When considering buying any new car, it’s a strange thing but we often suddenly see that model everywhere. So it is sometimes with vehicles I find myself driving. That absolutely has applied to the latest Toyota C-HR, the two-tone crossover with origami-like lines, during a week of testing one. I even found myself peering at any example to see if it might be the same as ‘mine’, the new-ish PHEV.
You can pick out the plug-in hybrid by an extra flap, that being a cover for the charging socket. Other than that, different instrumentation, a smaller boot and no base model grade, it’s tricky to tell the newest addition from the existing HEV variants.
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Built exclusively at Toyota Motor Manufacturing Türkiye’s Adapazarı plant, the 4.4 m long front- or all-wheel drive C-HR is in its second generation, having premiered just short of two years ago. In fact it had also been a concept before that.
Facelift coming? Not for a while
As the original was around for seven years, generation three shouldn’t arrive until the end of 2030 (first or second quarters of 2031 for the UK). A facelift for the existing model can be expected to be announced in about 18 months’ time.
TMMT started manufacturing the latest shape car in November 2023. At first it was hybrid only, with 1.8-litre variants being front-wheel drive and 2.0-litre ones also offering an AWD option. Now there is a third powertrain in the form of the 2.0-litre PHEV. Power is 164 kW (223 PS) compared to 145 kW (197 PS) for the 2.0-litre hybrid and just 103 kW/140 PS for the 1.8 HEV. In the PHEV the motor alone produces 120 kW while the engine’s power is 112 kW.
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By GlobalDataBattery adds a lot of mass
There are a couple of disadvantages to the plug-in hybrid, that being a 200 kilo weight penalty courtesy of the battery which is at least positioned close to the car’s middle. And while that’s great for distribution of mass, the handling suffers a little. Components associated with the PHEV system also mean the boot’s capacity is just 310 litres, whereas the 1.8 HEV boasts 388.
The good news? Toyota has done a terrific job of keeping the handling of this 1,645 kg but not too top-heavy crossover fairly benign. Performance is brisk (7.2 seconds to 62 mph), with excellent economy and CO2 averages. The 13.6 kWh battery allows not only a range of up to 41 miles but the PHEV will easily return 50+ mpg, with an official CO2 average of a mere 19 g/km.
Top speed is only 111 mph yet the C-HR charges there with the minimum of fuss and its naturally aspirated engine sounds quite good too. The stubby little RND shifter (P is a button) works perfectly first time every time. It’s something of a shame to find the steering remains as light as it is in the HEV versions. Anyone trading up from a Yaris will notice slightly less precision.
Loud locking
I came to this Toyota after spending a bit of time with a Lexus UX hybrid and immediately the contrast between high-volume and something more exclusive was obvious. Interior plastics are mostly hard and heavy on the dark grey dye, while even things such as the way doors lock can jar. Really. I was startled the first time this happened as the thunk is LOUD. It probably doesn’t help that all the handles retract at the same time. You’d get used to it though.
Something I really didn’t like was the lack of a sunblind for the roof. Toyota, which states that this saves five kilos, will also insist that the UV-blocking dark filter is enough. It isn’t. Speaking of glass, there is no wash-wipe on the back window and this car needs one. Right now, tree sap season has started, dropping vision-blocking gunk you can guess where.
Other ways in which TMC has decided to save money includes something I have seen in no other passenger vehicle: ceiling-mounted grab handles for driver and front passenger but none in the back. Will anyone notice? I did. There are countless reasons why this massively profitable car company stays that way.
No Icon model grade for the PHEV
The C-HR is no bargain basement model, with every variant above thirty thousand pounds. And, unlike the HEV, the PHEV is only available in Design, Excel and GR Sport trims. Quite a smart move by TGB to launch the model this way, watching to see what happens. So far the market has received the plug-in hybrid with enthusiasm. Its pricing will inevitably also draw potential buyers to the hybrids which suddenly seem more affordable.
Conclusion
If the near-premium pricing is acceptable, then the PHEV is going to tempt many a company car and private buyer towards the C-HR. There’s a good level of standard gear, the looks are sharp, economy is superb and CO2 is low. Plus we know just how long-lasting and reliable Toyotas tend to be.
Next: the C-HR+
With close to a million sales in Europe across its two generations, the C-HR is certainly a well-known model. Which is likely the reason why Toyota is leveraging what it might term a brand for the addition of the forthcoming C-HR+. We first saw it as the bZ Compact SUV concept at the 2022 Los Angeles auto show.
It should be pointed out immediately that this an entirely unrelated vehicle being not only an EV but also 17 cm longer and having a different architecture (eTGNA). It’s also going to be manufactured in Japan not Turkey. Build at the Takaoka factory is due to commence in September. The US and Canada will have the model in 2026 but no plant has been named.
Both 57.7 and 77 kWh gross batteries will be available as well as front- and all-wheel drive, the latter having two motors and an expected 252 kW (343 pferdestarke). There is also a provisional claim of up to 600 km or 373 miles ahead of the official WLTP rating.
The Toyota C-HR Hybrid range comprises Icon (GBP31,605), Design (GBP35,000), Excel (GBP38,465) and GR Sport (GBP40,960) model grades. The PHEV is available in Design (GBP39,355), Excel (GBP42,820) and GR Sport (GBP43,750) forms. Additionally, two Orange Edition variants have just been announced. These are the GBP39,295 1.8-litre HEV and GBP43,645 PHEV.
