Toyota C-HR review
The bold Toyota C-HR combines strong equipment levels, high efficiency, and lots of safety features, but it’ll cost you
Our opinion on the Toyota C-HR
The Toyota C-HR impresses with excellent real-world efficiency, a plush cabin, and an interior filled with tech that’s easy to use. It comes standard with many safety features, and its all-hybrid engine lineup means lower emissions. Credit should be given to the designers for keeping the same bold styling that made the Mk1 such a hit, because this Mk2 version looks just as dramatic.
The 2.0-litre model offers plenty of performance for everyday driving, but it’s only available in the higher-spec cars, which means it’s a costly option compared with rivals. The CH-R Plug-in Hybrid is also very expensive and is best suited to company car drivers to help keep their tax bills under control. Overall, we think the well-equipped Design trim is the best value for money, even if you have to go for the less powerful 1.8 Hybrid model.
About the Toyota C-HR
Toyota C-HR stands for Coupe High Rider, and this small SUV is now in its second generation, following on from the popular Mk1, which was sold between 2016 and 2023.
Along with two full-hybrid powertrains, the C-HR line-up also features a plug-in hybrid version just like its bigger Toyota RAV4 sibling. Whichever powertrain you choose, drive is provided via a CVT automatic transmission.
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A fully electric model called the Toyota C-HR+ is also available, but this differs significantly from the regular C-HR because it shares the same platform as the Toyota bZ4X. Be sure to check out our dedicated Toyota C-HR+ review if you’re interested in this model.
In order to measure the C-HR’s appeal as a family car, we’ve tested it against the big-selling Kia Sportage. There was no arguing with the Toyota’s efficiency and tech, but the Kia was the victor here due to its comfort, space, and value for money.
Toyota C-HR prices and latest deals
The selection of powertrains and trim levels with the C-HR is quite broad. In its most basic spec (Icon trim with the 1.8-litre hybrid powertrain) the line-up kicks off at just under £32,000. At the very top end of the scale sits the GR Sport with plug-in hybrid tech, and this costs a little more than £44,000.
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Performance & driving experience
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Being based on the same TNGA platform as the Toyota Corolla means the latest C-HR starts out with some excellent qualities when it comes to the driving experience.
Going beyond the city limits is where the old C-HR struggled because the revs used to soar whenever you asked for more than moderate acceleration, and trying to maintain speed up a hill would often become quite a noisy affair. This latest C-HR (admittedly in the more powerful of its two regular hybrid forms) seems much more comfortable with life. The engine still drones if you ask for maximum acceleration, but its extra power means you’ll get up to speed quicker, and you can get back to cruising sooner.
For those choosing the C-HR Plug-In Hybrid model, you will notice its extra 200kg of weight, particularly when travelling along faster roads, but suspension tuning has helped maintain the crisp body control of the standard hybrid C-HR, while the ride still does a good job of smothering the majority of road imperfections.
On the whole, the C-HR is a decent hybrid SUV to drive. We’d never go as far as to suggest there’s much fun or genuine driver involvement to be had, because there’s just too much going on between you and the engine itself for that. You’d need a more traditionally powered petrol small SUV, like the Ford Puma, using a manual gearbox, in order to feel involved in the driving experience. However, it is possible to lean on the body control afforded by the TNGA underpinnings, use intelligent accelerator inputs to make the transmission behave more like a conventional auto, and you can maintain genuinely swift progress on a twisting road.
One word of caution. Due to the C-HR having to comply with the latest 2024 safety regulations requiring additional assistance technology, such as speed limit warnings and lane keeping assistance, you’ll notice many more warning ‘bongs’ during your drive. You may become quite bored with all these alerts and want to turn them off. It is possible to do this using a menu in the digital instrument cluster, but it takes many button presses and must be done every time you restart the car.
| Model | Power | 0-62mph | Top speed |
| 1.8 Hybrid | 138bhp | 10.2 seconds | 105mph |
| 2.0 Hybrid | 194bhp | 8.1 seconds | 111mph |
| 2.0 Plug-in Hybrid | 220bhp | 7.2 seconds | 111mph |
Performance, 0-60mph acceleration and top speed
The Toyota C-HR’s hybrid engines offer smooth and quiet power, perfect for city driving. The 1.8-litre (138bhp) and 2.0-litre (194bhp) hybrids can run on electric power at low speeds, making them feel relaxed and responsive around town. The 2.0-litre accelerates from 0–62mph in 8.1 seconds, while the 1.8-litre takes 10.2 seconds—still quicker than many rivals.
For those wanting extra punch, the 2.0-litre Plug-In Hybrid delivers 220bhp and does 0–62mph in just 7.2 seconds, making it the fastest C-HR available.
Town driving, visibility and parking
The C-HR shines in the city. It rides smoothly over speed bumps and potholes, especially with smaller 17- or 18-inch wheels. The steering is light and responsive, making it easy to manoeuvre through traffic.
Parking is helped by a standard reversing camera, though the thick rear pillars and sloped back window limit rear visibility a bit. Some safety systems can feel overactive, but overall, the C-HR is easy to handle in tight spots.
Country road driving and handling
While not as sporty as some rivals like the Ford Puma, the C-HR stays stable and composed through corners. The newer models handle hills and higher speeds more comfortably than older versions, especially with the more powerful hybrid options.
The Plug-In Hybrid adds some extra weight, but thanks to well-tuned suspension, it still handles confidently while smoothing out most road bumps.
Motorway driving and long-distance comfort
All C-HR models feel calm at cruising speeds. The more powerful engines reach motorway pace more quickly, but even the base hybrid keeps up comfortably.
Road and wind noise are well controlled, especially in trims with smaller wheels. Expect a bit more noise if you choose the larger 20-inch wheels.
“My car’s perfectly fine around town and at a cruise, but it huffs and puffs a little when you put your foot down to overtake. Things aren’t helped by the CVT automatic gearbox, which creates the infamous drone from the engine under hard acceleration.” - Paul Adam, former executive editor.
MPG & running costs
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Every Toyota C-HR comes with hybrid technology, so even the least efficient model is still more fuel-efficient than most petrol-only rivals.
The 2.0-litre Hybrid GR Sport is the thirstiest of the range, but still manages a strong 57.6mpg and 111g/km of CO2 — much better than a 1.0-litre petrol Hyundai Kona, which averages about 10mpg less.
The 1.8-litre Hybrid does even better with 60.1mpg and 115g/km, matching the efficiency of the Kona Hybrid. During our time with a 1.8-litre C-HR Excel on our long-term test fleet, we saw a combined average of 54.6mpg after a wide range of driving conditions. While this is a bit short of the official number, it still meant petrol station visits were something of a rarity. If you are looking for something even more economical, then the 1.8 E-Tech hybrid Renault Symbioz gets a figure of 65.7mpg.
Unlike regular petrol cars, hybrids are more efficient in town. It's common for the C-HR to run on electric power for over 70 per cent of short trips, without needing to switch to Eco mode. And because both the 1.8 and 2.0 hybrids are self-charging, there's no need to plug them in — ideal if you don’t have a charger at home.
The C-HR PHEV needs to be plugged in to get the best results. While you won’t see the official 353.1mpg in real-world driving, regular charging will still give you excellent fuel economy. With just 20g/km of CO2, it also qualifies for lower road tax.
Each time you start the car, it defaults to EV mode, using battery power alone until it runs out. On longer trips, switching to EV/HV (hybrid) mode helps the car manage energy more efficiently by combining engine and electric power based on driving style, route, and terrain.
If you're commuting into a low-emission zone, HV mode helps preserve battery charge for use in city centres. There’s also a charge mode that uses the engine and regenerative braking to top up the battery while you drive.
| Model | MPG | CO2 | Insurance group |
| 1.8 Hybrid Icon | 60.1mpg | 105g/km | 20 |
| 2.0 Hybrid GR Sport | 57.6mpg | 111g/km | 27 |
| 2.0 PHEV Design | 353.1mpg | 19g/km | 25 |
Electric range, battery life and charge time
The plug-in hybrid model uses a 13.6kWh battery, and it’s claimed to do up to 41 miles of electric-only driving. Unlike some PHEVs, the C-HR doesn't support DC rapid charging, but replenishing a flat battery is expected to take around 2.5 hours when using a 7.4kW wallbox charger at home.
| Model | Battery size | Range | Insurance group |
| 2.0 PHEV Design | 13.6kWh | 41 miles | 25 |
| 2.0 PHEV Excel | 13.6kWh | 41 miles | 27 |
| 2.0 PHEV GR Sport | 13.6kWh | 40.4 miles | 26 |
Insurance groups
The C-HR starts in insurance group 20 for the entry-level 1.8 Hybrid Icon, rising to group 22 for the 1.8 Hybrid Excel. The more powerful 2.0 Hybrid in GR Sport trim jumps to group 27.
Compared with other hybrid small SUVs, the C-HR will cost more to insure than the Hyundai Kona, which is in group 16 for the 1.6 Hybrid Advance model. However, if you need something in an even lower insurance group, take a look at the entry-level Volkswagen T-Roc, which starts in group 14 in 1.5-litre Life form.
Check if your car needs an MoT and view its complete history with our MoT History Checker…
Tax
You will have to be careful which trim level and powertrain combination you go for with the C-HR, because some pricier models can sneak above the £40,000 luxury car tax surcharge threshold for petrol, diesel, and hybrid cars. This is applied from years two to six after the car is registered.
Company car drivers stand to save a bit more on Benefit-in-Kind (BiK) tax if they opt for the PHEV, due to its lower emissions. However, for the most appealing rates, the electric Toyota C-HR+ is the best option for reduced company car tax.
Depreciation
Our market data shows that residual values for the C-HR are good rather than outstanding. After three years and 36,000 miles, this small SUV will maintain between 41 and 49 per cent of its resale value. The equally funky Nissan Juke, meanwhile, manages a very similar 42 to 47 per cent.
The Hyundai Kona, however, is a stronger performer than both of these cars at 48 to 54 per cent over the same period.
To get an accurate valuation on a specific model, check out our free car valuation tool…
Interior, design & technology
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Credit should be given to the designers at Toyota for not playing it safe and watering down the striking looks of the original C-HR. Instead, the latest C-HR looks even more arresting than before, with the GR Sport model coming standard in two-tone paint to really showcase its looks in the best light.
Other trim levels can be had with a contrasting roof colour for an additional cost. There’s one free Pure White colour, four metallic colours that can be optioned with a ‘Bi-Tone’ contrast roof, and two premium colours – although the latter costs around £1,000.
Interior and dashboard design
Inside, Toyota hasn’t deviated much from the stylised formula that made the first C-HR such a success. There’s a fully digital instrument panel, a whopping 12.3-inch infotainment system touchscreen in higher-spec models (lesser C-HRs make do with an eight-inch display), and wireless smartphone integration.
We prefer physical controls because they’re easier to use on the move compared with the purely touchscreen-based systems used in the DS 3 and Peugeot 2008, which can be very distracting because you have to look away from the road to find the right area of the screen to press.
Materials and build quality
Quality plastics and thick padding are featured in all key areas of the interior, while sensibly positioned toggle controls in the centre of the dash control the ventilation system and heated seats.
Toyota has a pretty robust reputation for quality, and the C-HR feels as well screwed together as we’d expect. A Toyota C-HR in Excel trim spent six months on our long-term test fleet, and we didn’t encounter any interior foibles during this time.
Infotainment, sat-nav and stereo
The entry-level Icon C-HR has a smaller 8.0-inch screen, while everything from Design trim and above gets the larger 12.3-inch screen we’ve tried in other Toyota cars, including the Toyota bZ4X.
The previous C-HR had an outdated-looking infotainment setup. The latest screen is much improved, not just in terms of layout but also in terms of the speed of its responses. However, it still can’t quite match the highly impressive infotainment system featured in the Hyundai Kona, which is faster still.
A wireless charging pad comes as standard on mid-range Design trim cars, as well as sat-nav. All versions come with Android Auto or Apple CarPlay if you want to bypass the built-in apps and infotainment system in favour of your phone.
All cars have a six-speaker sound system, which can be upgraded to a nine-speaker JBL system on Excel trim. The top-of-the-range GR Sport gets this stereo upgrade as standard.
“The C-HR is one of those cars you can just jump in and drive; little touches such as the wireless phone charging pad and a memory function for the driver’s seat position make for a quick getaway with the minimum of fuss, while the premium sports seats offer decent support and are comfortable.” - Paul Adam, former executive editor.
Boot space & practicality
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The sleek roofline of the Toyota C-HR can fool you into thinking it’s a much smaller car than it actually is. In terms of length, it’s a little bit longer than a Hyundai Kona, and just shy of the latest Volkswagen T-Roc. The C-HR is also taller than a Kia Niro, but doesn’t quite reach the ‘lofty’ heights of the Renault Symbioz.
Get inside, and you’d think that you were driving something more akin to an MPV. The windscreen's base seems to be in a different postcode from the driver, stretching beyond a very deep dashboard. The bonnet ahead of the windscreen slopes away, making gauging the car’s extremities difficult. That’s why we think opting for a mid-range Design will be worthwhile, because it includes front and rear parking sensors to assist you. There are large side door mirrors to assist when changing lanes on the motorway, and blind spot monitoring is standard to alert you to anything hidden alongside you.
Dimensions and size
The Toyota C-HR is longer than a Hyundai Kona, but slightly shorter than a Skoda Karoq. It’s also worth noting that the various powertrains each have an impact on boot size.
| Dimensions comparison | |||
| Model | Toyota C-HR | Nissan Juke | Hyundai Kona |
| Length | 4,362mm | 4,210mm | 4,350mm (4,385mm N-Line & N-Line S) |
| Width | 1,832mm | 1,800mm | 1,825mm |
| Height | 1,564mm | 1,593mm | 1,585mm |
| Wheelbase | 2,640mm | 2,640mm | 2,660mm |
| Boot space |
388 litres (1.8 hybrid) 364 litres (2.0 hybrid) 310 litres (PHEV) | 350 litres | 466 litres |
Seats & passenger space
C-HR drivers get the slightly raised position that many SUV buyers seem to crave, and both front seat occupants have a decent amount of room to stretch out. The C-HR’s svelte design will impede headroom for the tallest passengers, but the majority of people will be able to get comfortable enough in the front of this small SUV.
Space in the back is decent enough and compares well with what you’ll find in some small SUVs like the Jeep Avenger, Peugeot 2008 and Vauxhall Mokka. Two Isofix points are provided on the outer rear seating positions, although parents may rue having to put children in the back because the angle of the rear roof pillar means you’ll need to duck down in order to lean in.
The door opening isn’t the largest, making it difficult to install a child seat. If you need more practicality, consider the more conservatively styled Nissan Qashqai, with its nearly 90-degree rear door openings, or step up to something like the Toyota brand’s larger RAV4 SUV.
Boot space
The 1.8-litre C-HR’s 388-litre boot is much more generous than the 319-litre Honda HR-V, but trails the 466-litre Kona and 479-litre Qashqai. It doesn’t come with the latter’s clever dividing panels to prevent items from sliding deeper into the boot, and forcing you to lean in quite so much to unpack your shopping bags.
One word of caution, just like in the Toyota Corolla hatchback, choosing the 2.0 Hybrid means you’ll pay a practicality penalty. That’s because the 12-volt battery has to be placed in the boot, robbing you of 24 litres of capacity. Hardly a deal-breaker, but it’s something worth considering.
What’s more of a concern is the nearly 80 litres that are lost with the battery pack of the 2.0 plug-in hybrid, reducing overall capacity to 310 litres – much less than what you’ll find in similar PHEV versions of the Cupra Formentor and Kia Niro. Indeed, it’s even smaller than one of our favourite superminis, the Renault Clio.
Towing
Something else worth considering if you’re interested in towing is that no version of C-HR can pull more than a 750kg braked trailer. If you need something more capable, a Kona Hybrid can lug up to 1,300kg, or you could go back to traditional petrol or diesel power and get something like the Skoda Karoq, which can pull up to 2,100kg.
“At a maximum of 388 litres, the C-HR’s boot is pretty small for a car in this class. The load lip is also very high, and the space is a little awkward, with pronounced intrusions poking out just ahead of the rear bench. Once those seats are folded, they leave a big step in the load area, too.” - Alex Ingram, former chief reviewer.
Reliability & safety
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The Toyota C-HR carries the maximum five-star safety rating from Euro NCAP, putting it ahead of the Hyundai Kona and Honda HR-V - both of which could only muster a four-star rating.
Every model gets autonomous emergency braking to help prevent or mitigate low-speed collisions with pedestrians and cyclists around town. At higher speeds, there’s adaptive cruise control to maintain a safe distance from the car ahead, and lane departure warning and lane-keeping assist to help keep you within your lane. Blind spot monitoring will warn you of other vehicles alongside you on the motorway.
Road sign recognition is also standard, and helps to warn you of speed limit changes to save you from getting a speeding fine. There’s also an emergency eCall system to alert the emergency services of your location should you get involved in a serious collision.
Further up the range, Design comes with a rear-cross traffic alert system to let you know if vehicles are crossing your path when reversing onto a road. Excel comes with a front-cross traffic alert, which does the same at the front. The latter is particularly helpful in the countryside when overgrown hedgerows obstruct your view at junctions.
The current C-HR is yet to appear in our Driver Power customer satisfaction survey. As a brand, though, Toyota came in 14th out of 31 manufacturers in our most recent best manufacturer rankings. While that is just ahead of Nissan (15th) and Mazda (17th), it’s well behind Honda (10th) and Renault (6th).
| Euro NCAP safety ratings | |
| Euro NCAP safety rating | Five stars (2024) |
| Adult occupant protection | 85% |
| Child occupant protection | 86% |
| Vulnerable road user protection | 86% |
| Safety assist | 79% |
Buying and owning
- Best buy: Toyota C-HR 1.8 Hybrid Design
There are a number of trim levels and powertrains to choose from with the C-HR, but the majority of drivers will be best served by the mid-range Design model powered by the entry-level 1.8-litre full-hybrid. This engine is the slowest of the bunch, but it still holds up against motorway traffic, and its official fuel economy of over 60mpg is not to be sniffed at.
Toyota C-HR alternatives
There’s no shortage of small SUVs on today’s market, so there are many rivals to the Toyota C-HR to choose from. For those who want a funky and distinctive SUV, this Toyota’s closest competitor is the striking Nissan Juke. For those who aren’t too bothered about standing out from the crowd, there are also more conservatively styled models including the Skoda Karoq, Volkswagen T-Roc and Renault Symbioz. If you’re after a blend of practicality and driving fun, the Ford Puma is one of the very best cars to drive in this class.
Latest deals on the C-HR and rivals
Frequently Asked Questions
In the real world, we managed to average 54.6mpg with our 1.8-litre hybrid Toyota C-HR over a mixture of roads.
New & used Toyota C-HR deals
