COVER New Toyota bZ4X vs Ioniq 5 & ID.4

MODELTESTED: Toyota bZ4X 160kWAWD Motion

PRICE: £50,180 POWERTRAIN: E-motor/75kWh battery, 215bhp

THE Toyota bZ4X is an all-electric crossover available with front or four-wheel drive. The former version has a little less power, but all models use the same battery pack. It’ s the AWD model we ’ re testing here, and in Motion trim it costs £50,180.

Design & engineering

THE bZ4X uses Toyota ’ s eTNGA platform. As is commonplace with many electric cars, its battery is placed structurally under the floor, which helps keep the centre of gravity low. This chassis is related to the platform that underpins the RAV4 and C-HR SUVs, so the bZ4X benefits from similar in-car tech and safety systems to those vehicles.

The battery is a 75kWh unit with a usable capacity of 71.4kWh. Choose a front-wheel-drive model, and there ’ s a single 201bhp electric motor that drives the front wheels, but the AWD model produces 215bhp in total from two electric motors, one on each axle.

Rapid charging is possible at 150kW, which isn ’t as fast as the Hyundai’ s up-to-350kW capability, but it’ s better than the 135kW that the Volkswagen supports. It means you can get an 80 per cent charge into the battery in 32 minutes. Fully charging at a home wallbox takes seven hours and 45 minutes.

Inside, the bZ4X matches the Hyundai for quality, if not flair. It doesn ’t have the futuristic design of the Ioniq 5 and feels slightly cramped, but it looks more traditional, it’ s easy to use the buttons and dials, and everything feels very well put together.

The only niggle we have is with the steering wheel position; it’ s set low, with dials above the rim rather than behind it. Those who have sampled Peugeot’ s i-Cockpit layout will find it familiar, but it’ s easier for a wider range of body types to get comfortable in the Toyota, even if those with longer legs might still find it a little odd. score 4.2

Running costs

3.4 miles/kWh (on test) £21 charge/£0 or 2% tax

Practicality

Boot (seats up/down) 452 litres/N/A

Performance

0-62mph/top speed 6.9 seconds/99mph

Details

There’s no rear wiper (top), instead the car’s aerodynamics keep the screen clear, and overall it works

Driving

THE eTNGA platform ’ s links to TNGA are really evident when you score 4.3 drive the bZ4X; it feels a lot like a fully electric version of a RAV4 in a many ways. That’ s a very good thing, because it retains the RAV4’ s composure over bumps, so the new EV is one of the most comfortable cars of its type. It’ s not by a huge margin, but the Toyota rides more smoothly than both of its rivals here for the most part. There ’ s still a slight firmness over roads with lots of smaller bumps, but it’ s impressive elsewhere, especially on the motorway.

It’ s also fun to drive on twisty roads. The steering has a well judged weight, while that relatively forgiving suspension doesn ’t produce too much body roll through the corners. The ID.4 GTX has sporty connotations, but even the VW isn ’t as controlled or fun as the bZ4X.

The Toyota ’ s performance isn ’t the best, although with 215bhp, it’ s still quick enough for most. It takes 6.9 seconds to get from 0-62mph, slower than the Hyundai but only a little behind the VW. All three are typical electric cars in that they feel initially super-quick, but the sense of acceleration tails off at higher speeds.

Toyota worked with Subaru on the car to add an off-road driving mode in this AWD model, but we

Toyota bZ4X

All-electric Toyota sets the template for a range of new models, and it’s an impressive first showing

Performance

While bZ4X isn’t as fast as rivals here, it still offers a rapid turn of pace

weren ’t able to try it this time. It’ s unlikely that this feature will be used much, given that the ground clearance isn ’t very high for a model pitched as an SUV. It’ s a similar story for its rivals here, too.

Wind and road noise are well suppressed at higher speeds, and the electric motor is as quiet as in the other models, so the Toyota maintains those typical EV traits of refinement and smoothness.

Practicality

ONE of the first things you might notice about the dashboard of the bZ4X is that there ’ s no glovebox at all. In fact, in our test car the user manual was simply placed in the small storage spot under the high-set centre console, because there ’ s no good place for it. It’ s a strange omission, but there are some other useful touches, such as a secure wireless phone charging spot, big door bins and a central cubby.

Given that the batteries are under the floor, rear-seat passengers will find that their legs are up in the air – the floor is really high. It’ s not the most comfortable position for a long trip, but there ’ s plenty of legroom and headroom in the new Toyota. The boot is 452 litres, which is the smallest of the three cars here, 91 litres behind the VW’ s 543-litre space. You can fold down the rear seats in the bZ4X, but they don ’t go completely flat. score 4.3

Ownership

TOYOTA’S reputation for reliability means we have high hopes for the bZ4X. After all, electric cars tend to be even more reliable than piston-powered ones. Even if things don ’t go to plan, Toyota ’ s warranty provides cover for up to 10 years if you have the car maintained at one of its dealers. Toyota came 10th in the 2022 Driver Power survey, so owners like the brand’ s cars, too.

Safety is strong as well, because all versions of the bZ4X come with a reversing camera, lane assist, traffic-sign recognition, auto high beams, adaptive cruise control, hill assist, LED lights, parking assist, tyre-pressure warnings, autonomous emergency braking (AEB) and seven airbags. score 4.7

Running costs

ALTHOUGH the Toyota has the smallest battery pack of the three cars here, so its overall range is lower, it matched both of the other models here for efficiency. Each of our three rivals returned 3.4 miles/kWh, which works out at 243 miles of range in the real world for the bZ4X, 263 miles for the Ioniq 5 and 262 miles for the ID.4.

The Toyota is more expensive to service than the Hyundai, but the residual values – partly because of that long warranty – are very strong and help to make up for that added cost. score 4.5

Testers’ notes

“Going by the bZ4X’s trip computer, the air-con has a big negative effect on the car’s efficiency, slashing up to 50 miles from the range on a hot day. ”

Alex Ingram

Chief reviewer

Boot space

Cargo capacity is a little smaller than rivals’ , but area is well shaped and has a usefully wide opening

MODELTESTED: Volkswagen ID.4 GTX

PRICE: £51,580 POWERTRAIN: 82kWh battery, 295bhp

THE Volkswagen ID.4 GTX is the top-spec version of the ID.4, and it starts from £51,580. That makes it the most expensive car here, while the model we tested had options to bring that price to £55,175; the Kings Red paint on its own adds £825.

Design & engineering

UNDER the beefed-up styling of the score 3.7 sportiest ID.4 model is the VW Group ’ s MEB architecture. As with the Hyundai, it’ s a platform that was designed specifically for electric cars from the outset. There ’ s a 77kWh battery under the floor, which provides a claimed range of 299 miles – although our real-world range of 262 miles means it matches the Hyundai in that area.

The GTX is lowered by 15mm when compared with the standard ID.4 and has an electronic differential lock to help with traction, too. There are drum brakes fitted at the rear, although performance is just fine; the regenerative effects of the electrical system mean you don ’t really need discs on the rear, and the fronts are strong enough.

At 2,224kg, the ID.4 is the heaviest model in this group – the Hyundai weighs 2,045kg and the Toyota 2,015kg. All are far heavier than their petrol equivalents because of the batteries on board, but even for an EV, the VW is on the heavy side. This means that it doesn ’t make best use of its powerful electric motor, which provides 295bhp and 460Nm of torque.

Charging takes about seven and a half hours from a home wallbox, or half an hour at a public rapid charger (to 80 per cent) that supports the VW’ s maximum 125kW charge rate. However, this is the slowest set-up of these three.

One of the biggest let-downs of the ID.4 GTX is the interior, which is dull to look at, uses lowerquality materials than the Toyota or Hyundai and has a frustrating infotainment set-up that looks a generation behind the others. The VW is also not as well equipped as its rivals; there ’ s no powered tailgate or blind-spot assist as standard, for example.

Driving

THE ID.4 meant to GTX has a badge that’ s be reminiscent of the score 3.8 brilliant Golf GTI, but it’ s really nothing like that car. There ’ s no more driving involvement to be found here than in any other version of the ID.4 – it’ s just a little bit faster. It feels more like a high trim level than a sporty version.

A chunky kerbweight means the GTX will never feel like a Golf GTI in corners, but the ID.4 isn ’t even as good to drive as the Toyota bZ4X. While body control is commendably taut, especially considering the car ’ s weight, the steering is numb and light, so it’ s not much fun.

The VW is comfortable, although again the Toyota just edges it in that area. The ID.4 is about the same as the Ioniq 5 over bumps, in that it’ s stable and settled on the motorway, but slower, bumpier roads are a weaker point.

There ’ s a 0-62mph time of 6.2 seconds, so the fun part of driving the GTX can be accelerating up to speed. However the Hyundai is even faster, taking 5.1 seconds to do the same. Since you rarely use all of

Running costs

3.4 miles/kWh (on test) £23 recharge/£0 or 2% tax

Practicality

Boot (seats up/down) 543/1,575 litres

Performance

0-62mph/top speed 5.1 seconds/114mph Top-spec model adds features such as a unique taillight design and black detailing

Volkswagen ID.4

Flagship GTX is pitched as a sporty SUV – can it live up to those claims and beat its rivals in the process?

Performance

Heavy kerbweight means ID.4 can’t make the most of its powerful electric motor

the performance offered by an electric car, even the Toyota ’ s 6.9-second time is quick enough for the VW not to feel significantly faster in normal driving.

Practicality

ALTHOUGH the driving experience is underwhelming, the ID.4 impresses score 4.5 with its space and practicality. The 543-litre boot is the biggest here, and while there ’ s quite a high loading lip, it’ s a very roomy and useful space. Fold the seats down and there ’ s 1,575 litres of capacity in total, which is actually a little behind the Hyundai’ s 1,587 litres, but is still a very strong figure.

The back doors open very wide, and when combined with accessible Isofix points and an SUV ride height, it makes it very easy to install a child seat. For older occupants, the rear seats are comfortable and have lots of leg and headroom.

There are vast door bins up front, while the floating centre console has space for two large cup-holders and a generous covered bin for hiding valuable items. The ID.4 feels more spacious than the Toyota because the centre console isn ’t as wide or high, but it’ s not as airy or futuristic as the Hyundai. The digital instruments adjust with the steering column, so they ’ re always in the right place – a clever touch.

Ownership

IT was a when it five-star result for the ID. was tested by Euro NCAP, 4 and score 4.1 the car earned particularly high scores in the Adult Protection and Safety Assist categories. Standard kit includes adaptive cruise control, lane-keep assist, a reversing camera and AEB, but you don ’t get blind-spot assist as standard as you do on the Toyota or Hyundai.

Volkswagen as a brand did relatively poorly in the 2022 Driver Power customer satisfaction survey, finishing in 18th place. Hyundai was 11th and Toyota was 10th, so the ownership experience is likely to be better with the other models. Plus the VW only has a three-year warranty, at least two years behind the others. We ’d expect reliability to be excellent in all three cars, though, because electric models have less to go wrong than combustion-powered cars.

Running costs

IN this summer test we saw per kWh from the ID.4 GTX, 3.4 miles which score 4.5 matched its rivals. However, it’ s worth noting that the last time we tested a GTX in colder conditions it returned 2.7mi/kWh. This shows how much difference the weather can make in running an electric car.

Likewise, we found that turning on the airconditioning in hot weather took away range, although the VW lost less than the Toyota, so it seems the ID.4 would be more efficient on a really hot day.

Interior

Red detailing hints at sporty overtones. Dials adjust with the steering wheel

Boot

Cargo area is the biggest here in five-seat mode, but Ioniq 5 is better with rear bench folded

Testers’ notes

“VW has consolidated the window switches on the driver’s door. You need to change their function by pressing the ‘rear’ switch behind them. ”

Alex Ingram

Chief reviewer

MODELTESTED:Hyundai Ioniq 5 77kWh UltimateAWD

PRICE: £50,450 POWERTRAIN: 77.4kWh battery, 321bhp

AUTO Express ’ s 2021 Car of the Year has been treated to some minor tweaks for 2022, with a slightly bigger battery and a rear camera with a feed to the rear-view mirror. The car in our pictures is a rear-wheel-drive model, but to match the other cars in the test, we ’ ve focused on the 77.4kWh Ultimate AWD here, which starts from £50,450.

Running costs

3.4 miles/kWh (on test) £22 recharge/£0 or 2% tax Pixels are a theme of the Ioniq 5’s design, from the lights to the energy gauge within its charging port

Design & engineering

THE Ioniq 5 was the first car to arrive using the Hyundai Group ’ s E-GMP platform, which is designed specifically for electric cars. This set-up positions the battery pack under the floor, like pretty much every purpose-built electric car. The packaging benefits of this layout are most obvious in the Ioniq 5.

Here we ’ re testing the AWD model, which has 321bhp from its two electric motors. That makes it the most powerful car of the three by a significant margin, even though it’ s not the most expensive model and isn ’t marketed as a sporty car, unlike the ID.4 GTX.

Recent updates see a new 77.4kWh battery added to the Ioniq 5, up from 73kWh in the first models. Official range doesn ’t increase by a huge amount, but there ’ s a useful 282 miles on the spec sheet.

The battery still uses an 800-volt electrical system that allows faster charging speeds than its rivals here. In the right conditions, this means you can top up the pack from 10-80 per cent in just 17 minutes. This ultra-fast charging is really useful for long trips, and as infrastructure catches up, it will help to future-proof the Hyundai. In comparison, the Toyota can charge at 150kW and the VW at 125kW.

The Hyundai’ s interior is excellent, and while it’ s not quite as dramatic as the exterior, it captures a similar futuristic look. There ’ s loads of open space that feels luxurious, the fit and finish are a match for the Toyota ’ s, and it’ s leagues ahead of the VW in terms of design and comfort. While many new cars sport dark-coloured interiors, the Ioniq is at its best in lighter shades, which are much more in keeping with the contemporary design. score 4.5

Practicality

Boot (seats up/down) 527/1,587 litres

Performance

0-62mph/top speed 5.1 seconds/114mph

Driving

ON the move, the Ioniq 5’ s focus comfort shines through. It’ s very on easy score 4.2 Our previous Car of the Year is still a strong contender that impresses with its tech, comfort and power Hyundai Ioniq 5 to drive and while it’ s not as sharp as its rivals in corners – it feels a little lazy through the turns and the steering is a bit Performance too light – the Hyundai is ideal for people Ioniq 5 is fast in a straight line, but is best suited who just want a comfy cruiser. to relaxed cruising most of the time

It’ s settled and composed at higher speeds, so motorway trips are great, but the large alloy wheels and high kerbweight are obvious over bumpier, slower sections, and the Hyundai isn ’t as settled as the Toyota, albeit only just behind.

Performance in this AWD version is very strong. The 0-62mph sprint takes just 5.1 seconds, which is more than a second faster than the ID.4 GTX and way ahead of the Toyota. The Ioniq 5’ s 321bhp output is more than most hot hatchbacks have; even at higher speeds, there ’ s enough mid-range power to overtake at a moment’ s notice.

The speed doesn ’t really suit the relaxed nature of the Ioniq 5, but it’ s good to know it has a lot 44 13 July 2022 www.autoexpress.co.uk

of power at your disposal to get away from junctions. As with its rivals, the Hyundai is ultra-quiet around town and even wind and road noise are hushed at higher speeds.

Practicality

THE Hyundai’ s clever all-electric architecture, which features a long score 4.3 wheelbase and batteries under the floor, means that there ’ s loads of space in the cabin. It’ s the roomiest car here for passengers, both in the front and the rear. The airy cabin has loads of foot space because there ’ s no large, bulky centre console as there is in the Toyota. However, there ’ s still plenty of interior storage.

The rear seats are comfortable and there ’ s more than enough head and legroom for adults; it’ s more spacious than some executive cars.

Total boot space demonstrates how roomy the back is – when you fold the seats down, there ’ s 1,587 litres in total, which is the most here (ahead of the VW, which has 1,575 litres). The boot is more than big enough with the seats up, though, because there ’ s 527 litres, although the ID.4 is actually larger in this configuration.

One criticism we had of the Ioniq 5 in the past is how dirty the rear screen can get, thanks to the lack of a windscreen wiper, limiting you view. But, order a car today, and you ’ll get a model fitted with a camera that feeds live images to the rear-view mirror.

Ownership

EURO NCAP awarded the Hyundai Ioniq 5 a maximum five-star score in its score 4.5 safety tests. It’ s helped by generous safety kit such as blind-spot monitoring and cameras, adaptive cruise control, AEB, parking sensors, LED lights and lane-keeping assist.

The Ioniq 5 also comes with a five-year warranty as standard, with no mileage limit. This isn ’t as long as the Toyota ’ s potential 10 years of cover, but the fact that there ’ s no mileage limit means it could be of interest to those who cover large distances.

Running costs

ALL three efficiency cars achieved in our test – a the same decent, but not score 4.7 stunning, 3.4 miles/kWh. While we haven ’t tried a new AWD Ioniq 5 with the latest 77.4kWh battery, both the RWD model in our pictures and the previous AWD version achieved this same figure when tested, so we ’ re confident the new model will be very close to this, if not the same. This means annual electricity costs are the same for all three, at about £988 a year to cover 12,000 miles.

Company car tax costs are also really similar, because all three are taxed at two per cent for Benefit-in-Kind, which works out about £400 a year for higher-rate taxpayers – very affordable indeed.

Interior

Cabin layout has a modern feel with lots of high-grade materials and user-friendly technology

Boot space

Decent boot is very practical, while Hyundai beats its rivals for capacity in two-seat mode

Testers’ notes

“Top-spec Ioniq 5s get ‘relaxation’ front seats. They can recline almost fully, giving a bed-like space in which to chill inside that vast cabin. ”

AlexAlex IngramIngram ChiefChief reviewerreviewer

Infotainment Which multimedia system is best for music, sat-nav & connectivity?

Toyota bZ4X

12.3-inch touchscreen

Volkswagen Hyundai ID.4 Ioniq 5

Key features: MyT smartphone app

Discover Pro Navigation

Key features: Wireless Apple CarPlay

12.3-inch touchscreen

Key features: 12.3-inch digital cluster

84 score 4.2 74 90

score 3.7

score 4.5

OUR Motion-spec bZ4X came with the larger of two screens. Lower-spec cars have an eight-inch unit, but this is the full 12.3-inch model. It sits high on the dash but is also integrated into the centre console, which is a nice touch. There ’ s a secure spot for your phone when it’ s charging using the wireless pad or plugged into the USB port for access to Android Auto or Apple CarPlay.

The screen is much more responsive and looks better than systems in past Toyota models. It’ s great to see progress in this area, but there ’ s still a little more lag when using the menus than in the Hyundai. The icons are big, though, so it’ s relatively easy to see what you ’ re doing, and the smartphone connectivity is well integrated. There are screens to assess your driving and electric power use, plus there are separate air-con controls (unlike in the VW) that are easy to operate. AT 12 inches, the ID.4 GTX’ s display is a touch smaller than its rivals. It comes with sat-nav, smartphone connectivity and online services. The system controls the air- con too, and because you have to look away from the road to work this, it’ s frustrating. Even using the touch- sensitive buttons below the screen to adjust the volume and temperature are a chore, because they ’ re unresponsive to quick movements and need a steady hand, which isn ’t easy on bumpy UK roads. The buttons on the steering wheel aren ’t as easy to use as the Hyundai’ s, either.

There ’ s also a 5.3-inch digital dash behind the wheel, which looks tiny when compared with the 12.3-inch display in the Hyundai. Even the Toyota ’ s screen is more impressive. Wireless Apple CarPlay and Android Auto are useful features, and there ’ s wireless charging as well – so using your smartphone is easy here. THE Hyundai uses two 12.3-inch screens: one is located behind the wheel with driving data, and the other is a touchscreen for sat-nav and everything else. Below that is a panel that gives quick access to air-con controls and a volume knob, which is a piece of cake to use. The Hyundai has the best infotainment set-up of the three cars here, but also one of the best systems in any new car overall.

Android Auto, Apple CarPlay and wireless phone charging feature, plus the sat-nav is well integrated and includes everything to help run an electric car smoothly, such as charging stations and a visual range readout. The smartphone link works very well, too; the screen is sharp, modern and responds quickly. The menus are pleasant to use, look modern and are intuitive as well, while the digital dash is far better than its rivals ’ – it has space for all information to be displayed clearly.

Screen 12.3-inch set-up is the same size as the Hyundai’s, but the resolution looks even sharper. It’s not quite as responsive, but loading times are rapid Display VW’s screen looks sharp, but it’s not as responsive as the Hyundai’s.There are too many functions that it controls –adjusting the temperature is very fiddly Clear Large screen has a slick user interface that’s easy to figure out.The map display is functional rather than stunning, but the on-screen keys are large and simple to use

FOR AND AGAINST FOR AND AGAINST FOR AND AGAINST

Smartphone link works really well, screen looks smart Wireless smartphone link, sharp screen, plenty of features Lots of features, smart graphics, responsive screen