Toyota C-HR

The small SUV craze when Toyota arguably did so more than a decade earlier with the original RAV4.

The modern day RAV4 is a much larger and dumpier beast, however, which is where the Toyota C-HR comes in. It’s roughly the same size as its main rivals, the aforementioned Qashqai and the Seat Ateca. However, it isn’t as roomy in the back as those cars (blame the sleek roofline) and costs a bit more to buy.

More positively, if you’re a company car driver the Hybrid version will keep your tax bills low and even the entry-level Icon model gets you a generous amount of standard equipment.

Read on over the next few pages to find out if the Toyota C-HR is the car for you, how it compares with its main rivals and which engines and trims make the most sense.

Driving

It’s best to think of the C-HR Hybrid as a Toyota Prius in drag. Both cars sit on the same platform and are powered by the same 1.8-litre petrol engine and electric motor, which send their combined power to the front wheels through an automatic gearbox. It’s a recipe that works remarkably well in the latest Prius, but the C-HR’s taller stance and heavier body do spoil things a bit.

For starters, the C-HR takes noticeably longer to get up to speed than its fuel-sipping sibling, and its petrol engine always seems to be working that bit harder. Diesel rivals, such as the Seat Ateca 1.6 TDI and Nissan Qashqai 1.5 dCi, aren’t actually much faster, but they get you up to speed in a far more relaxed fashion.

The cheaper 1.2-litre petrol version has less power than the Hybrid but also weighs less, so is actually slightly faster. Performance is roughly on a par with its key rivals, including the Ateca 1.0 TSI and Qashqai 1.2 DIG-T.

Toyota C-HR ride comfort 

This depends on which engine you choose. The 1.2-litre petrol on 18in wheels rides quite well; it isn’t soft and wallowy like some SUVs, so there’s no nausea-inducing body bounce along undulating roads. Just as impressively, the C-HR smoothes over ruts and broken Tarmac around town better than, say, a Seat Ateca or a Peugeot 3008.

The Hybrid is less impressive; its extra weight gives the suspension a harder job to do. On the same 18in alloys, things are more unsettled around town, so we suspect 17in wheels might be a better choice if you’re buying this version.

Toyota C-HR handling 

As with the ride, this depends on which engine you go for. The lighter 1.2-litre petrol is remarkably agile by small SUV standards, staying upright and hanging on gamely through tight twists and turns. Even its steering is accurate, delivering enough feedback to give you confidence through faster bends while staying light during low-speed manoeuvres.

Meanwhile, the Hybrid version is hampered slightly by its extra mass, so it never feels quite as light on its toes. You only really notice this on faster, twisting roads, though, and it still handles well by small SUV standards. It’s just a pity the steering feels a bit more artificial than in the 1.2 version.

Toyota C-HR refinement 

At very low speeds, the Hybrid version can power itself using its electric motor only, so it’s much quieter than a conventional petrol or diesel alternative. The trouble is, even relatively gentle acceleration requires the help of the petrol engine, at which point things gets a bit rowdy.

The blame lies with the CVT automatic gearbox which, whenever you squeeze your right foot, causes the revs to rise suddenly and stay high until you’re up to your desired speed, filling the interior with an annoying drone in the process.

The 1.2-litre petrol version is quieter; it actually has a more refined engine than rivals such as the Seat Ateca 1.0 TSI. The 1.2’s six-speed manual gearbox is also light and positive and there’s enough feel through the clutch and brake pedals to make smooth driving easy. Less impressive is the amount of wind noise on the motorway.

Interior layout

The C-HR might be a small SUV, but don’t expect to feel as though you’re behind the wheel of a Range Rover. Even compared with similarly sized rivals, such as the Nissan Qashqai, you sit quite close to the ground – whether this is a good thing or not really comes down to personal preference.

There are certainly no major ergonomic issues. The seat and steering wheel move freely to adjust for different body shapes, and the seat itself is comfortable, although entry-level Icon models miss out on adjustable lumbar support.

The ‘layered’ dashboard means the heater controls are easy to see and reach, even though we’d prefer dials rather buttons to adjust the temperature.

Toyota C-HR build quality 

Toyota isn’t famous for its classy interiors, but the C-HR's isn’t bad at all. It’s not in the same league as the Audi Q2, admittedly, but most of the plastics around the driver and front passenger are appealingly dense and everything feels more solidly screwed together than it does in the Prius.

There are a couple of provisos attached to that, though. Firstly, we’ve only tried the C-HR in range topping Dynamic trim. Secondly, things aren’t as smart in the back as they are the front; the plastic on the insides of the doors feels a bit low-rent.

Toyota C-HR safety & security 

The C-HR has yet to be appraised by the safety experts at Euro NCAP, so we can’t tell you how well it’s likely to protect you in an accident compared with rival small SUVs.

However, all versions of the C-HR come with lots of safety kit, including a pre-collision system that can automatically apply the brakes to stop you running into the car in front. It can even recognise pedestrians.

You also get lane departure warning and automatic high-beam assist for the headlights, and the speed limit of the road you’re driving down is conveniently displayed on the touchscreen. Blind-spot monitoring and rear cross traffic alert – the latter warns you of approaching cars when you’re backing out of a driveway onto a road – is also standard on Excel and Dynamic trims, and optional on entry-level Icon.