Toyota BZ4X vs BYD Sealion 8

What's the difference?

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.

There’s no denying the value the BYD Sealion 8 Premium offers as it packs a lot in for the price. Its efficiency and inoffensive looks add up to a good package and reflect what it does well. That said, the underwhelming driving experience and clunky media system are noticeable. Whether they're deal breakers is up to you.

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.

The Sealion 8 is a big unit, and its design leans more towards soft and rounded than sharp. There’s a sense of restraint with its pillowy panels, smooth curves and flush door handles all contributing to a clean, almost clinical look.

The 21-inch wheels add a bit of presence, as does the full-width LED light bar with its braided design. But overall, it doesn’t try too hard to stand out. It’s inoffensive - clean and easy on the eye, but it stops short of having any sense of identity.

Inside, the cabin carries that same restrained approach. There’s black leather upholstery, some interesting geometric detailing through the panels and speaker grilles and a generous use of soft-touch materials throughout.

The large displays and panoramic sunroof help lift the space, giving it a premium feel, but more importantly, it’s just a comfortable, easy place to spend time. Which, for a family SUV, arguably matters more than anything else.

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.

Up front, storage and general usability are well thought out. There’s a handy shelf tucked underneath the centre console with two USB-C ports, while a tray above houses the fast wireless charging pad. You also get a sunglasses holder, two cupholders and decent-sized bottle holders in the doors, so it’s easy to keep things organised.

Seat comfort is a highlight, and the overall layout is clean and easy to live with, but the same can’t be said for the multimedia system. While the graphics are sharp and the touchscreen is responsive, functionality isn’t always its strong suit. Wireless Apple CarPlay and Android Auto are included, but CarPlay required reconnecting on every drive during testing and the digital radio and phone calls experienced noticeable signal dropouts. It’s the kind of friction that chips away at the day-to-day experience and starts to feel out of step with how polished the rest of the cabin is.

There’s also a heavy reliance on the screen for core functions. Climate control is integrated, which is fairly standard, but so too are things like headlight controls. It might suit those who are used to navigating everything through a screen, but needing to dig through menus to adjust something like auto high beam on the move feels like a step too far. Bring back buttons.

The second row is where the Sealion 8 really leans into its family-friendly brief. Space is generous, with enough width to comfortably accommodate three adults and the flat floor helps here too. There are three top tether points and two ISOFIX mounts, while charging is covered by a USB-A and USB-C port.

Amenities are a standout. The outboard seats mirror the front with heating, ventilation and massage functions, which quickly become a favourite, alongside dedicated climate controls, roof-mounted air vents and multiple cupholders. A set of sunshades would round things out nicely, but it’s otherwise a very accommodating space.

Access to the third row is less impressive. The manual slide and tilt mechanism feels a little heavy and fiddly to operate and the space itself is best reserved for kids. In practice, that means younger passengers will likely take the path of least resistance, as mine did and simply climb over the second row instead.

Amenities are fairly basic, with directional air vents and cupholders, but there’s no charging provision back there. You do, however, get two top tether points and ISOFIX mounts, which will be a plus for larger families.

Around the back, the boot is a practical, usable space with a wide opening and flat loading floor. With all three rows in place, there’s 270L on offer, which is enough for a few school bags or a grocery run, expanding to 960L with the third row folded. There’s no spare tyre, just a repair kit, which may be a consideration for regional drivers. A 12-volt socket and powered tailgate round things out in this grade.

The BYD Sealion 8 range is relatively straightforward, with two grades on offer and the base variant available with a choice of two drivetrains. For this review, we’re in the flagship Premium AWD, which is priced from $70,990 before on-road costs.

It lines up against the Chery Tiggo 9 Super Hybrid at $65,430 driveaway, the Kia Sorento GT-Line PHEV from $71,130 before on-roads, and the Mazda CX-80 P50e Azami, which stretches up to $87,950 before on-road costs.

On paper, the Sealion 8 Premium doesn’t quite undercut the Chery on price or match its claimed 170km (NEDC) electric-only range, but it’s not far off, with a still-impressive 152km (NEDC). And when you look at the broader package, it starts to make a fairly strong value argument, particularly against its other key rivals.

The 'Premium' badge isn’t just for show, either. Equipment is generous, with highlights including a fixed panoramic sunroof with an electric sunshade, leather-appointed upholstery, a heated steering wheel, and heated, ventilated and massaging seats not just in the front, but for the outboard seats in the second row as well - a feature that hasn’t gone unnoticed by my nine-year old.

Technology is a clear focus. There’s a 10.25-inch digital instrument cluster, a large 15.6-inch touchscreen multimedia system and a 26-inch augmented reality head-up display, alongside wireless Apple CarPlay and Android Auto, a 50W wireless charging pad and a 21-speaker DiSound audio system. BYD also includes 2GB of data per month for the first two years to support its 4G connectivity and over-the-air updates.

Practical touches round things out, with keyless entry and start, NFC card access and a digital key via the BYD app, a powered tailgate, vehicle-to-load (V2L) capability, rain-sensing wipers, sound insulation for the front doors and windscreen and three-zone climate control.

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.

The BYD Sealion 8 Premium is all-wheel drive and pairs a 1.5-litre, four-cylinder, turbo-petrol engine with two electric motors, one on each axle. Combined outputs sit at a hefty 359kW and 675Nm, which comfortably out-muscles its key rivals.

Those figures do drop back to a more modest 110kW and 220Nm when running on the petrol engine alone.

Performance is strong for a large family SUV, with a claimed 0-100km/h sprint time of 4.9 seconds. You can toggle between pure EV and hybrid modes depending on the drive, which adds a layer of flexibility that suits short daily trips and longer highway runs.

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.

Charging is handled via a Type 2 CCS port, with support for up to 11kW on AC and up to 74kW on a DC fast charger. BYD claims a 30 to 80 per cent recharge can be done in as little as 20 minutes under ideal conditions.

The 35.6kWh lithium iron phosphate (LFP) battery is a standout, delivering a claimed electric-only driving range of 152km on the NEDC cycle. That figure is on the optimistic side compared to WLTP testing, but even with that in mind, it remains an impressive number for a plug-in hybrid of this size.

With a full battery, the combined fuel consumption is rated at just 1.0L/100km, translating to a theoretical driving range of over 1000km. Real-world results will vary depending on how often you’re able to charge and the type of driving you’re doing, but after a week that included a fair stretch of highway driving, my trip computer was showing 6.3L/100km. Overall, it’s a solid result, particularly for something with this level of performance.

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.

On-road performance is where things become a bit of a mixed bag. There’s no denying the Sealion 8 Premium is quick and it leans more heavily into its EV character than many large plug-in hybrids. It’s quiet in hybrid mode and responsive off the mark, which makes it easy to keep pace in traffic and overtake when needed. For something of its size, it also does a good job of masking its weight on the move.

Regenerative braking is offered in two levels, but even the stronger setting feels fairly mild. The upside is smoother low-speed driving, with none of the abruptness you sometimes get in hybrids, and it does still recover a decent amount of energy, particularly on longer descents.

Where it falls short is in its overall dynamics. The steering and suspension are tuned for comfort, which results in a soft, slightly floaty feel on the road. It’s not unpleasant and around town it actually suits the car’s brief, but there’s a noticeable lack of feedback and control if you’re expecting something more composed.

Visibility and driver positioning also take some getting used to. The forward view is decent, but the pillars are quite thick and it can be difficult to find a driving position that doesn’t feel a little enclosed.

Judging the edges of the car isn’t always intuitive, and while the 360-degree camera is clear, its perspective can feel slightly off. Objects tend to appear much farther away than they are, which isn’t the most reassuring combination when you’re trying to manoeuvre in tighter spaces.

The BYD Sealion 8 is yet to be tested by ANCAP and therefore remains unrated at this stage. That said, it comes equipped with a comprehensive suite of safety features, along with nine airbags including side chest airbags for the front and second rows.

Standard equipment includes seatbelt reminders for all seating positions, front and rear parking sensors, driver attention monitoring and alert, tyre pressure monitoring, traffic sign recognition and autonomous emergency braking. It also features front and rear collision warning, blind-spot monitoring, rear and front cross-traffic alert and side exit assist.

On the road, however, some of the active safety systems are less polished in execution. The adaptive cruise control can feel abrupt when slowing down and slow to regain speed, while the steering assist can be overly reactive through corners. Lane keeping also lacks consistency, with the system not always engaging as expected.

For families, child seat provision is strong, with four ISOFIX anchor points and five top tether mounts across the cabin, along with child presence detection.

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.

BYD offers the Sealion 8 with a six-year/150,000km warranty and an eight-year or up to 160,000km battery warranty. Both terms are competitive for its class.

Service is recommended every 12 months/20,000km with each workshop visit averaging a solid $596 for the first five years (year four is $1360). Accessing a BYD service centre is fairly easy as there are around 70 centres nationwide now.

BYD recommends premium unleaded petrol (95RON) to be used for the Sealion 8.