Overview

WHEN the C-HR originally entered the Toyota stable it did so with character and affordability, offering buyers an entry point to the Big T’s SUV range that wasn’t previously available.

Now, Toyota SUV buyers are spoilt for choice. The Yaris Cross and Corolla Cross have broadened the lower end of the SUV portfolio considerably, while offering well-priced steps along the way to RAV4 ownership.

Which kind of leaves the C-HR in no-man’s land…

Sure, it’s still an attractively styled and thoroughly competent vehicle, but is one that now faces far greater competition than it did back in 2016 – not least of all from inside its home-brand portfolio.

It is also ludicrously expensive; the entry point to the range almost $12,000 more than it was previously.

Available from $42,990 plus on-road costs and topping out at close to $60K, the Toyota C-HR is $7000 dearer than a comparable Hyundai Kona Hybrid and $10,000 more than a GWM Haval Jolion Hybrid.

Yes, the Toyota tax is alive and well in the C-HR.

That’s not to say the C-HR is a bad car, or that we simply don’t like it. Away from the list price it has a lot to offer and is a thoroughly pleasant commuter car to boot. We just wouldn’t pay the asking price.

Like the majority of other Toyota SUVs, the C-HR is a well-built offering with a decent level of standard equipment.

Standard equipment for the GXL grade (tested) includes 17-inch alloy wheels, cloth upholstery, keyless entry and ignition, a 7.0-inch digital instrument panel, 12.3-inch infotainment array, six-speaker sound, and both Apple CarPlay and Android Auto connectivity.

The cabin is rather monotone in terms of its décor, and a little on the plasticky side for the price. That said, it is a well-laid-out space with supportive ergonomics, a good view ahead, and better rearward visibility than its predecessor.

We also appreciated the inclusion of sensible and well-labelled hard buttons for often-used functions.

Oddment storage is a little tight, as is the C-HR’s second row accommodation. Head- and legroom restrictions mean the back seat is best reserved for smaller children or adults for occasional journeys.

If you’re looking for a car to move lanky teenagers or full-size grown-ups or a regular basis, this isn’t it.

Further back, the C-HR offers 70 litres more cargo space than before, now 388 litres. The standard 60:40 split-folding rear seats allow the load area to be almost trebled, Toyota listing a total cargo capacity of 1154 litres. A space saver spare wheel is found beneath the boot floor.

While ANCAP is yet to rate the safety credentials of the Toyota C-HR, EuroNCAP award the model with top marks (five stars), listing an 85 per cent Adult Occupant score, 86 per cent Child Occupant score, 86 per cent Vulnerable Road User score, and a 79 per cent Safety Assist score.

Every C-HR grade is equipped as standard with Toyota’s Safety Sense suite including 10 airbags, adaptive cruise control, autonomous emergency braking, auto high beam, blind spot monitoring, driver attention monitoring, front and rear parking sensors, lane departure and lane trace assist, rear cross-traffic alert, safe exit assist, semi-autonomous parking assistance, surround-view monitor, and traffic sign recognition.

The rear seat offers both top-tether (x3) and ISOFIX (x2) child seat anchorages

The C-HR is offered with a grade-dependent choice of powertrains, the GXL variant on test featuring the smaller 1.8-litre four-cylinder petrol/electric hybrid driveline with combined output of 103kW to the front wheels via a continuously variable transmission (CVT).

Toyota lists a combined cycle fuel economy figure of 4.0 litres per 100km on standard 91RON unleaded petrol.

Toyota backs the C-HR with a five-year/unlimited-kilometre warranty and capped price servicing program, as well as 12 months’ access to its myToyota Connect remote services app. Maintenance intervals are set at 12 months or 15,000km (whichever comes first) with regular servicing prices set at $200 per visit.

Driving Impressions

While the C-HR offers more power (+31kW) than the outgoing model, it offers the same amount of torque (142Nm) and is also slightly heavier (+35kg). These differences do not amount to a great deal of change in terms of outright performance, but somehow contribute to a more mature feeling from behind the ‘wheel, particularly on the open road.

Acceleration and hill climbing duties are carried out with acceptable pace, and overtaking is sufficient in most scenarios. We found the tyre thrum and wind rustle distracting, however, the engine also making itself known when tackling steeper grades or pulling out to pass.

Still, it’s an incredibly efficient package that adheres closely to the advertised fuel claim. On test, we sipped 4.1 litres per 100km over a mix of urban and highway running – and in Normal drive mode and with the climate control in use.

The C-HR is a competent handler, if a little city-centric in its tuning. While it doesn’t handle as sharply as its sporty looks might suggest, its MacPherson strut front / double wishbone rear arrangement offers up a reassuring drive that is both comfortable and balanced over even the worst Aussie roads can throw at it.

Cornering grip ultimately feels limited only by the ‘eco-friendly’ choice of tyre, the electronic power steering an honest and communicative system that borders on the lighter side of well-assisted.

That said, we found the semi-autonomous parking aids slow and clunky to operate and resorted to parking the car the old-fashioned way after a few attempts. Fortunately, the C-HR’s decent 10.8m turning circle made light work of that.

Braking duties fall to discs at each wheel providing plenty of stopping power when required. As is the case in all Toyota hybrid vehicles (but not necessarily in hybrid powered rivals from other brands), the pedal feel is progressive and natural and does not fluctuate or lose pressure when switching from petrol to electric power or vice-versa. Why other OEMs can’t get this right is beyond our comprehension.

While there is no doubt that the C-HR is a functional, efficient and rather stylish alternative to its straightlaced siblings, we just can’t get by the fact that it’s a mite too expensive. With a significant price cut, it’s a vehicle we’d have no trouble recommending.

But as it stands, we think there is far better value to be found elsewhere.