The C-HR originally debuted as a Scion concept 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 audience hasn’t changed: young millennial-generation buyers.
The Toyota C-HR is slightly smaller than the Toyota RAV4; rather, it the same size as subcompact SUVs like the Honda HR-V, Jeep Renegade and Chevrolet Trax. Compare all four here.
What Is It?
I’m not exactly sure what the C-HR is, and Toyota’s explanation only muddies the waters. C-HR stands for Coupe-High Rider, and designers said it’s meant to combine elements of a coupe and an SUV. The fastback roofline and hidden rear door handles nail the coupe angle, but the SUV ingredients are less genuine. It sits higher off the ground than a traditional car and wears large, 18-inch wheels standard as well as rugged-looking fenders and body cladding, but it’s all for show: All-wheel drive is unavailable, making it more hatchback than SUV.
One thing it is, though, is striking. Stimulating styling is not a Toyota hallmark, but the C-HR bucks that trend — for better or worse. From some viewpoints, it looks like an awkward pile of elbows and knees; it even earned a spot recently on our ugly cars list. From other angles, though, it looks modern and edgy. It retained much of the concept car’s radical styling, including its raked roofline, sharp angles and slicing bodyside character lines. Toyota further amped up the rear with protruding, boomerang taillights and an aggressive wing spoiler.
Do You Want to Drive It?
Lower your expectations. Despite all its styling flash, the Toyota C-HR fizzles on the road. Its sole powertrain is a 144-horsepower, 2.0-liter four-cylinder engine that drives the front wheels through a continuously variable automatic transmission. Takeoffs are adequate but definitely not lively, and the CVT is stingy in spooling out more power for passing and merging. Sport mode makes the Toyota C-HR feel more responsive and keeps engine rpm higher for better acceleration. It also firms up the steering for a weightier feel, but the effect is still too docile, too Corolla-like, for something with such sporty intentions. In Japan, the C-HR is available with a turbocharged engine and all-wheel drive — a combo that would no doubt increase the fun factor.
I could live with the mediocre muscle if it weren’t for the powertrain’s monotonous groaning and droning. It’s quite loud in other respects, as well, especially on the highway: There’s a lot of wind noise, partly due to its un-aerodynamic body, and road noise is also loud. Overall road manners on the highway are pleasant, however, with a comfortable ride and handling balance. Bumps are effectively damped, and the C-HR maintains composure in corners — but, again, I wouldn’t call it sporty.
In terms of fuel economy, the Toyota 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 rated 28/34/31 mpg, while the Jeep Renegade is 22/30/25 mpg and Chevrolet Trax is 25/33/28 mpg.
