Test drive: Toyota C-HR, a different hybrid

We tested the Toyota C-HR and found the strengths that have made this Japanese crossover a sales hit, as well as the weak points you need to consider if you were drawn to its provocative design.

Of the nearly 65,000 vehicles Toyota sold in Spain in 2017, no less than 65 percent were hybrid cars. Among them, the Toyota C-HR ranked third behind the Toyota Auris and Toyota Yaris, with more than 10,200 units. That is quite an achievement for a car with such a distinctive design and approach, which is also offered in only one hybrid mechanical variant. In fact, when Toyota presented the C-HR, its first forecast pointed to 9,000 units a year in our market, a figure that was comfortably exceeded.

Who is the Toyota C-HR aimed at?

Another fact that helps explain the approach of a car that still turns heads wherever it goes: with the Toyota C-HR, the Japanese brand speaks of a “conquest rate” of no less than 70 percent. That is, for every 10 C-HR buyers, seven would be buying their first Toyota.

The sportiness its design radiates does not carry over when driving it, with a hybrid system focused on efficiency over performance.

So who is the C-HR for? Buyers who want a car that stands out from conventional options, that works for everyday use, with contained maintenance and running costs, cutting-edge technology… and that can even be seen as an “affordable” alternative to some options we could describe as premium. Its design is undoubtedly the main key to the success of the Toyota C-HR, and the first reason buyers become interested in this car. Something similar happened in its day with the Nissan Juke, which the C-HR somewhat recalls, although its size – it measures 4.36 metres long – is closer even to a Nissan Qashqai.

We will come back to this later, but you are mistaken if you think of the Toyota C-HR as a car that will deliver the sporty sensations its exterior lines suggest behind the wheel. Note too that with under 15 cm of ground clearance it won’t serve you if you are looking for a car you can drive off-tarmac with any confidence, as is the case with some SUVs that sit between 16 and 18 centimetres.

You will also need to consider the limitations its sporty design imposes when it comes to using the rear seats or the boot; we will also cover that later. The Toyota C-HR is more of a different alternative for those seeking a daily car for frequent city driving that also copes when it’s time to take to the open road.

Hybrid propulsion and 4×2 traction only

In other European markets the Toyota C-HR is offered with petrol engines, specifically the excellent 1.2 Turbo with 116 CV used in the Toyota Auris, and a 2.0 naturally aspirated unit with 144 CV. There are also variants with 4×2 and 4×4 traction. In Spain, however, you have to settle for a single mechanical version: the same propulsion system as the Toyota Prius, with a 1.8 four-cylinder petrol engine producing 98 CV, assisted by an electric motor of 72 CV. Total system output is 122 CV at 5,200 rpm, with a peak torque of 142 Nm. And traction is always to the front wheels.

As you can imagine, setting aside its dynamic behaviour, in terms of pure performance and driving feel there is not much difference between driving a C-HR and a Prius. It is a car that rewards you with great smoothness and very low consumption in town, even without needing to keep forcing the EV mode whenever you get the chance.

Staying around 5/100 km under these conditions is not within reach of many cars, and the C-HR manages it without problems. Furthermore, it is very pleasant to drive in town, as the silence at cruising speed combines with overall smoothness and good manoeuvrability.

It looks sporty, but it isn’t

Things change if you ask the C-HR for what it looks like but isn’t: sporting performance. And it is not that the chassis fails to keep up; it is a matter of the engine. Clearly, with 122 CV you cannot ask for much. Even so, the Toyota C-HR cannot be called slow for its power output. It accelerates well, helped by the low-down push the electric motor provides. But the sensations fall short when you want, or need, to move with dynamism rather than efficiency. This is not unique to the C-HR; it is common to the Toyota hybrids. They use a transmission with a gear system whose operation is about as unsporting as it gets, very similar to a continuously variable transmission.

There are no fixed gears here. When you accelerate hard, the engine revs rise and stay high while the car gains speed, the rpm dropping quickly as soon as you ease off the accelerator. This is not a problem beyond the noise the engine makes as it climbs in revs if what you want is a momentary burst of speed, such as for an overtaking manoeuvre, for example, or if you need to sustain it, like climbing a long gradient on the motorway. But it is uncomfortable if you want to drive sportingly. The only option the gearbox offers is selecting position “B” with the lever, which provides greater engine braking and regenerates more energy.

Nor does things change much when you select “sport” mode, in addition to the “normal” and “eco” driving modes. More of the push provided by the electric motor is used, and the steering assistance changes, but the peculiar behaviour of the transmission remains. Incidentally, the C-HR could really benefit from a button to change the driving mode directly – as in other Toyota hybrids, the Prius being one example – without having to go into a menu and scroll through several screens using the steering wheel controls.

Where the C-HR stands out against other cars in its category is in its smooth operation and the low consumption it achieves in town.

To summarise this section: the Toyota C-HR with this 122 CV hybrid system and a gearbox –better if it were dual-clutch– that allowed manual sequential shifting would offer a more sporting feel than if it had 30 CV more but with the same transmission system.

Behind the wheel of the Toyota C-HR

The best thing that can be said about the Toyota C-HR’s chassis is that it would handle a much more powerful engine very well. How much? Without any modifications, even 180 CV, and I might be underestimating it.

The point is that we cannot talk about a lack of sportiness here. Compared with the Prius, with which it shares its platform, the changes that are absent from the engine are very much felt in the chassis set-up. Stiffer, shorter wheelbase, wider track, steering with specific calibration, and a centre of gravity lowered by no less than 2.5 mm works wonders. Not to mention generous tyres: 215/60 tyres on 17-inch rims on the base versions, and 225/50 on 18-inch rims from the mid-range trim upwards. On our test unit, moreover, it was shod with Michelin Pilot Sport 4 tyres of outstanding performance.

The result is an agile car, with a body that does not roll in corners or dive under hard braking, yet that does not become uncomfortable even with the most aggressive wheel fitment. Speaking of braking, this is where we return to the “Prius feel”. Whether it is the Yaris Hybrid or even the Auris Hybrid. There is no shortage of power when needed, but you have to get used to the feel, because in the first part of the pedal travel the pads do not press the discs; the loss of speed is achieved through the regenerative braking system. It is a matter of getting used to it.

More coupé than SUV: call it a crossover

I have already said that the size of the Toyota C-HR is deceptive. It does not look it, but it is 3 centimetres longer than an Auris, with a height almost 8 centimetres greater. This gives it advantages when getting in and out of the car, although the driving position is almost 10 cm higher than in an Auris… but lower than in other SUVs of similar size.

And the design, rather than the size, has a bearing on the usability of the cabin and on everyday use of the Toyota C-HR. So if you have read this far and still think the C-HR might suit you, get that idea out of your head if you will frequently use the rear seats or need a family car. When Toyota say they are aiming at “an individualistic audience, passionate about technology… and without children”, there must be a reason.

It is not that the rear seats are unusable; they are there, and they even offer more space than you might expect, especially compared with other SUVs of its size. But look at the shape of the rear doors. They leave little room to get in or out, let alone to fit a child seat. And once seated, at head height, where you would normally find a window, the C-HR gives you… the interior door panel. Perhaps for a child this matters little, but adults may feel a bit “boxed in”. Incidentally, this arrangement with such small windows can also limit visibility in some cases, though less than you might expect given the design.

As for the boot, importantly: it offers almost 380 litres of capacity and very regular, usable shapes, but it falls below 300 litres if you opt for the emergency spare wheel instead of the puncture repair kit that comes as standard. The seat backs fold down easily in a 40/60 split, and the floor can be set in two positions.

If you like the C-HR on the outside, the driver’s position inside will not disappoint you. It is not only original, it is also functional, and both the materials used and the fit and finish convey a sense of quality. The dashboard is dominated by a touchscreen in an elevated position close to the driver, which makes it easy to use. The seats hold the body well and are comfortable, and although storage is not abundant, there are enough spaces to empty your pockets.

Which version of the Toyota C-HR to choose?

Although there is only one mechanical version, four trim levels are available, with a difference of almost 5,000 euros between the cheapest and the most expensive. So the choice here depends mainly on the equipment you want… and how much you are willing to spend on personalisation options.

All versions of the C-HR include the Toyota Safety Sense safety package as standard.

The entry version, the Toyota C-HR Active, costs 24,750 euros, including the 2,250 euros discount in the promotion. A very attractive price given everything it includes as standard: seven airbags, hill start assist, air conditioning, adaptive cruise control, road sign recognition, rain and light sensor, rear camera, automatic high beams, partial leather upholstery, Bluetooth and an 8-inch touchscreen, among other things. Investing 600 euros in the navigation system you will not need much more… unless you want the roof painted in a specific colour, an option only available from the Style Plus trim upwards.

The Advance version is not a big step up, as the discount here is 3,000 euros, leaving the final price at 25,500 euros. But almost everything it adds is dispensable: heated seats, darkened rear side glass, parking assistant and 18-inch wheels with 225/50 tyres. The Style Plus goes up to 28,350 euros and mainly adds styling details. Going further, if you are not content with the basic C-HR, go for the top of the range. For 29,600 euros, the C-HR Dynamic Plus adds everything the previous versions include, plus two-tone paint, a JBL audio system, LED headlights, leather upholstery, rear cross-traffic alert and blind-spot monitoring.

The rivals of the Toyota C-HR

It is not easy to find rivals for the Toyota C-HR. If you are looking for a hybrid SUV body of similar size, do not overlook the Kia Niro Hybrid. It is available from around 22,000 euros for the entry version up to 27,500 for the top Emotion trim, prices with discounts applied. It has more power, better performance and a dual-clutch gearbox that makes it feel considerably more sporty to drive than the C-HR. It also offers a more usable interior. It would be the “rational” purchase, which cannot compete with the C-HR once the “emotional” factor comes into play. And here, Toyota have hit the nail on the head with a spectacular design.

We have already mentioned the Nissan Juke as another possible rival, and in this category there are quite a few alternatives, depending on whether you prioritise an affordable price and the practicality of the mainstream options – Renault Captur, Peugeot 2008 or Seat Arona – prefer to pay for exclusivity – Honda HR-V or Mazda CX-3 – or even dare to take the “leap” and opt for a premium brand. Because for what the top-spec Toyota C-HR costs, you already reach some versions of the Audi Q2, for example, even if it is with the 1.0 three-cylinder engine and “basic” trim.

Technical specifications of this car

CrossoverToyota C-HR17 versions · from 35,750 €