The world’s largest automaker has had a somewhat difficult relationship with battery-electric vehicles. Toyota was an early pioneer of hybrid powertrains, and it remains a fan today, often saying that given limited battery supply, it makes sense to build more hybrids than fewer EVs. Its first full BEV had a rocky start, suffering a recall due to improperly attached wheels just as the cars were hitting showrooms. Reviews for the awkwardly named bZ4x were mixed; the car did little to stand out among the competition.

Toyota didn’t get to be the world’s largest automaker by being completely blind to feedback, and last year, it gave its EV platform (called e-TNGA and shared with Lexus and Subaru) a bit of a spiff-up. To start, it simplified the name—the small electric SUV is now just called the bZ. It uses a new 74.7 kWh battery pack, available with either front- or all-wheel-drive powertrains that now use silicon carbide power electronics. And for the North American market, instead of a CCS1 port just behind the front passenger wheel, you’ll now see a Tesla-style NACS socket.

Our test bZ was the $37,900 XLE FWD Plus, which has the most range of any bZ at 314 miles (505 km), according to the EPA test cycle. When you realize that the pre-facelift version managed just 252 miles (405 km) with 71.4 kWh onboard, the scale of the improvement becomes clear.

Our loan immediately followed a week with the bZ’s more powerful, more expensive Lexus relative. While I might have liked that Lexus interior and some of its mod cons like ventilated seats, the Toyota is a much better EV despite having fewer frills. With 221 hp (165 kW) going to the front tires and 4,156 lbs (1,885 kg) to move, the XLE FWD Plus is not speedy. In normal mode, 0–60 mph (97 km/h) takes 8 seconds, although there’s still enough torque in this setting to chirp the low rolling resistance tires.