Toyota C-HR+ review

A coupe-crossover electric car. The Toyota C-HR+ is very much not a Toyota C-HR. It's a standalone electric car that shares very few parts with the C-HR. Instead, under the skin it's a relative of the bZ4x electric car.

Both do the same job: transporting families in coupé-ish crossovery style with a bit of driving fun. But one is hybrid, the other electric.

Audi sells two completely different cars, petrol and electric, both called A6. The electric one has a small e-tron suffix. VW will soon sell two Polos. One of which is an ID. And Toyota sells two C-HRs, one of them a +.

You will remember that the giant Toyota looked a bit like a sleeping giant over EVs. It has launched just the one, the bZ4x, a car that left people a bit under-excited. That said, many folk swallowed hard and bought one – it was among the top sellers of its kind in Europe. Because people trust Toyota.

Well, now Toyota has an array of EV crossovers. The C-HR+ sits in between the Urban Cruiser and bZ4x, which itself has spawned a Touring estate. (Oh and if you're not completely confused yet, the Urban Cruiser is a Suzuki e Vitara in a moustache and sunglasses, and the C-HR+gets a rebadge and mild makeover to become the Subaru Uncharted.)

OK GOT THAT. WHAT ABOUT RIVALS FROM OUTSIDE THE TOYOTA FAMILY?

Think mid-size fastback crossovers: the Ford Capri, Cupra Tavascan, Peugeot E-3008, Skoda Enyaq Coupe, Nissan Leaf, BMW iX2, and Changan Deepal S07. Most have battery and motor specs that are close to some C-HR+ version or another.

WHAT ARE THOSE VERSIONS?

It starts with a 167bhp FWD version, with a battery of 54kWh. Then a bigger 72kWh battery boosts the same motor to 224bhp. Finally there's a twin-motor one with 343bhp.

Range by WLTP is 283 miles for the small battery, a useful 378 miles for the big-battery single-motor, and 339 miles for the 4WD one. That's on 18in wheels. The 20in rims cost another 25 miles or so.

Oddly, the bigger battery is larger than the bZ4x's long-range option. Also, note Toyota quotes gross values, but ours are net figures here because that's what you can actually use between an indicated 100 per cent and 0 per cent.

IS IT A STYLE-LED COUPE OR FAMILY BUS?

Toyota would have you believe it's both. The C-HR+ sets out its stall with a shark-like face and tapered side glass, and hidden rear door handles.

No crossover EV is exactly a statement style piece of course, but the C-HR avoids the frumpy look that would put off a solo driver. And by the same token your kids won't make you drop them out of sight round the corner from school.

The cabin puts the driver's screen and main display standing on the dash like photos on a mantlepiece. In that sense it's interesting enough, but Toyota lacked the commitment to follow it through with much interest in the materials.

Most rear passengers get enough skull space, and legroom is OK for a car of the length. That said, unless you spring for a glass roof there isn't much glazing back there so it feels more constricting. The boot is only 416 litres – tight for family trips.

More details on the Interior section of this review.

DOES IT DRIVE LIKE A COUPE SHOULD?

So far we've had access only to the twin-motor version. Which is genuinely pretty quick. It makes good use of its 5.2 second 0-62mph time, properly scooting away from the line, and out of slow corners. And on upward: there's little sense of it running out of poke as you sweep into the overtaking lane of a motorway.

The steering is light but turns out to be pretty accurate and quick-acting. It's a pretty agile car, and impressively well-damped if the road gets wavy. Don't come expecting involvement, but it makes no fuss making quick progress.

The relatively firm springs means the ride can be a bit tight at town speed. But it's not drawn to your attention because the suspension and tyres are quiet.

We got into it early, when the prices, let alone finance rates, hadn't been set out. So examine the stickers and monthlies carefully versus the opposition.

On the upside, the C-HR+ is a competent but not standout EV when you check the battery capacity and range. But Toyota has learned from the 2020 bZ4x, improving efficiency, and also range prediction and winter charging speed. It should make good use of every kWh.

It's an easy car to get along with, and your feeling of secure wellbeing is going to be boosted by the awesome battery warranty.

It's quite stylish, even if the interior is drably trimmed, And it's pretty good to drive. It rights the wrongs of the early bZ4x and adds some charm of its own. That should be enough to keep it afloat in a sea of rivals.