GAC Toyota put this one on sale back in March 2025, and the launch got messy in a good way. Ten thousand or so orders landed in the first hour and the ordering site simply gave up. At home the car wears a Bozhi 3X badge, which reads as something close to “Platinum 3X” — everywhere else it’s just bZ3X. Think five seats, one motor on the front axle, and a body that parks about as easily as a RAV4. Then look at the 2025 tally in China, a shade over 69,000 units, which for a joint-venture EV nobody was predicting.

Exterior

Nothing shouty about the shape, and that reads as deliberate. Just under 4.6 m nose to tail, 2,765 mm between the axles, and depending on trim you’re looking at 1,850 to 1,875 mm across with about 1,645 mm of height. Aero came out at 0.27 Cd, low enough that it stays quiet at motorway pace. The face splits the lamps, then throws a thin crystal light bar the whole width of the car — 112 LEDs in there, with eight animations for unlocking, waking up, charging, or helping you find it in a car park. Gimmicky? A bit. Buyers keep asking for it anyway.

Walk down the side and you’ll spot flush handles beside dark mirror caps, plus side skirts and some cladding over the arches. The roof holds its height right to the tailgate, which is exactly why nobody in the back row complains. Above your head there’s 1.14 m² of fixed glass under a powered shade. The tailgate opens on a motor, and a small BEV badge hides low in the right corner. Seven paints, and the odd ones are worth naming — Sky Pink and Cyber Gold sit next to the safer Sky White, Pure Snow White, Far Mountain Grey, Bright Moon Silver and Vast Black. Rubber starts at 215/55 on 18-inch rims, while the top car goes to 225/45 on 19s. Charge flap? Right front wing.

Interior

Anyone still picturing a plain old Toyota gets caught out by the Toyota bZ3X cabin. Nearly every function has moved into a 14.6-inch floating touchscreen; behind the two-spoke wheel there’s an 8.8-inch cluster, and a Snapdragon 8155 chip with 12 GB of RAM stops the whole thing lagging. Voice recognition works in four separate zones. AR navigation, OTA updates, a digital key — all in there — and it’ll take HiCar, CarPlay or CarLife, so hook up your phone however suits. Physical switchgear? The windows, a couple of controls on the wheel. That’s roughly it.

Space is the real argument for the car. Knee room in the back gets quoted at 984 mm with 1,215 mm of headroom under the glass, and the rear backrest splits 60/40 while reclining through something like 20 degrees — 117 to 137, depending which way you prefer to read it. Floor is flat, so nobody straddles a tunnel, and the boot swallows 427 litres. Wireless charging arrives as a pair of 50 W pads up front, plus there’s USB-C at both ends of the cabin. Climb the trims and you pick up heated, ventilated front seats with memory, an eleven-speaker Yamaha rig, ambient light in 32 colours and fold-out tables for whoever’s sitting in the back. Trim material is soft, plant-based and deliberately low-odour — sounds like marketing until you open a car that has been baking on a quay for a fortnight.

Powertrain and Chassis

One permanent-magnet motor, front axle, and that’s your only layout — no all-wheel drive anywhere in the range. You either get 150 kW with 200 Nm, which is 204 PS in old money, or the long-range car’s 165 kW and 210 Nm at 224 PS. Top speed reads 160 km/h, but the number you actually feel is the 3.7 seconds it needs to reach 50 km/h off a set of lights.

Battery chemistry stays LFP throughout. Three packs — 50.03, 58.37 and 67.92 kWh — which the CLTC cycle turns into 430, 520 and 610 km. Plug into DC and 30 to 80 percent takes something like 24 minutes. At home you’re capped by a 6.6 kW onboard charger, so an overnight fill of maybe ten hours. V2L comes standard across the board, 3.3 kW on the earlier builds and up to 6 kW once the 2026 China cars arrived, which is plenty for power tools or a kettle at a campsite.

Underneath, the Toyota bZ3X borrows GAC’s AEP 3.0 electric platform. Struts and an anti-roll bar in front, torsion beam behind, roughly 142 mm of ground clearance, and a turning circle of 5.6 to 5.8 m that makes multi-storey car parks painless. Discs are vented up front and solid at the back. GAC Toyota then went and welded in four extra crossmembers plus 5 mm of side buffer around the pack, about 22 kg of added metal, because Toyota’s internal crash targets run stricter than the local ones. Driver assistance depends on trim: lidar cars run Momenta 5.0 on an Nvidia Orin X chip, 254 TOPS across 27 sensors, and their navigate-on-autopilot doesn’t need HD maps to function. Base cars make do with Toyota Pilot. C-NCAP scored the 520 Pro+ at 83.8 percent overall back in 2024. Every version also keeps an emergency cut-off that kills drive while leaving steering and brakes live.

FAQ

Is the Toyota bZ3X a pure EV, or will there be a hybrid? Pure EV, and there’s not much more to say about it. Battery, motor, no engine hiding anywhere. Nobody has announced a REEV variant, a plug-in hybrid or a petrol car on this platform. That keeps your side simple: no fuel system to service, and at customs you’re declaring a battery vehicle, full stop.

How far does it go, and how long does charging take? Comes down to which battery you order. CLTC says 430, 520 or 610 km, and honest mixed driving tends to land 15 to 25 percent under that. On a DC charger, reckon 24 minutes to climb from 30 up to 80 percent. At home the 6.6 kW AC side means you plug in after dinner and it’s ready by morning — call it ten hours.

Is this the same car as the Bozhi 3X, and can I get right-hand drive? Same car. Bozhi 3X is the mainland China badge, bZ3X is what it wears for export, and the specs don’t change with the name. It shares GAC’s AEP 3.0 platform with the Aion V, though the battery, motor, brakes and floor structure were all reworked for Toyota. Right-hand drive does exist — Hong Kong and Macau got theirs from late September 2025 — so RHD markets are workable. Tell us which one and we’ll confirm what’s buildable.

Can the Toyota bZ3X be imported to my country? If your market has no import certification rule, it goes in directly. Some regions do require type approval, the EU being the usual one, and there we need to confirm this model can be supplied with the paperwork your market asks for. Send us the destination and we’ll check it before you commit to anything.

How do you supply it, and how do we start? We’re a China-based auto export trading company. We source the car from the manufacturer and run the export end: documents, ocean freight, delivery to your port. Most of our buyers are overseas dealers and importers who want a steady line coming out of China, and we look after individual importers as well. Give us your market and a rough volume, we’ll come back with availability, shipping options and the documents your port needs, then take it from there.

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