Displaying items by tag: Toyota CHR

Monday, 18 March 2024 07:35

Toyota C-HR PHEV review

Is it really necessary to have PHEV power in a Toyota C-HR? Jonathan Crouch decides.

Ten Second Review

Top versions of the second generation C-HR gain the PHEV powertrain Toyota thought unnecessary in this small coupe-crossover model's original predecessor. You could almost treat the resulting confection like a full-EV for commuting duties, but inevitably, there's a price to pay for the extra sophistication.

Background

Toyota's always seemed very undecided about PHEV technology. Having virtually invented it back in 2012 for a top version of the Prius, it took nearly another decade for the brand to offer it again on another model (the RAV4). Questions to the company as to why smaller Toyotas couldn't be had with Plug-in Hybrid tech were met with the response that the benefits of PHEV were "largely illusory" and that a better solution was to concentrate on conventional Hybrids.

But everyone's allowed to change their mind and Toyota clearly has in developing the second generation C-HR crossover we're looking at here, which now has a headlining PHEV model at the top of its line-up. Most sales will continue to be of the self-charging conventional Hybrid versions of this model, but let's take a closer look at whether plugging your C-HR in might be a credible option if you're planning to spend big on this model line.

Driving Experience

Most PHEVs actually aren't very efficient at all, once their EV range is used up. When that happens, they usually revert to a conventional petrol engine made even less efficient by the fact that it has to lug along the extra weight of a Plug-in Hybrid battery pack. The C-HR PHEV has that too, but at least its core petrol engine is a self-charging full-Hybrid, which makes it rather unique amongst models of this genre.

The 2.0-litre engine in question (borrowed from the faster of the two standard Hybrid models) is mated to a 161bhp electric motor powered by a 13.8kWh battery that, when fully charged, can offer an EV range of up to 41 miles. Only the front wheels are driven - with up to 220bhp, which allows 62mph to be dispatched in 7.3s en route to 112mph. To cope with the extra power (and weight), Toyota has added new twin-piston brakes and new ZF frequency-sensitive shock absorbers supposed to improve the ride over high-frequency bumps. There are three driving modes and you can alter the strength of regenerative braking right up to a 'B' setting that offers so much retardation off-throttle that you hardly ever need to use the brake pedal.

As with the ordinary Hybrid versions of this second generation C-HR, Toyota says it's worked on the handling, introducing a wider track and tweaking multi-link rear suspension elements from the larger RAV4. It all sits on the company's usual TNGA-C platform, borrowed from the Corolla. And Toyota says that it's improved auto gearbox response too, though you shouldn't expect too much there.

Design and Build

Apart from different badgework and an extra charging flap, there are no visual differences to set this PHEV model apart from more ordinary C-HR Hybrids. If you liked the edgily-styled first generation C-HR, it's likely that you'll also appreciate the visual efforts Toyota's made with its replacement. As before, dramatic lines, sharp bodywork creases and sculpted headlights catch the eye. Plus the nose gets Toyota's latest 'hammerhead face', there are flush-fitting pop-out door handles and pricier trim levels get two-tone paintwork. A new pre-coloured resin finish for the bumpers also gains gives a two-tone vibe. Contrary to expectations, this MK2 model is a little smaller than its predecessor, 35mm shorter and sitting 15mm lower. It's 45mm wider though and has bigger wheels - up to 20-inches in size.

The cabin features various recycled plastic fabrics, contrasting soft-touch surfaces and a pair of so-called 'sail panels' that stretch from the fascia top into the doors. A 12.3-inch digital dial display features for the instruments and the centre screen is also 12.3 inches in size. You sit quite high, but it's not enough to alleviate the rather compromised rearward visibility.

You access the rear through conventionally-sited door handles. And once inside, you'll be tight on legroom, though Toyota claims that extra space for heads has been freed up by the fact that the optional panoramic glass roof doesn't need a shade. Rear seat visibility is limited and the sloping roof line restricts ceiling space. The boot's restricted too: to extend it, the seat back splits 60:40.

Market and Model

Prices for the second generation C-HR model start from just over £31,000, but you'll be paying in the £42.000-£45,000 bracket for this PHEV version. The 'GR Sport' trim level many will want has 20-inch machined alloy wheels, a head-up display and a JBL premium audio system. Along with bi-tone exterior paintwork, front sports seats with suede-effect upholstery, ambient interior lighting, a panoramic roof and a 360-degree panoramic view monitor.

That's in addition to the usual very complete rosta of C-HR spec. You can tick off a powered tailgate, cloud-based navigation, a wireless smartphone charging mat, 'Apple CarPlay' and 'Android Auto' smartphone-mirroring and an auto-dimming rear view mirror. Plus there's rear privacy glass and a parking sensor system with automatic brake function. There are heated seats and you get a 12.3-inch instrument display, along with a 12.3-inch 'Toyota Smart Connect+' central infotainment screen.

The safety and assistance package includes the latest, third generation Toyota Safety Sense package, with functions including a Pre-Crash System, Adaptive Cruise Control, Lane Trace Assist, Road Sign Assist and Automatic High Beam. In addition, there is a Blind Spot Monitor which links to Safe Exit Assist to help prevent doors being opened into the path of vehicles approaching from the rear.

Cost of Ownership

For this PHEV C-HR variant, you're looking at up to 294mpg on the combined cycle and up to 19g/km, with an EV range of up to 41 miles; in the real world, it'd be more like 35 miles. That claimed range figure puts the car in a very favourable 8% Benefit-in-Kind taxation bracket - which for many customers could be the clincher for purchase. Helping with the range figure is the fact that this second generation design is around 2% more aerodynamically efficient than its predecessor.

On the move, you can select an EV mode or use a Hybrid setting that will work with the sat nav and uses Geofencing technology that will prioritise electric power in low-emission zones. The navigation system can also suggest a route that will take into account your state of charge and identify possible charging spots. In a C-HR PHEV, you can also adjust the strength of the regenerative braking.

The 13.8kWh battery can use a 7kW charger for a home top-up that will take two and a half hours. Whatever C-HR you decide upon, as usual with Toyotas these days, if you keep the car serviced at a franchised dealer, the warranty can be extended up to a maximum of 10 years.

Summary

For a few people, this Plug-in Hybrid C-HR will be the ideal small coupe-crossover confection. Hybrid power when you need an engine. And you can treat the car like a full EV when you don't. What's not to like? Well the added weight for one thing. And the significant price premium for PHEV power for another. So you'll either be a sceptic or a convert when it comes to this model.

But then the C-HR has always garnered that kind of reaction, so why should this second generation model's more sophisticated high-tech flagship variant be any different? In a world undecided about the future of EVs, it might just be an ideal fashionable small runabout for those who don't mind a premium price tag. And then again, it might not. Everyone will have their own opinion, just as they always have with the C-HR.

Source: rac.co.uk

Published in Toyota
Monday, 22 November 2021 06:51

2022 Toyota C-HR

The Toyota C-HR will get many improvements for the 2022 model year. In addition to the fact that her debut took place in 2016, she still evokes emotions and draws attention to herself.
Of course, the car also has its drawbacks, but it’s still an incredibly cool car that looks even better after a facelift.

The Toyota C-HR will get new multimedia for 2022

Toyota Smart Connect is the latest system offered by the Japanese manufacturer. Compared to its predecessor, it has more power and can be connected to the services available in the cloud.

The car will have independent internet access, and best of all, data transfer will be free for 4 years. We still don't know how much the buyer of the used vehicle will pay, but I doubt it will be cheap.

Inside, there will also be a new voice assistant for better speech recognition. Unfortunately, Android Auto is still wired, while Apple CarPlay is operated wirelessly.

Published in Blog/News
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Saturday, 28 November 2020 06:26

2020 Toyota C-HR Review: Fun Over Function

The verdict: The 2020 Toyota C-HR uses its funky styling (mostly) to its advantage, with a generous helping of standard safety features.

Versus the competition: The class of faux SUVs — lifted hatchbacks with SUV-like styling and cargo space that don’t even offer all-wheel drive — is growing, but the C-HR still stands out among the crowd thanks to its driving experience and safety features, not just its styling.

Though we usually let the images represent what a vehicle looks like, it’s hard to talk about the C-HR without at least acknowledging its styling. I called it ugly before it even went on sale, but I’ve actually mellowed in the years since. The sharp angles may not be for everyone, but at least it isn’t a generic blob or a traditional-looking SUV. The C-HR’s funky looks may even make it more appealing — at least to buyers looking to stand out in a sea of blah vehicles.

The 2020 C-HR has revised front styling, including new headlamps, but you’d be hard-pressed to discern what’s different without putting the two side by side. There are also new wheel designs to choose from.

Besides that, this is still the small, lifted hatchback that Toyota — and Cars.com, perhaps grudgingly — calls an SUV, despite its being exclusively front-wheel drive. It competes with similar FWD-only tall cars like the Hyundai Venue, Kia Soul and Nissan Kicks (see them compared).

Interior and Cargo

The C-HR’s interior, particularly in the Limited trim I tested, has some hits and misses — not unexpected in a car costing less than $30,000. There’s decent leather upholstery on the Limited, and most of the hard surfaces don’t feel overly cheap, if not very upscale. Like on the exterior, there are fun aesthetic touches inside, such as textured plastic inserts in the door panels and oval designs scooped out of the headliner. Neither adds function or feels high-end, but they do add a touch of whimsy that I appreciate.

Another hit is the 8-inch touchscreen, which is flanked by physical buttons that control various functions, as well as volume and tuning knobs. The system operates quickly and the graphics are clear, if a bit dated. Apple CarPlay and Android Auto — the latter new for 2020 — are standard. Below the screen and central air vents are the climate controls, which are simple and easy to use.

Not so easy to use were the menus in the gauge cluster, which could display a variety of information (including the G-forces the C-HR was experiencing while driving) but not a digital tire pressure readout. Toyota buried the C-HR’s drive modes in there, too, making it a pain to switch modes. I accidentally stumbled across the modes the first time I drove the C-HR, but the next time I got in, I had to pull over and read the owner’s manual to figure out how to change them. Just give me a physical button or switch, please.

Another miss is in the rear. Surprisingly, I had ample legroom and a decent amount of headroom in spite of the C-HR’s compact size and sloping roofline, but its high beltline and tiny rear window contributed to a very enclosed feeling overall. It reminded me of sitting in the window seat on a plane when the window doesn’t line up with the row of seats and you have an obscured view the whole flight. ([Seinfeld voice] What’s the deal with that?) It’s not ideal, and it’s a direct consequence of the C-HR’s styling.

As for the cargo area, with the backseat upright, Toyota estimates the space at 19.1 cubic feet. In practice, it was enough for a pretty significant grocery run and would probably suffice for two adults’ luggage for a weeklong trip (though some stacking may be involved). With the backseat folded, the C-HR takes advantage of its extra length better than the rest of the faux SUV class — it’s more than a foot longer than the Venue, half a foot longer than the Soul and a few inches longer than the Kicks — to offset its low roof and increase cargo volume to 37 cubic feet (again, according to Toyota; we’ve found manufacturers to be inconsistent with such measurements).

What’s It Like to Drive the C-HR?

The “C” in C-HR stands for “coupe,” so you’d be right to expect a sporty — or at least sportier — driving experience. (“HR” is for “High Rider,” because it sits a little higher.) And there is some of that sportiness there, with direct, communicative steering and nimble handling that make the C-HR feel like it can be pushed harder than the Venue or Kicks.

The 144-horsepower, 2.0-liter four-cylinder engine also makes more horsepower than the Venue or Kicks, but it needs to; the CH-R outweighs those models by a substantial 743 and 609 pounds, respectively (comparing base trim levels). The Toyota has a continuously variable automatic transmission that leads to a great deal of droning noise at higher speeds or under aggressive acceleration. It also does a poor job of mimicking a traditional automatic transmission, leading to a noticeable rubber-band feeling when you hit the gas. That makes highway driving a bit of a chore, with a noticeable wait for passing power and added engine noise.

The 2020 C-HR’s gas mileage is at the bottom of this subclass, rated by the EPA at 27/31/29 mpg city/highway/combined with its standard four-cylinder engine. That’s a lower combined rating than the Kicks, Venue or Soul with its standard four-cylinder engine. If you get the 201-hp, 1.6-liter turbo four in the Soul, the combined ratings are the same, but the Soul Turbo is rated at 32 mpg on the highway.

The sportiness also makes for a firm-feeling ride — not uncommon for a small car, but the 18-inch wheels on my test car likely didn’t help. The LE gets 17-inch wheels, while the mid-range XLE also rides on 18s. Despite the harsher ride, the C-HR remained composed over broken pavement and expansion joints.

Visibility is another casualty of the C-HR’s styling, with the raked windshield putting the A-pillars in the way of traffic and pedestrians approaching from the sides, and the small rear windows and door windows make it more difficult to see what’s around you.

Safety

Fortunately, Toyota includes a full complement of standard safety tech on all C-HRs as part of its Safety Sense suite, helping mitigate its limited visibility. Those features include forward collision warning with automatic emergency braking and pedestrian detection, lane departure warning with lane keeping assist, adaptive cruise control, and automatic high beams. Adaptive cruise control is a nice touch for the class, particularly as a standard feature. Only the Soul Turbo offers it as an option; it’s not available on the Kicks or Venue.

A welcome change since the C-HR’s debut? A backup camera image that appears on the infotainment screen instead of in the rearview mirror. It debuted in the 2019 model.

The C-HR aced the Insurance Institute for Highway Safety’s crashworthiness tests and its vehicle-to-vehicle front crash-avoidance tests. The LED headlights that come standard on the Limited also earned the highest possible rating of good, but the set that comes on the LE and XLE rated poor, IIHS’ lowest rating. (For perspective, mixed ratings — and poor ones — are common for headlights in the institute’s Small SUV class.) The National Highway Traffic Safety Administration gave the C-HR a five-star overall rating, with five stars for front and side impacts and four for rollover resistance.

Our last Car Seat Check, in which the C-HR earned mixed scores, was on a 2018 model. Results should apply to the 2020 C-HR, as well.

Within its class of FWD-only SUVs, the C-HR is one of the most expensive choices, particularly in the Limited trim — our test vehicle approached $30,000. Top trims of the Venue and Kicks, meanwhile, have sub-$25,000 prices, and the Soul Turbo offers more performance for a similar price. While the C-HR is more expensive, though, it does have more standard safety features and one of the more engaging driving experiences.

Expand the choices into small SUVs that do offer all-wheel drive and things get even murkier: The 2021 Kia Seltos, which just won our affordable small SUV comparison, costs only a few hundred dollars more than the C-HR Limited and brings AWD and a more traditional SUV silhouette. More expensive choices include the Mazda CX-30, which is much more enjoyable to drive and has a premium interior but a much less user-friendly infotainment system. The Subaru Crosstrek has a similar lineup of standard safety features and standard AWD, but it can cost more, particularly if you want the new optional 2.5-liter four-cylinder.

What may make the C-HR most appealing in an increasingly crowded field of both front- and all-wheel-drive small SUVs is its combination of unique exterior styling, safety features and sub-$30,000 pricing, particularly if shoppers are considering choices with all-wheel drive.

Source: cars.com

Published in Toyota
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