed range of 488km. That’s a reasonable distance, on par with the BYD Sealion 7, Kia EV5 and MGS6 but isn’t class-leading. It also probably looks a bit short on paper as Toyota is pushing this as "purpose-built for long distance touring."

However, the Touring wins some points back with its 1500W inverter that provides vehicle-to-load (V2L) charging, which not all models in this segment offer.

Charging maxes out at 150kW DC and 22kW AC, but Toyota says with the DC charger it can take just 28 minutes to recharge the battery from 10 to 80 per cent.

It’s supremely comfortable, with front bucket seats that offer powered-adjustment of height, reach and backrest angle along with side bolsters that can tighten their grip of your upper torso.

There’s also two-way lumbar support, that adjusts not only how far it pushes your spine forward but also allows that pressure point to be raised or lowered.

Combined with its power-adjustable leather-rimmed steering wheel, it would be hard not to find a comfortable driving position.

Eyelines to all mirrors are good and over-shoulder blind-spots are minimal. Front and rear occupants can talk without raised voices thanks to low engine, wind and tyre noise at highway speeds.

As you’d expect, it has high build quality and a tangibly solid feel as though it was machined from a single block of steel, from the satisfying thuds of its closing doors to the absence of shudders or rattles on a variety of roads.

It also has two personalities, which can be switched in an instant. In 'Comfort' mode it will happily cruise around city and suburbs as a mild-mannered family car, fulfilling daily duties like work commutes, school drop-offs and pick-ups, supermarket shopping and the like.

However, flick the drive mode to 'Sport Plus' and you awaken, well, if not ‘the ultimate driving machine’ then something close.

Its optimised drivetrain and handling settings feel more like a sports sedan than a family car, which can turn any winding mountain road into an engaging experience.

It has impressive reserves of cornering grip and braking force, combined with sparkling engine response and fast sequential manual-shifting at your fingertips.

It feels impressively agile, with all-round response that belies its 2.0-tonne-plus kerb weight, backed by a symphony of sounds from its sublime in-line six.

While the dual-motor powertrain provides serious performance when you put your foot down, that’s not really the point of a mid-size electric SUV aimed at family buyers. Sure, it’s a nice-to-have, but it shouldn’t define the driving experience of the bZ4X Touring.

Not surprisingly, it’s very similar to drive to the standard bZ4X and that’s no bad thing. The steering is quick and direct and coupled with the performance it means the Touring does feel a step above the average petrol- or diesel-powered SUV in terms of responsiveness.

The ride is pretty good for such a heavy vehicle. It doesn’t ride like a magic carpet but nor is it harsh and uncomfortable. It will crash over the occasional sharper bump, but overall Toyota has done a nice job on the chassis tuning to keep a family buyer happy.

What isn’t so good is the amount of noise that leaks into the cabin. During our drive on the open road we couldn’t help but notice the significant amount of tyre roar and wind noise at speeds above 70km/h.

But what stands out most about the driving experience in many respects is the regenerative braking, which is much more subtle than rival EVs. It lacks the one-pedal driving character of other EVs and that makes for an easier transition for those coming to electric motoring for the first time. On the flip side, it means less energy recovered at times, which means the bZ4X could be more efficient.

Safety is one area where the bZ4X Touring and Toyota do stand out in the electric SUV contest. As we have written many times in recent years, the flood of new active safety technology has led to some, frankly, annoying cars to drive. Over-reactive safety features can be distracting and diminish the driving experience and ultimately become so frustrating many owners will turn them off.

Toyota, however, has used its years of experience to ensure the safety systems in the Touring work more seamlessly. There are plenty of systems, too, with autonomous emergency braking (AEB), rear cross-traffic alert, lane-keep assist, adaptive cruise control, driver attention monitoring,  blind-spot monitoring and traffic sign recognition all included.

During our test drive the driver attention monitor only intervened when needed and otherwise the car only reacted when it absolutely had to rather than being too sensitive. It’s part of the reason why the bZ4X carries a price premium, because you’re paying for Toyota’s experience.

In addition to those active safety features the Touring comes with eight airbags and surround view cameras, plus connected services with SOS emergency calling, plus automatic collision notification and vehicle insights.

ANCAP awarded the bZ4X SUV a maximum five-star rating based on its pre-2026 testing protocols, and while it is untested, given the similarities between the two cars and historical precedence there’s no reason to anticipate a different score.

BMW covers the X5 with a five year/unlimited km warranty and offers several service plans to suit different budgets and requirements.

For example, the 'Service Inclusive Basic' package covers all scheduled services over five years/80,000km for a total of $3450, or an average of $690 per year.

A key selling point for any Toyota, but especially one with new(-ish) technology, is that with 270 dealers around the country, Toyota has one of the biggest footprints.

The Touring is covered by Toyota’s standard five-year/unlimited kilometre warranty, which is fine but is increasingly looking off-the-pace compared to a growing list of rivals with seven or more years of coverage.

On the plus side the bZ4X delivers on the promise of cheaper EV servicing, with intervals every 12 months or 15,000km (whichever comes first) with each visit capped at $190 for the first five years.