They still exist, those who stand out from the routine of automobiles. Among them are the Toyota C-HR and the new Nissan Juke, with which it competes, among others. With 10,562 brand-new registrations in 2020, the angular C-HR, which has been on the market since 2016, has risen to the second position after the Corolla (14,844 units) due to its innovative design.
Clearly, when a model is revised, only minor changes are made to the exterior design of a vehicle that sells due to its expensive appearance. On the current model, only those who look carefully will notice the somewhat softer lines at the front and the slightly updated light graphics at the back, including the thinner spoiler.
Inside, high-quality and soft surfaces are used, which feel great and convey a sense of quality that would also look nice in a VW T-Cross or T-Roc. Only those who take a closer look will see that the gap measurements were not properly measured. It retains the fundamental cockpit configuration and correspondingly straightforward operation.
The C-HR is equipped with Corolla‘s upgraded Toyota navigation system, which has fixed buttons on the screen’s borders that boost precision and are easy to operate after a short time of familiarization. Toyota, unlike most other automakers, has realized that “too contemporary” operating utilizing solely touch-sensitive surfaces is too distracting and has reverted to rotary controls for volume and menu navigation.
The fact that cellphones may also be linked through Android Auto and Apple CarPlay should suit anybody who prefers Google Maps to the in-car navigation system and static map. For everyone else, Toyota will give free navigation system upgrades every six months for the first three years. After then, they are subject to payment.
Toyota C-HR hybrid drive only
85 percent of customers had already opted for the 122 hp hybrid over the entry-level version with a standard petrol engine, which has now been completely phased out. With the facelift, the hybrid range was expanded to include a more powerful variant: the combination of a 2.0-liter four-cylinder engine and an 80 kW electric motor has a system output of 184 hp.
That not only sounds strong for a 4.39-meter-long small SUV, but it also feels forceful: unlike early hybrid versions, which were more notable for their loud howling than for their joyful temperament, this drive has a far sportier disposition. The new drive accepts gas directions instantly and converts them directly into power; the characteristic rubber band effect seen in Toyota hybrid vehicles such as the Prius has been completely eliminated.
It propels the C-HR to 100 km/h in 8.2 seconds (maximum speed 180 km/h) and delivers just the amount of driving enjoyment that the smaller 1.8-liter engine lacks. The sprint takes 11.0 seconds to complete. It is clear that Toyota has optimized the noise insulation since the ride is not exceptionally noisy.
Test fuel consumption: 5.4 gallons per 100 kilometers
You must like Toyota’s C-rough HR’s styling.
According to the WLTP, hybrid models use around five liters of fuel. That is not at all implausible, assuming you don’t hurry from appointment to appointment on the Autobahn and instead have a driving style that is suitable for a hybrid. The 2.0 Hybrid averaged 5.4 liters of Super on the ADAC Eco test. The C-hybrid HR’s drive is most efficient in the city, where the electric motor can give enough help; the Eco test result was 3,9 liters. With a calculated usage of 7.8 liters per 100 kilometers on the motorway, the fuel savings benefit is minimal.
The Ford Puma is a rival to the Toyota C-HR.
The Ford Puma, a tiny SUV based on the Fiesta, is gaining momentum. In addition to being able to compete with the Toyota C-HR, the Puma is also available as a mild hybrid.
Evaluation of the Ford Puma
In contrast to plug-in hybrids, the C-HR as a full hybrid cannot drive for long without the combustion engine doing its job. However, because it uses every situation where this is possible – for example, when maintaining a speed of 50 or 80 km/h or when driving gently Starting – the gasoline engine has a surprisingly frequent break. This is made feasible by the hybrid battery, which is bigger than the hybrid battery in the weaker hybrid, located under the trunk floor. Toyota has also enhanced recuperation (energy recovery), resulting in an overall more efficient driving system.
The 2.0 Hybrid’s trunk space is 30 liters less than that of the previous model. According to ADAC measurements, its capacity is merely 236 liters up to the lid of the cargo area. In comparison to the size of the car, this is not much. Folded down, the Japanese can consume at least 976 liters of liquid.
The hybrid with 184 horsepower costs 34,190 euros.
Adjustable or adaptive dampers are not available on the C-conventional HR’s chassis. Toyota redesigned the shock absorbers for the facelift, and the chassis continues to provide enough comfort. Toyota also performed well in the ADAC avoidance test, navigating the course with ease and safety. Excellent: 33.4 meters required to stop from 100 km/h.
Toyota has removed the seldom offered basic model with sparse equipment from the pricing list, so the base price for the tiny hybrid engine is now 32,190 euros. The price for the large model begins at 34,190 euros.
The structure is confusing
Even with the makeover, the fundamental flaws of the C-HR have not been addressed: the body is confused, and the back view is obscured by a huge C-pillar, making it easy to spot bicycles while turning right. The back door handle is and remains unsuitable.
And if you sit in the second row, you not only have to deal with a lack of room, but you also feel suffocated: the windows are tiny, and the tinny belt line virtually reaches your chin. You must like this.
Rarely are types with rough edges flawless. But just like in real life, it’s all about personality, and the Toyota C-HR has plenty of it.