Toyota BZ4X vs Audi Q7

What's the difference?

When the bZ4X first launched it was already late to the game and blended into the background too much. However, this update has dramatically improved its appeal.

Despite this, the electric mid-size SUV segment is incredibly fierce and it’s hard to not get caught up in glitzier rivals like the BYD Sealion 7, Tesla Model Y and Zeekr 7X.

It’ll be interesting to see whether the Australian public reacts to this update and if it draws in more punters.

Overall, changes to the Q7 aren’t quite revolutionary, but that’s okay because it was already a fantastic large SUV.

The fact Audi has kept the price around the same mark and introduced a cheaper entry-grade should be welcome news for prospective buyers.

But even the existing variants are capable and impressive family haulers… and now they’re just that little bit better.

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

The exterior design of the bZ4X never really blew me away. It’s just sensible and not too out there. In saying that though, being sensible is no bad thing and can be seen as a positive for some buyers.

This facelift has brought Toyota’s new corporate look, including the hammerhead shark-like LED lighting signature. It already features on models like the C-HR, Camry and RAV4. In fact this update has made the bZ4X look more like an electric RAV4 than ever before.

I like the C-shaped daytime running lights but I’m not a fan of how the main headlight section is now separate. I prefer how they looked before.

The black wheel arch cladding is now also glossy and not matte. Sure, this looks great right now, but it likely won’t be long until it unfortunately gets scratched.

Inside, if you covered up the Toyota badge you could likely fool me into thinking this is a Lexus. The new 14.0-inch touchscreen is virtually identical to the one in models like the Lexus NX, RX and GX.

There are also plenty of premium-feeling soft-touch materials around the cabin. I’m not a huge fan of the grey and white two-tone interior, at least from a family-friendly standpoint, but thankfully you can get an all-black interior instead.

Another major design change with the interior is the new centre console. It now features two wireless chargers and a revised button layout. I particularly like it because it’s no longer covered in glossy piano black.

The phrase ‘evolution not revolution’ is applicable here, cliche as it is, with the Q7 having been given a Botox-style lift at the front end.

The standard matrix LED headlights have a higher lighting signature than before, with the lighting elements leading into the lines down the shoulder of the SUV.

The grille now features a hexagonal honeycomb insert, the vertical line styling is now a thing of the past and the functional side vents are a little more aggro.

Overall, it’s a sharper look that brings the Q7 up to date with Audi’s current design language, down to the more angular wheel choices.

At the rear, the new tail-lights are ‘joined’ via a chrome strip spanning the rear, and the lower bumper (with real exhaust exits) has had a refresh.

Audi’s new CI badging (or ‘corporate identity’, pretty sexy stuff) is also present, which includes a new typeface for the ‘Q7’ badge at the rear, which is no longer italicised and is separate from the red ‘S line’ rhombus.

The four rings badge is also flatter and is white with black outlines, rather than a three-dimensional chrome badge.

Inside, the changes are more than skin-deep. In fact, the skin is the same, you’d be hard pressed to notice anything different about the Q7’s interior between pre- and post-facelift without diving into the electronics.

The front seats in the bZ4X are deliciously comfortable and supportive. They make long trips a breeze, plus the ventilation that’s standard on the AWD trim works well in the heat.

Despite this, I’m still not a huge fan of the driving position. You need to look over the steering wheel in order to view the almost windscreen-mounted digital instrument cluster. It’s a similar set-up to what Peugeot employs and is intended to reduce the amount you need to stray your eyes from the road.

I appreciate this but it just doesn’t work for everyone. Personally I need to jack the seat up more than I’d like in order to see the screen fully. When I do this my knees get in the way of the steering wheel no matter how I position it, which isn’t ideal.

The set-up in the related Solterra is a little better as it has a squared-off steering wheel instead of a traditional round steering wheel.

Going back to the digital instrument cluster, the content display on this is still rather limited. Thankfully, critical information like your current speed is displayed clearly, but having added customisation through more informative displays to toggle through or more themes would be a nice extra touch.

Moving across the larger touchscreen multimedia system is a welcome addition, but I didn’t think there was anything wrong with the old one. The user interface is still basic in a good way, meaning it’s hard to get lost.

A difference is the climate control features are now fully integrated into the touchscreen, save two physical dials that change the dual-zone climate control temperature.

While this means you need to press on the touchscreen to change certain climate control-related features now, a lot of these in the pre-update were touch-sensitive buttons on a panel under the touchscreen. Really, it makes no difference.

Wireless Apple CarPlay and Android Auto are still standard and work flawlessly with my iPhone 15 Pro Max. There are now also two wireless chargers, which is great if you want to charge your phone and your passenger’s phone.

However, they don’t work properly as they don’t offer any ventilation. They regularly make my phone overheat and stop charging, even on shorter trips. If you want to reliably top your phone’s battery up, it’s best to just plug into a USB port with a cable.

Looking elsewhere around the cabin, there is an adequate amount of storage, though some more would be nice. There are two decently sized cupholders, a small shelf under the centre console and a side-hinging centre console box. Like the pre-update version, there is still no proper glove box.

In the second row there’s plenty of legroom available for adults behind adults, though due to the placement of the high-voltage battery this leaves you with a knees-up feeling. This is common in a number of EVs, even some that are based on dedicated electric architectures, like the bZ4X.

Headroom also isn’t fantastic as the roof starts to taper back where your head is located. You wouldn’t want to be much taller than 180-odd centimetres back there. It’s also made worse when you recline the seat backrest.

Second-row amenities include air vents, heated outboard rear seats, USB-C ports, seatback map pockets, as well as a fold-down armrest with some cupholders and a tablet holder.

At the back there is a hands-free power tailgate which is rather slow to open and close and makes plenty of beeping while doing so. It's a classic Toyota on this front.

The bZ4X AWD offers 410L of boot space with the rear seats upright which is slightly less than the 2WD due to the added rear electric motor.

It’s a decent space but doesn’t stand out from the crowd. There’s some extra underfloor storage which is large enough to fit some cables and that’s about it. Unfortunately there’s no front boot.

Boot-related amenities include a cargo blind, a variety of hooks, as well as vehicle-to-load (V2L) capability using 220V/1500W AC inverter and a single household power socket. The latter allows you to power household appliances using the vehicle’s high-voltage battery.

Disappointingly there is no spare wheel, but this isn’t uncommon for EVs. You have to make do with a tyre repair kit, which is fine if you have a small air leak but pointless if you have a proper puncture.

Audi has changed the layout and added new apps in the main 10.1-inch multimedia touchscreen, though fortunately it still has shortcuts to all the Big Dogs in terms of functions: media, navigation, phone, etc.

On top of that, everything is still in big, easy-to-see (and press) blocky buttons on the main screen.

The 8.6-inch screen below also still has climate controls readily available, and there are still physical buttons for a bunch of functions including drive modes.

The wide 12.3-inch driver display also remains familiar, though now has a higher resolution and more functionality in terms of on-road help and safety - which we’ll come to later in this review.

Aside from the tech, ‘spacious’ is an understatement when it comes to the big Audi’s cabin. In the front seats especially, the Q7’s central tunnel and dashboard are easy to reach without feeling like an enclosure as they wrap around the front passengers.

However, if I had to level one criticism at the usefulness of the Q7’s front row, it would be that despite there being physically plenty of room, storage is at a premium. 

For something this big, there aren’t many places to put items that aren’t your phone or a drink. 

There are door card holders for bigger bottles, some space for small items, and the cupholders of course, but the space under the central armrest including the phone charger is stingy.

Fortunately, the second row is not lacking space and is modular in its adjustability. Occupants can move seats, adjust their angle, and even sort out the middle seat separately. 

Depending on how high up the variant chain you go, separate climate controls for the middle row and the panoramic sunroof help create a comfortable and roomy feeling.

The second row can also be tucked up behind the front row for easier access to the third row, which (if the second row is slid forward a tad) is just spacious enough for an average adult to be relatively comfortable for a short trip. 

The third row seats are able to be folded or raised with switches that are accessible from the side doors or the (electric) tailgate, where there’s also a switch to lower or raise the rear suspension by 55mm to aid loading.

On that, the Q7 has a claimed luggage capacity of roughly 295L with all seats up, 780L with the third row folded down and 1908L with the second row lowered.

Four variants are available in the Audi Q7 line-up, excluding the performance-bent SQ7. Well, at the time of the launch event, one of those four is yet to arrive, that being the new entry-grade Q7 45 TFSI which starts from $108,815, before on-road costs. TFSI being ‘Turbo Fuel Stratified Injection’ or Audi-speak for ‘turbo-petrol’.

It’s joined by a diesel-powered 45 TDI which starts from $117,284, before on-roads. But ‘entry-grade’ for the Q7 doesn’t mean skint on goodies, both coming in with standard gear like leather-appointed upholstery with heated electrically adjustable front seats, an electric folding third row, wireless phone charging, screens and tech galore, matrix LED headlights, 20-inch wheels, adaptive air suspension, and a slew of safety features including some new stuff, but we’ll get to that later.

The matrix LEDs are one of the main new bits of kit, though a daytime drive route meant not getting to put those to use. They’re pretty, though…

The 45 grades can be upgraded with the $3900 'Premium Package' to add 21-inch alloys, four-zone climate control, black exterior styling and coloured interior ambient lighting.

Stepping up from the 45s are the 50 TDI S line and 55 TFSI S line, which together at $136,815 each form the next rung up from entry.

They’ve got 21-inch wheels and an S line exterior pack along with tinted privacy glass to tell them apart from the entry 45s from the outside, but inside there’s four-zone climate control, ambient lighting, a Bang & Olufsen sound system, a head-up display and proper leather upholstery for the seats.

Australian 50 TDIs and 55 TFSIs come standard with an S line interior pack that includes sports seats, leather steering wheel and shifter, aluminium inlays and door trim, plus black headlining and floor mats with contrast stitching.

There are two option packs at this level: the $4200 'Luxury Seat Package' adds S sports seats that feature an integrated headrest, Valcona leather with diamond stitching, ventilation for the front seats and heating for the second row’s outboard seats.

Then there’s a 'Premium Plus Package' for $5500 which brings 22-inch alloys, sport-tuned adaptive air suspension, dynamic all-wheel steering, a black exterior styling pack and power-assisted closing doors.

Given the update is all up relatively minor, prospective buyers will be pleased to know the same can be said for the pricing changes - even a year ago, the prices for the Q7 variants that were on sale at the time were within a couple of thousand dollars of where they are now.

While there have been a number of spec changes or additions with this update, even more tweaks have happened under the skin.

All versions of the bZ4X now make more power and torque. The AWD’s dual electric motor set-up now has a total system output of 252kW (+92kW) and 438Nm (+101Nm).

Like the pre-update version, the bZ4X AWD offers 'X-Mode' off-road drive modes, crawl control, as well as downhill assist control. However with 20-inch alloy wheels as standard, I doubt these will be taken off the beaten track very often, if at all.

The four drivetrain options for the Q7 line-up are split between the two ‘grades’, with the 45 TFSI and TDI powering the 'entry-level' cars and the 50 TDI and 55 TFSI as the feature-packed variants.

The most affordable option is the 45 TFSI, which runs a 2.0-litre, four-cylinder, turbo-petrol engine making 185kW and 370Nm.

Like all variants in the Q7 range, the 45 TFSI engine powers all four wheels via an eight-speed automatic transmission. Audi claims the 45 TFSI will hit 100km/h in 7.3 seconds, if that’s your thing when it comes to three-row SUVs.

The rest of the line-up is powered by different versions of the brand’s 3.0-litre V6, all turbocharged, and all with 48-volt ‘mild hybrid’ (MHEV) tech aiming to increase efficiency.

The 45 TDI is, of course, a turbo-diesel 3.0-litre V6 that makes 170kW and 500Nm, also sending power and torque to all four wheels via the same style transmission. Audi says this one knocks over 100km/h in 7.1 seconds.

Similarly, but with more power and torque, the 50 TDI is also powered by a turbo-diesel unit as the name suggests. This one puts out 210kW and 600Nm, making it likely the best choice for towing and such even though all V6 variants boast a 3500kg braked towing capacity. The 50 TDI’s figure to hit 100km/h is a claimed 5.9 seconds.

Finally, the 55 TFSI makes 250kW and 500Nm, and boasts a 5.9-second claimed 0-100km/h time.

Another big under-the-skin change with this update is Toyota has fitted the bZ4X line-up with a larger 74.7kWh lithium-ion battery pack.

As a result this EV has more range. The AWD now offers up to 517km of WLTP claimed range (up from 411km) with an official energy consumption figure of 16.0kWh/100km.

During my largely urban testing over the Christmas break I saw an average energy consumption of 14.4kWh/100km. In fact, on one particular trip into the city with minimal traffic I saw an average energy consumption of 10.5kWh/100km. This is incredibly low for an all-wheel drive EV and almost Tesla-like.

Using my as-tested energy consumption figure, the bZ4X AWD has a theoretical total range of 518km.

The Type 2/CCS combination charge port remains on the left-hand front wheel arch which is fine because it’s kerbside, but at some public charging stations it can be hard to connect the cable without having it run up against the front bumper.

Speaking of charging, the maximum AC charging rate has now been upped all the way from 11kW to 22kW, which is a fantastic update. This now allows for a 10 to 100 per cent charge in 3.5 hours.

While peak DC fast-charging unfortunately is still capped at 150kW, Toyota claims it can remain at a higher charge rate for longer now thanks to reworked battery thermal technology.

A fast charge from 10 to 80 per cent is now meant to take 45 minutes. It would be good to see quicker charging because many of this car’s rivals are faster and this can make a world of a difference during long road trips.

As you might expect, diesel versions of the Audi Q7 are claimed to use less fuel than their petrol counterparts, so let’s start with those. 

The 45 TDI boasts a claimed 7.0L/100km consumption figure, while the 50 TDI is a little higher at 7.1 litres. Both have 75-litre fuel tanks, and should therefore theoretically get more than 1000km out of a fill.

On to the petrol models, the four-cylinder TFSI 45 has a claimed 9.3L/100km efficiency figure and the V6 TFSI 55's number is 9.0L/100km.

Given the nature of the driving and groups sharing cars during the launch event, we’ll wait until we’re next in a Q7 for a longer time before doing our own efficiency test.

The bZ4X AWD was never a slow car to begin with but the added oomph is welcome.

While it's not overtly noticeable in everyday driving, when you mash the throttle at the lights you're pinned back in the seat a lot more than before.

Despite this, it still doesn’t feel like this car wants to be driven quickly. If you drive with a docile right foot, the bZ4X is a supremely comfortable vehicle that’s relaxing and easy to drive.

There are a number of regenerative braking modes to select from by using the steering wheel-mounted paddle shifters, but none of them offer a one-pedal driving mode. This means you need to use the brake pedal to come to a complete stop.

As a result, this car’s driving experience is more like a combustion or hybrid vehicle, like the RAV4. This can make the transition to an EV easier if you’ve never driven one before.

The steering feel in the bZ4X has a noticeable weight and heft to it which feels nice when you’re zipping around on urban streets. It also feels like the steering wheel is actually connected to the wheels rather than the overly assisted and light steering systems in some of its rivals.

Where the added steering heft can feel a touch annoying is when you’re doing a tight parking manoeuvre. This car is longer than you think, meaning you may need to do three-point turns more often.

Speaking of parking, the bZ4X’s surround-view camera system is detailed and high-resolution, which is a great peace of mind. The semi-autonomous park assist is also fantastic as it can detect and park the vehicle within painted lines, rather than just slot it between two parked vehicles.

Adding to the comfort factor is this car’s ride, which is a major highlight. Despite the large 20-inch alloy wheels, the suspension does a great job at softening bigger bumps and small road imperfections.

There is little that upsets the interior ambience in this car, making it a serene place to be regardless of where you’re travelling. For an EV you’d expect more tyre and wind noise given there’s no engine to drown the noise out, but Toyota has seemingly done a great job of insulating the cabin and choosing suitable tyres.

Aside from the mild-hybrid now standard on the Q7’s V6 models, there’s not a whole lot to report on in terms of new tricks or surprises from behind the wheel.

But that’s okay, because it means the Q7 remains a supremely comfortable and capable large SUV.

Our test route consisted of plenty of rural driving, with a combination of surfaces that would in some family haulers see the suspension and maybe even steering show cracks in their ability - but the Q7 remains composed.

Given its weight and size, it can feel a little hefty around sharper corners, but the Q7 in these variants (i.e, not its performance-focused SQ7 sibling) isn’t built to be hustled like that.

It feels like the kind of air-suspended loungeroom-on-wheels that would be at home barreling down the autobahn at 180km/h and being completely undramatic about it.

Still, this model shares some moving parts underneath with the likes of the extremely capable Porsche Cayenne, and while the Q7 isn’t quite a giant hot hatch, the sound foundations shine through dynamically.

Of course, when it comes to powertrains, there isn’t really a wrong answer, each engine fits a purpose.

If you’ll ever need to tow (and you can at up to 3500kg braked), the low-down steady urge of the 50 TDI is probably your best bet, but even the 45 TDI is a solid choice for long-range motoring.

The petrol models will better suit those in city situations, and while they never feel truly urgent, the 55 TFSI isn’t without some impressive push for something of this size.

The Q7 is a maximum five-star car according to ANCAP, but the list of safety features is dozens long. 

The highlights include adaptive cruise assist, lane assist and side assist, surround view cameras and new traffic sign recognition plus warnings for approaching cyclists and the like.

In fact, Audi claims there are more than 30 active safety features, and almost all of them are standard across the range. The only one that isn’t is 'Parking Assist' with 'Park System Plus', as Audi calls it - the base 45 TFSI is only equipped with Park System Plus and not Park Assist.

Basically, the 45 TFSI can’t take over the task of parking itself, while the others can.

It’s all handled through radars, cameras, and sensors and when you’re on the road functionality is relatively unobtrusive which is a plus!

For reference, the Q7 has eight airbags including dual-frontal, side-chest airbags for front and second row outboard passengers, plus side head-protecting or curtain airbags for both rows.

On top of that, there are ISOFIX points not only in the second row, but also in the third, totalling five spots all up.

As standard there is a five-year, unlimited-kilometre warranty which is fine but does not stand out for the segment anymore.

However, if you service at one of Toyota’s 260+ dealers around Australia when required, warranty coverage for the high-voltage battery can be extended all the way out to 10 years.

Logbook servicing is required every 12 months or 15,000km, whichever comes first, and the first five services are capped at $180 each. While the pricing in classic Toyota fashion is competitive, the 12 month intervals aren’t (in the EV space). The standard is now closer to 24 months.

As part of the ownership package owners get Mode 2 and Mode 3 charging cables. The 'Toyota Go' loyalty programs also allows for the choice of a complimentary 7.0kW home charger or 12-month Chargefox subscription.

Audi’s five-year/unlimited kilometre warranty is pretty standard for a premium brand, but five years of free roadside assist and the ability to add a package to extend the warranty both add a little extra to the deal.

For the Q7, a five-year servicing plan is $3820, while the $4370 'Audi Advantage' plan adds two years to the warranty, two more services, and two more years' roadside assist.