The C-HR initially debuted as a Scion idea from Toyota’s now-defunct youth-oriented brand name. 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.
Highlights include swollen and oversized fenders, surprise rear door deals with in the vehicle’s rear roofing system pillars, 3-D taillights that extend from the vehicle, and a rear lip-spoiler with a practical wing. Basic equipment includes 18-inch aluminum wheels, projector beam headlights with LED running lights, and power adjustable heated and folding outside mirrors.
It’s in the cabin, nevertheless, that Toyota nails the sporty vibe. It uses a mix of higher-grade surface areas (perfectly padded plastic on the dash) and some more thrifty areas (chintzy center console cover), and a few elements combine 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 steering wheel are also in a diamond shape.
Front-seat area is good, with a great deal of headroom and legroom, however the sloping roofline comes at the cost of rear visibility. In the rear seat, nevertheless, the C-HR’s sloping shape doesn’t consume into headroom; the Toyota matches the HR-V at 38.3 inches, and the Renegade and Trax provide only a smidge more. In terms of legroom, however, it routes competitors by numerous inches. At 5-feet 6-inches, I had enough space, however the backseat still felt closed in; external presence through the tiny side windows is awful.
Behind the rear seats, there’s simply 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 quickly in a 60/40 split to develop 36.4 cubic feet– much less than all 3 rivals.
Lower your expectations. Despite 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 drives the front wheels through a continually variable automated transmission. Takeoffs are sufficient but absolutely not lively, 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 higher for better velocity. It also companies 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 offered with a turbocharged engine and all-wheel drive– a combo that would no doubt increase the enjoyable element.
In regards to 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 rated 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 destination. 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 basic security features– much of which aren’t even available in other places in this class. Forward accident warning with pedestrian detection, automated emergency braking, lane departure alerting with steering help, 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 includes heated front seats, a power lumbar change for the driver’s seat, puddle lights, foglights, push-button start and a blind spot warning system with rear cross-traffic alert. One more oddity in the features department: A backup video camera is standard, however its tiny image is displayed in the rearview mirror rather of the multimedia screen– an antiquated and unhelpful setup.
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