It’s been eight years since we first saw the Toyota C-HR, a cooler and more style-focused rival to the likes of the Ford Kuga and Nissan Qashqai. It sold well, with buyers liking the bold aesthetic over outright practicality, and it launched Toyota into the medium-sized SUV segment like a rocket — the C-HR is the Japanese manufacturer’s fourth best-selling car in Europe.
Rivals have caught up, and some have surpassed the stylish SUV, so Toyota has responded with an all-new C-HR. It retains all that made the original so popular — which is, really, just the styling — but improves in seemingly every area. So how good is the new model? Let’s find out.
It still looks good!
Arguably, the new model is even bolder than the outgoing version, with a dramatic front end attracting a lot of attention. The whole car is wider with shorter overhangs at the front and rear, lending it an aggressive stance, with LED lights carving a distinctive C-shaped silhouette from the sharp-edged bodywork. They run into glossy black mouldings surrounding an oversized grille. At the back, there’s a full-width LED light bar with a C-HR badge embedded in the centre to remind those following what you’re driving.
The side is adorned with sharp creases and interesting shapes, with the car’s dynamic shape is highlighted on high-spec models by a contrasting two-tone paint job that pairs gloss black paintwork at the back of the car with a dark roof and sills. It looks great, although we can’t help but think that those opting for an entry-level model in one solid colour might feel like a poor relation.
Is it as dramatic inside?
Well, not really. It’s not even as interesting as the old model’s cabin, but the good news is that it’s a lot easier to use and far more comfortable. The dashboard now has an utterly conventional design, with a wide 12.3-inch infotainment screen dominating the centre stack (although those picking the entry-level model will have to make do with an 8.0-inch screen) while the rest of the dashboard sweeps around in one continuous ‘wing’ from door to door. Some slightly odd and surprisingly low-rent panels where the windscreen pillars meet the dashboard are a nod to the car’s more exciting past, but they feel a little redundant here.
Beneath the screen, which has a decent if not class-leading infotainment centre, sits some physical buttons to control the audio volume and climate control — a huge bonus in a world that’s going ever more digital.
It’s all thoroughly conventional but lifted by an LED strip that runs from door to door, which illuminates in any one of 64 colours. You can select your favourite, but leaving it to change automatically depending on the time of day and how you’re driving is a neat touch.
If it’s sensible, it must be practical?
It certainly feels it for those in the back. Where the old model was dark and gloomy, thanks to the high waistline and steeply raked rear pillar, the new model has more generously proportioned windows and, on some models, a huge sunroof. It makes the interior feel more airy, but it’s also noticeably larger — adults relegated to the rear seats won’t feel too disappointed.
There are new storage areas and decent-sized cubby holes, and the boot is larger than the previous C-HR. However, at 388 litres (and just 364 litres for the 2.0-litre model), it’s still somewhat more compact than even the Nissan Juke and its 422-litre boot, as you can see when we put our Thule Subterra luggage in there.
Is it good to drive?
It’s absolutely fine, as long as you’re not expecting something sporty to match with the dynamic body. There’s a 1.8-litre engine under the bonnet of entry-level models, with the 140hp it produces taking 10.2 seconds to get the car to 62mph. Despite having a torque boost thanks to the mild hybrid technology, it feels rather sluggish, with a drone from the engine accompanying any enthusiastic driving thanks to the dreary but efficient CVT gearbox.
A 2.0-litre option gains 60 or so horsepower, taking it to 197hp, which knocks two seconds off the 0-62mph dash. Throttle response is also sharper, although it’s never lightning fast. You’ll also still get the drone from working the engine hard.
Throw the car around some country lanes, and new chassis tuning, a wider track, and frequency-sensitive dampers bring a little excitement and agility to the C-HR. It grips well and feels well balanced, but lifeless steering and noticeable body roll take the edge off its ability to entertain.
The flip side is that it’s remarkably smooth and refined when you relax and cruise along gently. The automatic CVT gearbox comes into its own when it’s not stretched, allowing the car to gather speed quietly and efficiently without making much impact on fuel use. Officially, it’ll manage 60.1mpg, and it wouldn’t be unrealistic to expect that in real-world use. On our mixed driving around urban areas, rural roads, and motorways, the car spent nearly two-thirds of its time in electric mode and returned well over 50mpg.
That smoothness and efficiency are matched by a surprisingly comfortable ride, even when running on supersized 20-inch wheels.
There’s no plug-in option?
Toyota insists that the hybrid system it’s got in the C-HR — which it shares with the Prius and Auris — is the right approach. It’s got a load of battery-powered cars coming from 2026, and has the bZ4X now, but it’s sticking with petrol-hybrid models at the core of its range.
We will, however, get a plug-in hybrid option in 2024. This will use the same 2.0-litre engine, but adds a dedicated electric motor and battery pack to provide up to 220hp and 40 miles of electric-only range.
However, Toyota has worked to reduce the car’s overall environmental impact with low-carbon production methods and materials, extensive weight-saving measures, and recycled materials around the cabin, contributing to its green credentials.
There’s twice as much recycled material as in the old car, and over 100 parts feature reused content. That includes the seat fabric, which is made from recycled plastic bottles — not that you’d ever guess. Synthetic materials also replace the leather on the steering wheel to aid the car’s sustainability.
Should I buy one?
The Toyota C-HR has its flaws, but we rather like it. The hybrid system is a little unresponsive for a car showcasing a sporting design, but it’s ultimately a family SUV, so perhaps we’re being unkind in expecting something a little more entertaining.
That said, for a family SUV, it’s still relatively limited in its practicality — that small boot will catch a few families out when they try to load it with the regular detritus young kids demand.
But it looks great, rides impressively well, and has onboard technology that matches other vehicles in the market.
It’s as good as anything else you might look at, but no better. It’s a qualified success.
Model Tested: Toyota C-HR Premiere Edition 2.0 HEV
Average Joes Rating: ★★★★☆
| Price : | £42,720 | Range : | £31,290–£42,720 |
| Power : | 197 hp | Torque : | 206 Nm |
| Max speed : | 112 mph | 0-62mph : | 8.1 secs |
| Economy : | 57.7 mpg |
Egg3 Aston Martin is the fastest stroller in the playground