Toyota C-HR+ (2026) Review

Introduction

Toyota is no stranger to 4x4s, SUVs and crossovers nowadays.

Of course, the likes of the Land Cruiser have been around for decades, along with the Hilux pick-up truck – and the RAV4 is over 30 years old.

But over the past decade, the number of other larger SUV-inspired family cars in the Japanese manufacturer’s line-up has exploded.

You will find the same in most rivals' fleets, too, with enhanced practicality and a higher driving position steadily putting traditional family hatchbacks and saloons in the shade.

The C-HR is one such example, first launched in 2016, refreshed in 2019, and then given a full redesign with the arrival of the second-generation model in 2023.

Now, there’s a new fully electric version: the C-HR+.

The name is misleading, though, as it’s much more than a C-HR with an electric motor instead of an engine.

In fact, the C-HR+ sits on entirely different underpinnings, so it’s arguably more comparable with the larger Toyota bZ4X (which shares its platform) than with the non-EV C-HR.

The bZ4X isn’t particularly engaging to drive, but it’s been popular thanks to Toyota’s dependability – it’s considered a safe brand to put your money into.

So, is the C-HR+ a more enjoyable car to drive? We got our hands on one to find out.

What are the Pros & Cons of the Toyota C-HR+?

Pros:

• Decent range, especially with the larger battery
• Well-equipped as standard
• Ride comfort is impressive

Cons:

• Rear space is limited
• Interior is bland despite improvements
• Poor rearward visibility

What are the first impressions of the Toyota C-HR+?

Although the C-HR+ doesn’t share much DNA with the standard C-HR, you can see the similarities in its bodywork.

However, when it comes to the C-HR’s open-mouthed arrangement, you can also identify the differences.

The C-HR+, by comparison, has a more vertical appearance, with two strut-like cheekbones out to the sides, creating room for air intakes.

The front is cleaner too, thanks to a panel replacing the front grille mesh, while the double light bars on each side are closer together on the C-HR+.

The new Toyota does, though, feature the sloping nose and sharp drop-off seen on the C-HR.

Around the sides, there are two creases which close in on each other as they head back towards the centre of the front doors.

At the back, again, there are similarities to the standard C-HR, but the C-HR+ has a flatter appearance, losing the middle lip across the centre of the tailgate.

Whether it's attractive, though, is debatable - it risks falling into the ‘samey, generic EV’ category that many crossover SUVs are guilty of.

What are the Toyota C-HR+’s key features?

Three trim levels are offered on the Toyota C-HR+.

Entry-level Icon gets 18-inch alloy wheels, a 14-inch infotainment touchscreen with Apple CarPlay, Android Auto, navigation, digital radio, and a seven-inch digital driver display.

You also get keyless entry/go, heated front seats, a powered driver’s lumbar support, ambient lighting, and a bunch of advanced driver assistance systems (ADAS), which we'll cover later.

Mid-range Design trim adds privacy glass, a powered tailgate and a towing hook.

Top-of-the-range Excel upgrades to 20-inch alloys, a 22kW (instead of 11kW) onboard charger, front wiper de-icer, and powered driver’s seat height adjustment, plus synthetic suede and leather seats.

The entry-level Icon model produces 167PS, while the other two boast 224PS.

All variants are front-wheel drive – an all-wheel drive version (with 342PS) exists, but it’s not offered in the UK.

What is the range of the Toyota C-HR+, and what are the battery options?

The entry-level Icon model houses a 57.7kWh battery and a total range of 283 miles.

Design and Excel models feature 77kWh batteries, capable of 376-mile and 347-mile ranges, respectively (Excel is lower due to its larger wheels).

Want to know more about EV range? Be sure to check out our guide explaining electric car range today!

What’s the performance and drive like with the Toyota C-HR+?

We are testing the mid-range Design model, so we get the more potent motor, larger battery and the biggest range.

Zero to 62mph takes 7.3 seconds – plenty quick enough for a car like this – though the entry-level Icon is only 1.1 seconds slower despite a 57PS deficit, so it’s still respectably pacey.

Sure, some rivals are quicker, but few people will be seeking outright performance when choosing a vehicle like this.

Our test car accelerates smoothly and feels reasonably refined. However, the throttle is very sensitive, offering a burst of torque from a standing start, so you’ll get some wheelspin if you bury the pedal to the floor, especially in damp or greasy conditions.

Take things more sensibly, though, and there's an admirable amount of poke on tap, providing enough performance to overtake on faster roads.

The suspension in the C-HR+ is very soft, offering a cosseting, absorbing ride that outdoes any pothole's attempt to jar your spine.

It manages this without feeling wobbly, too. Some softly sprung cars feel like you're driving a bouncy castle on poorer road surfaces, yet Toyota has engineered a vehicle that quickly settles and remains well planted.

Comfort is likely helped by Toyota's decision to fit the Design grade car with 18-inch rollers as standard, like the entry-level Icon. Only the top-of-the-range Excel gets 20-inch rims, which will slightly reduce ride comfort.

Inevitably, most cars with soft springs don’t handle particularly well, and the C-HR+ is certainly not a driver’s car.

It is not terrible, though – in fact, it’s much better at tackling twistier roads than many equivalent softly set-up cars, controlling body roll well. But there's still more lean than you'd find on vehicles that are more focused on enjoyment behind the wheel.

Speaking of the steering, it’s very light, which isn’t particularly confidence-inspiring on bendy B-roads. And although it weights up, it tends to do so as you turn the wheel, so it often feels unnatural.

There is not much feedback, either, leaving you with little confidence to push on. Take things steadily, though - and you'll be fine.

Even at speed, it's hushed and relaxing to drive, with little road noise, though the 18-inch rims on our test car are certainly quieter than the 20-inch big boys on the top-of-the-range version, not that that's necessarily a deal-breaker if you want the Excel.

Four regenerative braking levels are offered, but even the strongest setting doesn't enable one-pedal driving. At least the pedal feels consistent and predictable.

Overall, the Toyota is a worthy all-rounder and nice to drive on a long cruise, but those wanting something to boost their dopamine levels should look to Tesla or, at a push, Audi.

How fast can the Toyota C-HR+ charge?

Both the smaller and larger battery packs are capable of DC charging speeds up to 150kW.

A 10-80% top-up takes just 28 minutes, regardless of battery size, thanks to pre-conditioning, which helps reduce charging time.

The entry-level and mid-range models get 11kW onboard AC charging (10-80% charge in four-and-three-quarter hours) while the top-of-the-range Excel is capable of 22kW (10-80% charge in two-and-a-quarter hours).

However, few households can support higher AC speeds, and many will be limited by standard home chargers, which are only capable of 7.4kW.

Check out our guide all about EV charging costs for more information!

What are the running costs and emissions for the Toyota C-HR+?

It will be cheap to run, especially if you charge at home, avoiding the expense of public charging points.

The first year's road tax helps keep costs down, too, as it’s just £10, though you’ll pay the standard rate after that (currently £195 a year).

With the top Excel model, despite its asking price being above £40,000, it won’t attract the Expensive Car Supplement as the threshold rises to £50,000 for EVs from April 2026 (it’s also being applied retrospectively to EVs bought from April 2025 onwards).

It will be cheap to run as a company car, too, as EVs are in the bottom tax band for Benefit-in-Kind.

Toyota has an excellent reputation for reliability, so you should be able to enjoy plenty of trouble-free motoring.

What’s more, the East Asian automaker is clearly a believer in its own products as it now offers a claimed industry-leading ten-year warranty to take over Kia’s long-held crown.

What’s the interior and technology like with the Toyota C-HR+?

Toyota’s interiors aren’t bad, but cabin design has come a long way over the past five to ten years, so it's good to see the Japanese giant move forward in an area where it had fallen behind.

The C-HR+ looks more contemporary inside than many competitors and Toyota's other cars, including the standard C-HR.

Its steering wheel is chunky but small, inspired by Peugeot's lap-sitting wheel, while everything seems solidly joined together, with a bold, robust look.

There are lots of plush surfaces, while cheaper, thin plastics are largely out of view. However, don't expect the same level of material quality as premium rivals.

The 14.0-inch infotainment screen offers razor-sharp graphics and is very responsive to touch and input. It is also a well-designed unit, with a logical menu layout that’s intuitive to use, though it lacks the depth of features found in some industry-leading systems.

Toyota is guilty of integrating the climate controls into the touchscreen, though you do get a couple of dedicated circles on each side to adjust the temperature.

The rest of the controls are always in view on the screen, though, and of all the digital air conditioning solutions we’ve seen, this is one of the better ones.

Behind the wheel, there's a seven-inch digital driver display, though it's set far back, almost against the windscreen, which could hamper shorter drivers’ views unless you raise the seat. It does make it very convenient to glance at when on the move, though.

You also receive two wireless phone chargers as standard – a welcome upgrade given most cars offer only one.

However, the cabin of the C-HR+ looks too bland. There is very little to break up the dark grey tones, with hardly any silver décor. Sure, the ambient lighting helps, but it still looks very monotonal.

It is frustrating that Toyota has designed a fairly sophisticated interior compared with older models, but then failed to include simple finishing touches to make it look really nice.

The synthetic suede and leather seats are tasteful and improve the look, but they’re only available in the top-of-the-range model. They are still grey, though.

Is the Toyota C-HR+ practical, and how big is the boot?

The driving position is very comfortable in the Toyota C-HR+, lining up nicely with the pedals, though you're not as high up as in plenty of foes.

There is a praiseworthy amount of travel in the seats and steering wheel, but only the Excel gets a powered height-adjustable driver’s seat. Therefore, our mid-range Design test car misses out, though all models get powered lumbar support.

Despite the low driving position, forward visibility is commendable, with thin windscreen pillars providing an unobstructed view of the road ahead.

The sloping roofline means the rear windscreen is acutely angled, so the view is shallow, and the back pillars are a bit thicker, so rearward visibility isn't the best, but we've seen worse in similarly shaped cars.

All variants get front and rear parking sensors as standard, plus a rear-view camera, which is upgraded to a surround-view cam in the range-topping version. The C-HR+ can also park itself.

In terms of space, there's plenty of head and legroom in the front, while the cabin is sufficiently wide to avoid rubbing shoulders with the person sitting next to you.

If you're comparing dimensions with the standard C-HR, though, and are hoping for more interior space (the C-HR+ is 158mm longer than its non-electric sibling), you're going to be disappointed.

The floor is high, limiting under-thigh support, and the sloping roofline limits headroom for taller occupants, though it’s not quite as tight on rear space as the standard C-HR.

The cabin width (47mm wider than the standard C-HR) means fitting three adults next to one another in the back is more feasible, but we don't imagine they'll be comfortable for a longer journey.

If rear space is important to you, Toyota's bZ4x, which shares a platform with the new C-HR+, is nearly a foot longer.

Boot space measures 416 litres in the C-HR+, which is more than the standard C-HR (which ranges from about 310 to 388 litres depending on spec), though the bZ4x beats both with 452 litres.

Space expands to around 1,500 litres with the rear seats folded in a 60/40 configuration. Still, there's no additional underfloor storage (apart from a small cubby at the back for charging cables) and no frunk under the bonnet.

Inside, there's ample storage, including a generously sized glove compartment and large door bins.

How safe is the Toyota C-HR+?

The C-HR+ is yet to be tested by Euro NCAP.

Because it's different from the standard C-HR, its rating won't apply to the C-HR+.

Nevertheless, the standard C-HR earned a five-star rating in 2024, scoring 85% for adults, 86% for children and 79% for safety assists.

The bZ4X, which, as previously mentioned, shares its platform with the C-HR+, also earned a five-star rating in 2025, with scores of 88%, 85% and 79%, respectively.

Of the last fifteen Toyotas to be crash-tested, ten have achieved five-star ratings, with the other five being awarded four stars.

The C-HR+ includes an ADAS suite called Toyota Safety Sense, featuring an emergency driving stop system, blind spot monitoring, intelligent adaptive cruise control, and front intelligent clearance sonar for objects, vehicles and pedestrians.

Range-topping Excel gets lane-change assist, front cross-traffic alert, and a 360-degree panoramic camera (it’s a rear-view camera in the two lower models).

Can I choose optional extras with the Toyota C-HR+?

There is quite a selection of additions you can spec your Toyota with.

Mats and trunk liners, plus door handle protection films, form part of the Essential Protection Pack. Meanwhile, the Premium Pack goes further, adding in side sills, aluminium scuff plates and bumper protection.

There is even a Pet Pack, which includes a dog hammock, while a JBL premium audio system is also offered.

Body colours include cement grey, mineral grey, white pearl, black, and a reddish orange called ‘metal oxide’, except in the range-topping Excel, which removes the all-black body colour but adds a black roof to all other hues.

There is also a panoramic sunroof, but beware: it will eat further into the rear headroom.

What are the rival cars to the Toyota C-HR+?

There are many rivals to the C-HR+.

If your heart is set on a Toyota, then, as we've mentioned, there's the smaller standard C-HR and the larger bZ4X.

CUPRA offers the Tavascan, while there’s also the Hyundai Ioniq 5, Nissan Leaf, Peugeot e-3008, and Volkswagen ID.4.

Kia has the EV3 and EV5, Skoda offers the Elroq and Enyaq, Ford has the Capri, Explorer, and Puma Gen-E, and there's also the Renault 4 and Scenic.

At the premium end of the car leasing market, you could check out the BMW iX2, Audi Q4 Sportback e-tron, Tesla Model Y, Volvo EC40, and Smart #3.

Another motor you probably haven't considered is the new Changan Deepal S07. And yes, it's another new Chinese model.

What’s the final verdict on the Toyota C-HR+?

The Toyota C-HR+ is a solid contender for an electric family car.

It is comfortable, reasonably priced for an EV, and comes with a juicy standard equipment list, even at entry level.

We recommend the mid-range Design trim that we drove. It comes with longer range, more poke and a few extra convenient features, while the Excel grade is too much of a price jump to champion.

That said, there’s nothing wrong with the bottom Icon model if you're happy with less power and range.

The downside is that some challengers offer greater practicality, with the rear not being as roomy as some competitors'. At the same time, the interior, improved as it is, is still rather dull, with no brighter colour schemes available.

Rearward visibility isn’t the best either, and though it's not bad to drive, alternatives like Audi, Cupra and Tesla offer more fun.

Nevertheless, the Toyota C-HR+ is a great option from a brand that can be relied upon more so than most others to deliver a quality, reliable car.

Where to next?

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**Correct as of 13/04/2026. Based on 36 months initial payment, 5,000 miles annually, over a TBC month lease. Initial payment equivalent to 12 monthly payments, or £3,229.92 (Plus admin fee) Ts and Cs apply. Credit is subject to status. 

Every lease deal is a fixed monthly cost for the whole of your contract, apart from changes to government costs, e.g. VAT changes or road fund license cost changes and in certain specific cases where the funder changes the price. Electric range quoted is WLTP.

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