Nothing is impossible - at Toyota, We know that, since the Japanese created this brand slogan from about the middle of the 80-years. So it is not surprising that the brand, which used to be known for long-term quality and its hybrid drive, is obviously making a radical change in the design of some new models. In C-HR, neither the staid lines of an Auris or Avensis, nor the futuristic design of the hybrid Prius or the hydrogen mobile Mirai.
Our test car is more reminiscent of the brave figure of a Nissan Juke, although the Toyota with its 4,36 meter so actually compete against the only two inches longer Nissan Qashqai. From sheer metal creases, optical broadening and restless running lines it is difficult for the viewer to get a consistent impression at first glance. Yes, the C-HR looks modern, but as a complete work, it also looks pretty rugged and uneven. Thus, it is clear: This Toyota you will love or just do not love at all. For intermediate tones, the crossover leaves no room.
Good that it does not continue in the interior. The is designed boldly, but does not seem so effortless extravagant. The rear passengers are not the only ones who suffer most from the design, not because it is particularly tight - the C-HR offers a good class average - but because the glass surface, which dramatically decreases towards the rear, does not let in much light and thus turns the rear into a cave. On the other hand, the front sits perfectly, looks at clear instruments and enjoys the flawless navigation system with 8 inch monitor for 790 Euro. We have just missed a few more shelves for the everyday things of life.
The C-HR is available with two drive systems. Toyota expects that most buyers (70%) in Germany opt for the hybrid solution, which is in principle the same as the Prius: so 1,8-liter gasoline engine plus electric motor with together 90 kW / 122 PS. Our test car, on the other hand, came with the less spectacular, but for local width recommendable drive, the 1,2-liter gasoline engine with 85 kW / 116 PS. It should be mentioned that this is a four-cylinder and not, as is common in this displacement class today, an aggregate with only three pots. However, Toyota introduced us to the full equipment version. With automatic transmission - more on top - and all-wheel drive (dispensable) and in the highest equipment level "Lounge" the vehicle costs already 31.280 Euro, even 300 Euro more than the hybrid on the same equipment level. But it is also cheaper: If you can dispense with all-wheel, equipment and automatic, but already almost 22.000 Euro cope.
So, the automatic so. Sounds good, but unfortunately only a CVT transmission, baptized at Toyota Multidrive S. There is no doubt that this type of transmission can live much better today than it did ten years ago. Nevertheless, even Multidrive can not override the design-related weaknesses. The "rubber band effect" and thus the feeling of constantly being on the move at too high a speed in the face of the realized acceleration always go along with it. If you still like to switch yourself, should take the six-speed gearbox and also saves 1.300 Euro.
Unfortunately, the CVT transmission also overshadows what a great engine Toyota is giving the CH-R on the way. The four-cylinder with turbo support turns joyfully high and remains pleasantly quiet. With four-wheel drive and automatic, however, the standard consumption with 6,3 liters is not low, we need on average even 7,5 liters. Not a great value. A diesel, such as Nissan offer for the Qashqai or Opel for the Mokka X, has the hybrid pioneer Toyota not only on offer. Way foresight or serious shortage? This question will probably be decided by politics.
The greatest strength of the C-HR we have not yet addressed: the chassis. The five-door is on the new TNGA platform, which is called "Toyota New Global Architecture". Where the "New" deserves special attention, because never before has a Toyota drove so fleet-footed, so agile and as precise as the C-HR. The overall vote is also successful, based on comfort, but without neglecting the dynamic qualities. Although the steering is relatively smooth, but without sacrificing precision. And even the brakes - not a constructive highlight for every Toyota - respond cleanly and can be dosed well. So you can look forward to more vehicles on the new platform.
If you do not mind the expressive design, the C-HR is a modern, light-footed crossover with a great engine. Anyone who does without the CVT transmission can also avoid one of the few real weaknesses of the vehicle right from the start. And who likes it, then perhaps even the hybrid variant could be the better alternative. (Peter Eck / SP-X)