There are many things to like about Toyota’s design-changing C-HR, but it isn’t without flaws.
Toyota’s all-new C-HR appears like a recipe for success at first glance thanks primarily to three key attributes that are proving to be relevant to car buyers these days.
First and foremost is the C-HR’s body style which is a compact crossover for the ever-growing B-segment SUV market.
In fact, the country best-selling brand is among the last of the established players to finally create a rival for the Honda HR-V, Mazda CX-3 and Nissan Juke.
The second aspect is design. The C-HR looks so bold that you couldn’t imagine it being penned by a maker producing mostly bland-looking passenger cars and pickups.
Such an ambitious styling should help do marvels for Toyota in shedding its conservatism and bring the younger set of buyers into showrooms as well.
It’s like when Nissan introduced the Juke some five years ago that somehow shook the class with its unexpectedly flashy appearance.
Like in the Juke, the C-HR has very expressive front and rear ends, plus distinctively designed C-pillars incorporating the door handles. Probably the best bits of all are the bulging tail lamps and roof-mounted spoiler.
On the contrary, the C-HR could scare away buyers who have been accustomed to traditional-looking Toyotas. That said, it would only be a matter of time to see whether the risk has been worth it.
Although the C-HR looks very bold from the outside, the same could not be said for the interior which feels far less eloquent.
True, the central infotainment screen looks modern, but the analogue instrument panel appears bland in comparison.
For a car of this age, a digital screen would have been nicer. Be in no doubt, though: the driving cockpit has nearly perfect ergonomics thanks to switches being within natural reach.
Toyota has tried to inject some fun into the cabin with the fitment of some tactile materials that might have once been the reserve of more expensive models or even those from Lexus. Whether it’s likable is open to debate.
But as soon as you head for the rear quarters, the amusement is over. The door panels and seats look like those of yore, there’s no centre armrest and the raked rear windscreen, fat C-pillars and tall front chairs create a claustrophobic ambience despite space being ample for six-footers.
Boot space in the C-HR is average rather than impressive and isn’t flat when the backrests fold down. In outright practicality, the HR-V still leads the class with proper accommodation for a family.
C-HR looks best when viewed from the rear.
At least, the C-HR’s styling doesn’t severely backfire on usable space as how the cramped CX-3 does. That said, the C-HR is more like a sporty SUV (like what the premium BMW X2, X4 and X6 are). No wonder the C-HR’s initials stand for “coupe high rider”.
The third thing that should make the C-HR a success story is the availability of a petrol-electric hybrid sitting above the conventional petrol variant in the Thai lineup.
At the moment, the C-HR is the only SUV in its class to come with a hybrid (Nissan’s semi-electric X-Trail is from a class above).
And because Toyota has ceased local assembly of the third-generation Prius, the C-HR will prove useful in bringing back those costumers to local showrooms. Yes, moving away from a hatchback to an SUV is certainly timely at the moment.
And while the Prius can’t be parked in neutral gear, the C-HR can. It may sound trivial, but Toyota engineers have bowed to pressure from the Thai marketing side to make such a feature available in a country ridden with double-parking.
The 1.8-litre hybrid in the C-HR may sound familiar to existing clients of the Prius. However, it is actually an upgraded system that’s also used in the fourth-gen Prius, sold elsewhere but not in Thailand.
Hybrid isn’t that punchy but frugal on fuel.
With lessons learned from the past, Toyota has improved the nickel metal-hydride battery back placed below the rear seats and other electrified components that have some kind of a role in reducing fuel consumption and CO2 emissions.
The most immediate improvement we noted in the C-HR’s hybrid over the Prius’ is economy. While some effort is required to achieve above 20kpl in the old Prius, not much so is needed in the C-HR when driving on highways.
As with other hybrids, the C-HR can drive briefly in pure electric mode at low speeds – a nice thing for heavily polluted cities like the Big Mango.
And the good thing is such reasonable fuel economy hasn’t come at the expense of breathless performance. Of course, the C-HR won’t accelerate away as briskly as the non-electric HR-V and CX-3, but it does so with slightly more conviction and immediacy than Prius Mk3.
Which is to say the C-HR arguably has a better performance and economy balance for real-world driving than in the Honda and Mazda, both of which are about spirited power in a gas-guzzling manner. Strangely, though, the Thai-spec C-HR doesn’t come with a drive-mode selector to enhance driving responses.
Chassis setup works well on Thai roads.
Like the latest Prius sold elsewhere around the globe, the C-HR is underpinned by Toyota’s new global architecture abbreviated as TNGA.
This specific platform has been designed with flexibility in mind and will also lurk beneath the all-new replacement for the Camry due on Thai forecourts later this year.
This new floorplan appears to pay dividends to the way the C-HR handles and rides. In fact, the chassis has been well-tailored for Thai roads whereby a generally compliant and stable ride plus tidy handling can be found.
No other Toyotas currently on sale feel as accomplished as the C-HR in this particular aspect. The CX-3 may offer a sharper steer but suffers from a fidgety ride.
In one way or the other, the C-HR could be considered as the benchmark in this class because it feels very car-like. So yes, the C-HR is more like a pumped-up hatch than slimmed-down SUV.
There are some dynamic foibles, though. Due to the nature of brakes being linked up to energy-regeneration system in hybrid-powered cars, the C-HR doesn’t have a progressive pedal feel even though it’s still an improvement in Toyota’s lineage of semi-electric cars.
The other downside is excessive road noise penetrating into cabin, especially if seated in the rear. Maybe the extra-refined operation of the hybrid drivetrain on the move has allowed things to be heard elsewhere.
Equipment-wise, the C-HR has seven airbags and all kinds of chassis electronics made standard across the range. However, it is only this so-called Hi spec that comes with T-Connect telematics and four kinds of driver-assist technologies costing 1.159 million baht, 90k more than Mid trim.
That may sound quite good value for owners of the old, slightly dearer Prius. Over its competition (we have yet to drive the cheaper 1.8-litre pure petrol version), the hybrid-powered C-HR may sound a touch pricey in comparison but is compensated with good kit and far better fuel economy.
So yes, the C-HR is certainly worth contemplating despite form taking some precedence over function. A stylish body, decent driving manners and a hybrid effective for lowering fuel bills is what many people are looking for these days.
