The C-HR initially debuted as a Scion principle from Toyota’s now-defunct youth-oriented brand. After some retooling, it resurfaced at the 2016 Los Angeles Auto Show under the Toyota badge, but its target market hasn’t changed: young millennial-generation buyers.
The C-HR is the very same size as subcompact SUVs like the Honda HR-V, Jeep Renegade and Chevrolet Trax. Compare all four here.
Emphasizes include swollen and extra-large fenders, covert rear door deals with in the vehicle’s rear roof pillars, 3-D taillights that extend from the vehicle, and a rear lip-spoiler with a functional wing. Basic devices consists of 18-inch aluminum wheels, projector beam headlights with LED running lights, and power adjustable heated and folding outside mirrors.
It’s in the cabin, however, that Toyota nails the stylish ambiance. It uses a mix of higher-grade surface areas (perfectly padded plastic on the dash) and some more thrifty locations (chintzy center console cover), and a few elements integrate to make it pop: A subtle diamond pattern sweeps through the cabin, from the sharp, blingy plastic molding in the door panel to the diamond-patterned headliner. Lots of controls on the panel and guiding wheel are also in a diamond shape.
Front-seat area readies, with a lot of headroom and legroom, however the sloping roofline comes at the cost of rear presence. In the rear seat, however, the C-HR’s sloping shape does not eat into headroom; the Toyota matches the HR-V at 38.3 inches, and the Renegade and Trax use just a smidge more. In terms of legroom, nevertheless, it trails competitors by numerous inches. At 5-feet 6-inches, I had sufficient room, but the backseat still felt closed in; outside visibility through the tiny side windows is awful.
Behind the rear seats, there’s just 19.0 cubic feet of area. That’s a bit more than the Renegade and Trax but much less than the HR-V. The seats fold easily in a 60/40 split to produce 36.4 cubic feet– much less than all three rivals.
Lower your expectations. In spite of all its styling flash, the C-HR fizzles on the roadway. Its sole powertrain is a 144-horsepower, 2.0-liter four-cylinder engine that owns the front wheels through a constantly variable automated transmission. Launches are appropriate but absolutely not dynamic, and the CVT is stingy in spooling out more power for passing and merging. Sport mode makes the C-HR feel more responsive and keeps engine rpm greater for much better acceleration. It likewise firms up the guiding for a weightier feel, however the result is still too docile for something with such sporty objectives. In Japan, the C-HR is available with a turbocharged engine and all-wheel drive– a combination that would no doubt increase the enjoyable element.
In terms of fuel economy, the C-HR is mid-pack among other subcompact SUVs. It’s EPA-rated at 27/31/29 mpg city/highway/combined. Automatic, front-wheel-drive versions of the Honda HR-V are ranked 28/34/31 mpg, while the Jeep Renegade is 22/30/25 mpg and Chevrolet Trax is 25/33/28 mpg.
The base XLE model is $23,460, consisting of location. Yes, that’s more than base 2WD versions of the HR-V ($20,405), Trax ($21,895) and Renegade ($19,090), however the C-HR is well-equipped with loads of standard safety features– much of which aren’t even available in other places in this class. Forward crash warning with pedestrian detection, automated emergency situation braking, lane departure cautioning with steering assist, automated high-beam headlights, and adaptive cruise control are all standard. It has actually not yet been crash-tested, nevertheless.
The XLE Premium is $25,310 and adds heated front seats, a power back adjustment for the motorist’s seat, puddle lights, foglights, push-button start and a blind area caution system with rear cross-traffic alert. One more oddity in the features department: A backup camera is standard, but its small image is displayed in the rearview mirror rather of the multimedia screen– an antiquated and unhelpful setup.
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