While operating my 2024 Toyota bZ4X at very low speed on the road , I observed a stationary shipping container directly ahead and applied the brake pedal with maximum force approximately 4 seconds before contact. I held the brake pedal at full pressure continuously. I never touched the accelerator. The vehicle came to what appeared to be a complete stop then continued to advance and made physical contact with the container despite my maintained maximum brake input. The vehicle's own ECU-recorded Freeze Frame Data (retrieved by an authorized Toyota dealer using PCS Data Viewer) confirms the following at the time of the event: Driver brake pedal torque was at sensor saturation (4,048 Nm — the maximum value the sensor can record) for approximately 1.75 seconds prior to impact. Brake hydraulic line pressure peaked at 12.144 MPa and remained above 7.8 MPa throughout that period. Throttle position was 0.0% for the entire recorded interval. All four wheel-speed sensors recorded 0.00 km/h for approximately 2.95 seconds prior to impact. Steering input was effectively neutral; no skid or loss of directional control occurred. The longitudinal accelerometer recorded a peak deceleration spike of -8.97 m/s² at the moment of impact — a value that requires forward velocity and is physically inconsistent with the wheel-speed data showing the vehicle stopped. The Pre-Collision System (PCS) main switch was ON throughout, with no faults, no obstruction flags, and no warning, pre-brake, brake-assist, or auto-brake activation recorded. The Parking Support Brake (PKSB) did not activate. No diagnostic trouble codes were set. In plain terms: with maximum brake pressure applied and zero throttle input, my vehicle continued to move forward into a clearly visible stationary obstacle. The brakes did not maintain authority over the powertrain's creep torque, and no advanced safety system intervened. This indicates a potential defect in the vehicle's brake-override / creep-suppression

Source: NHTSA complaint ODI #11740953 · view all complaints for this vehicle at nhtsa.gov

The contact owns a 2024 Toyota BZ4X. When pressing the accelerator toelerator pedal to go onto the freeway, the vehicle failed to accelerate and suddenly shifted to neutral. The contact would have to press the brake pedal, the contact would immediately shift the vehicle back to Drive and continue forward. While continuing to drive, the vehicle accelerated. There were no warning lights. The failure had occurred 3 times. When attempting to start the vehicle one day, the vehicle failed to start. The tow company came and provided a jump-start, and then advised the contact to drive carefully, but if it failed to go in reverse. The next morning, the tow company's mechanic came again and confirmed battery failure, then recommended the vehicle be taken to the dealer. The vehicle was towed to the dealer, who stated that the battery had not failed, but had not provided a diagnosis for the failure. The vehicle had not been repaired. The dealer had driven the vehicle back to the contact's home. After the vehicle was returned, the failure occurred again. The manufacturer was informed, and a claim had been filed. The failure mileage was 9,787.

Source: NHTSA complaint ODI #11735739 · view all complaints for this vehicle at nhtsa.gov

The vehicle experienced a sudden, catastrophic brake-by-wire system failure while operating in one-pedal driving (Regeneration Boost mode). While decelerating at a low speed behind an 18-wheeler semi-truck, the vehicle failed to continue slowing down. I immediately depressed the physical brake pedal, but the vehicle completely ignored the foot pressure. The pedal and braking system became completely unresponsive, and the vehicle kept rolling forward uncommanded. Despite keeping the brake pedal fully depressed, the vehicle did not decelerate, resulting in a front-end low-speed collision with the metal rear bumper of the semi-truck. Because the collision occurred at a very low speed, the operator of the commercial truck was unaware of the impact and safely continued driving forward without stopping. The vehicle's brakes entirely refused to re-engage until I frantically pumped the physical brake pedal and cycled/pressed vehicle control power switches. This action seemingly forced the electronic braking modules to reboot or re-establish hydraulic pressure, allowing the vehicle to finally come to a stop. The vehicle was subsequently removed from the active roadway. This is a severe, life-threatening safety defect involving a total loss of electronic brake-by-wire and friction braking application without any mechanical override intervention, presenting an extreme hazard. The vehicle has been towed directly to an authorized Toyota dealership for a comprehensive electronic diagnostic pre-scan of the Skid Control ECU, Electronic Parking Brake system, and 12-volt auxiliary power systems to retrieve the stored DTC fault logs and freeze-frame data.

Source: NHTSA complaint ODI #11739440 · view all complaints for this vehicle at nhtsa.gov

Steering system, potentially related to electric power steering (EPS) or driver-assist systems (lane keeping or steering assist). While completing a routine right-hand turn, my husband began to straighten the steering wheel when the steering system suddenly and sharply turned further right without any driver input. This caused the vehicle to strike a curb, damaging both passenger-side wheels and the front tire. There were no warning lights or indicators, and road and weather conditions were normal. The uncommanded steering input appeared to come from the vehicle itself. The incident resulted in loss of directional control and could have been severe had another vehicle, pedestrian, or cyclist been present. This behavior reflects a serious and unexpected failure in the steering or driver-assist system, posing a direct threat to driver and public safety. I reported the incident to my local Toyota dealership. I have since signed Toyota’s EDR (Event Data Recorder) consent form, and an official inspection has occurred but they haven't provided detail. They also did not make me aware the inspection was taking place and did it without coordination. They have not confirmed that this has happened before. A similar, though less severe, issue occurred previously while I was driving on the highway. As I approached a merging lane to my right, the car suddenly pulled sharply to the right, seemingly misinterpreting the lane markings or misjudging its position. There were no vehicles next to me at the time, and I was able to regain control. While it did not result in a collision, it was alarming and appears to have been a driver-assist or steering control malfunction.

Source: NHTSA complaint ODI #11663632 · view all complaints for this vehicle at nhtsa.gov

Driver sustained severe hand injuries due to airbag deployment while the hand was on the horn pad. Possible over-aggressive deployment or module failure. Incident occurred on [XXX], while driving a 2024 Toyota BZ4X (VIN: [XXX] ). Requesting formal investigation into the airbag system and front structural integrity of this vehicle model. INFORMATION REDACTED PURSUANT TO THE FREEDOM OF INFORMATION ACT (FOIA), 5 U.S.C. 552(B)(6)

Source: NHTSA complaint ODI #11675770 · view all complaints for this vehicle at nhtsa.gov

I am very concerned about potential accidents for my self and others driving this vehicle. I have multiple close call accidents because the left view mirror does't have proper view to see cars on left side especially if they are close. The way seat and the side of the vehicle is shaped its very hard to still see manually with head turned to the left rear side. The mirror or the shape or position needs to be changed for safety to prevent accidents.

Source: NHTSA complaint ODI #11682285 · view all complaints for this vehicle at nhtsa.gov

I was driving during heavy rain when I heard and felt a big thump. I wasn't sure what happened as I did not hit anything in the road. I was in my neighborhood driving at low speeds (<30mph). When I got home, I realized my fender liners and lower splash guard of my car were missing. I went back out to retrieve these pieces of my car, and it appeared the fender liners and the splash guard got torn off my car without impact with anything, as nothing was in the road near it. I was going to attempt to reconnect them but the plastic clips on the front bumper also ripped off, making this a very expensive repair requiring bumper replacement and sensor recalibration. This obviously could put others at risk of running over a large number of components that were left in the road. I read many other instances of other people with the same vehicle (as well as with the Solterra) having an issue where the felt fender liners can become saturated with water, sag, and get caught in the wheels, ripping them off. I was one of those unlucky people to lose both sides and the splash guard all at the same time. The dealership / body shop inspected the vehicle. No warnings at all - just sudden ingestion of the fender liners into my drivetrain.

Source: NHTSA complaint ODI #11752465 · view all complaints for this vehicle at nhtsa.gov