2024 Toyota C-HR review: First Australian drive

JUMP AHEAD

• Pricing and features
• Safety
• Interior
• On the road
• Key rivals
• Should I put it on my shortlist?
• Specifications

Pricing and features

Pricing has gone up about 35 percent for the C-HR range, which positions it in a different spot to the first-gen model.

Part of that is clearly down to improved spec and tech, but there’s probably a bit of scarcity costing added in there - the car is built in Turkey, and is only sold in Australia and Europe this time around.

Even so, a base price of $42,990 plus on-roads for a pretty basically specified C-HR GXL seems rich, while the Koba model - which shares the same powertrain as the base car - gets a heap more kit for $49,990 plus on-roads.

The range-topping GR Sport stands apart with a 30% more powerful hybrid system and all-wheel drive, but at $54,990 plus on-roads, there are plenty of better choices out there. Read our full spec breakdown to see what you get in each grade.

As with all Toyota models, there’s a five-year/unlimited kilometre warranty, plus if you maintain logbook servicing you will get seven years of powertrain cover.

And if you service with Toyota, you will be eligible for up to 10 years’ hybrid battery cover.

Service intervals are 12 months/15,000km, with a capped-price plan for the first five years/75,000km which averages out at just $200 per visit.

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Safety

Awarded a 5-Star ANCAP safety rating, the new C-HR has an abundant standard safety kit.

This includes 10 airbags, autonomous emergency braking with pedestrian, cyclist, junction and head-on detection, adaptive cruise control, lane keeping assistance, and a driver monitoring camera.

Helping with a lack of outward vision are front and rear parking sensors with low-speed auto braking, and there’s a surround-view camera, plus blind-spot monitoring and rear cross-traffic alert.

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Interior

Big changes to the cabin, with some sweetheart elements from the first-gen having disappeared - there’s no impressions in the headlining, and the speaker covers are just boring now.

But otherwise, it’s a modern and stylish cockpit design, but one where space is at a premium. Unlike many other new-gen models, the C-HR is no larger inside than before, and with two big bodies up front, it feels pretty cramped.

All of the controls are pretty logical apart from some on the touchscreen, with a few confusing menus. And while there are volume buttons, you don’t get any other media buttons apart from those on the steering wheel.

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Thankfully the climate system has an array of buttons below, and dual-zone climate control is standard.

What isn’t standard, though, is rear-seat ventilation, and it is a cramped feeling space in the back thanks in part to the dark headliner. The windowline is still very high, meaning it won’t be ideal for parents… or anyone who likes whomever is riding in the back. There’s also limited storage, with just cupholders in the doors and a single map pocket on the higher grades.

At least the rear doors now have more conventional handles, yet the C-HR also debuts the on-trend flush-fit handles - a first for Toyota.

Boot space might work for you, though: GXL and Koba models have 388 litres, while the AWD GR Sport has 362L. Also, if you want or need a spare, there’s a space-saver in the GXL, but the others have a tyre repair kit. All have tyre pressure monitoring.

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On the road

It might have seen new-generation powertrain upgrades, but the 1.8L hybrid system doesn’t feel all that different compared with other hybrid Toyotas when it comes to the drive experience.

With engine changes and a different battery, there’s 13kW more and 0.3L/100km less, respectively.

It is still a smooth and clever powertrain, shuffling between petrol and electric (or a combination of the two) well, though still with the trademark CVT whine.

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The last one was fun in the bends, and the same can be said of the second-gen.

There’s a nice balance to its handling, and the steering is accurate with nice weighting. The ride? Better on 17s, as you’d expect, but even in the Koba it’s never too unsettled or uncomfortable.

As the GR Sport doesn’t see any major tuning changes to the car’s MacPherson front, independent rear setup, it offers similar smarts in terms of balancing comfort and control – but with the GR Sport’s electric rear axle setup, it offers the all-wheel drive traction and propulsion you might need at different times.

However, it still feels very front-biased, and while the performance from the 2.0L hybrid system is markedly more rapid than the base cars, for those hoping for a ‘proper’ sports SUV experience, this won’t really deliver.

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Key rivals

The most compelling alternative is a sibling model - the Toyota Corolla Cross (from $33,980 MSRP), which comes with a vast range of models for less money and with more practicality for the cash, too.

You might also want to check out the Honda HR-V (from $36,700 drive-away) or ZR-V (from $40,200 drive-away), both of which offer great petrol and hybrid models.

And if you’re considering a GR Sport version, there are a number of Cupra Formentor variants that fall around the same budget (it starts at $51,990 MSRP), with a bit more space and plenty of grace, too.

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Should I put it on my shortlist?

Maybe. There are more practical options, but if you aren’t prioritising back seat riders, it could be a good choice, if you can justify the cost.

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