Toyota C-HR

Last week, I shared certain details surrounding the 2018 Toyota C-HR. Some of the information was under embargo and that meant me honoring Toyota’s request to keep three points under wrap until 4 a.m ET on March 8, 2017.

Well, the time has come and those three points about the C-HR can now be freely shared:

1. Pricing

Originally developed for Scion, the Toyota C-HR retains some of the pricing strategies of the now defunct youth-oriented brand. Specifically, Scion offered mono-spec models, well-equipped vehicles with one trim level.

The 2018 C-HR offers a modified version of that strategy with the standard XLE model retailing for $22,500. If you want a few extra features, such as color-matched front and rear passenger door handles with touch-sensor lock and unlock capability, integrated front fog lights, plus, power side mirrors with turn signals, blind spot warning indicators, puddle lights with “Toyota C-HR” projection, and auto-folding functionality, then you can find them in the XLE Premium grade.

The top trim model adds $1,850 to your price, bringing your cost to $24,350. Add $960 for the manufacturer’s destination fee. Remember, this is a front-wheel drive model with 2.0-liter four-cylinder engine paired to a continuously variable automatic transmission. Neither a manual transmission nor all-wheel drive is available.

2. Fuel Economy

You won’t see a difference in fuel economy numbers with the 2018 C-HR as both trims are nearly identical. That said, the numbers shared are Toyota estimates and have yet to be affirmed by the US Environmental Protection Agency.

Toyota estimates a fuel economy rating of 27 mpg in the city and 31 mpg on the highway for a combined 29 mpg. These numbers are below what some competitors are offering, including the Mazda CX-3 and Honda HR-V. Then again, the C-HR rides a slightly larger platform than its competitors. To say the C-HR fills the white space between subcompact and compact models such as the Toyota RAV4 would be an accurate assessment.

3. Driving Impressions

The third and most significant embargoed point has to do with the C-HR’s driving impressions. I was eager to share this information with you last week, but was unable to do so.

One important point to mention up front: comparing this model to other crossovers may not yield an accurate comparison. I mentioned the vehicle’s larger size earlier. Also, the C-HR offers superior control thanks to its Nurburgring-tuned handling. At least that’s what Toyota claims.

I won’t dispute the handling edge as this is one of the chief attributes of the new model. But before we move on to its “on the road” capabilities, it is important to examine what gets this model moving, namely its 2.0-liter four-cylinder engine paired with a continuously variable transmission (CVT).

The engine is new to Toyota and will eventually find wider application, but nothing was mentioned yet where that might occur. This normally aspirated inline-four produces 144 horsepower and 139 pound-feet of torque.

Step on the gas pedal and power builds slowly, then quickly picks up speed. Keep the pedal to the metal and you’ll hear the engine’s RPMs build, pull back, build, and pull back again. This means Toyota introduced transmission mapping to reduce one of the significant annoyances of CVTs, namely the sensation that the engine is going to blow. Just as it hits 6,000 RPMs, it drops to 5,000 RPMs before resuming its upward pace.

While getting off to a somewhat tepid start, the 2018 C-HR does offer satisfactory mid-level kick and that should satisfy at least some people. The fun begins when you tackle the twisty roads as this crossover stays planted while you zig and zag your way through. Strong torsional rigidity helps as does the double wishbone suspension at the rear. A 26-mm stabilizer bar and SACHS dampers with urethane upper supports are present, what enhances vehicle agility. Ventilated disc brakes are up front and solid discs are in the rear with the rigid rack-and-pinion system bolted to the front suspension.

Engaged driving? Yo’ll enjoy it! Take this crossover on your favorite curvy roads and you may well fall in love with it. Toyota hopes so — where customers might not consider the Toyota 86 because of its size, the C-HR offers at least some of the nifty driving characteristics the diminutive sports car supplies.

The Bottom Line

I won’t rehash what I said last week. Please review that information to come to your own conclusions.

Toyota is nothing but transparent, so much so that the engineer responsible for leading the global engineering activities on the C-HR was present. Further, Hiroyuki Koba sought out the drive impressions of several journalists, including yours truly.

Although initially surprised that all-wheel drive isn’t available, I don’t envision that as being a show-stopper for all customers. True, if Toyota plans to push beyond the 60,000 units it expects to sell in 2018 (30,000 this year), all-wheel drive might be something to consider. On the other hand, the added weight could affect handling and the drive experience plays an enormous part in all matters C-HR.

What I would have liked to see available was an option of a six-speed manual gearbox, something the Nissan Juke offers and a feature that is desirable in that model. When I asked about the European market spec vehicle, Koba said the C-HR would offer a manual gearbox. Further, automatic blipping is part of the equation, a much-desired feature for enthusiasts.

Koba mentioned a possible turbo in the future and that caught my attention. Even though this model has a higher profile than cars (Coupe – High Rider) its performance side is just waiting to be enhanced. I would opt for boosting over the possible addition of a larger engine — such as the 2.5-liter four-cylinder found in the RAV4. Adding excessive weight would only diminish the overall experience.

Should the C-HR catch on, it could change the way people look at the Toyota brand. Indeed, the 86 has certainly helped, a model that has also made the transition from Scion (FR-S). Further, the Coupe High Rider might also find a cult-like following, with devotees customizing their rides through computer tuning, enhanced exhaust systems, special skirting, unique wheels, and the like. The 2018 Toyota C-HR goes on sale in April in the United States, starting what will certainly be numerous spirited discussions about this special crossover.

2018 Toyota C-HR

What I can tell you is that the Toyota C-HR is something completely different from what we’ve seen for this brand. Originally conceived as a Scion product, the automaker transitioned this vehicle to the Toyota brand once it decided to cancel Scion. I can also tell you is that the same pricing philosophy espoused by Scion is on display here and builds on other Scion-to-Toyota models, including the Yaris iA, Corolla iM, and the Toyota 86.

Toyota says that “C-HR” stands for Coupe High-Rider. What you have is a coupe-like design married to a high profile. This means you sit up high while driving. Naturally, you don’t enjoy the same driving characteristics of a low-slung coupe. At the same time, there is an advantage that I’ll make known when my full review is published.

The C-HR is built on an all-new global platform. It is actually a “C segment” model like the RAV4, but it is slightly smaller. It takes aim at the B segment or subcompact SUVs, including the Nissan Juke, Honda HR-V, Jeep Renegade, Chevrolet Trax, Mazda CX-3, Fiat 500X, and others. Add the Kia Soul to this mix.

Front-Wheel Drive Only

Unlike its competitors, the Toyota C-HR is front-wheel drive only. This may put the vehicle at a disadvantage, especially for people who want the added security of all-wheel drive. My thinking, however, is that this SUV will appeal to a group of consumers who are looking for something else, namely fun-to-drive characteristics, something the C-HR has.

All models are powered by an new 2.0-liter four-cylinder engine with 144 horsepower and 139 pound-feet of torque. This engine is paired with a continuously variable automatic transmission. No six-speed manual gearbox is available. At least not in North America. Europe will see the manual and drivers there will enjoy throttle blips for rev-matched downshifting. In my opinion, this feature will eventually arrive in US-spec models. It just has to!

There are a few other things I can tell you about the CH-R.

First, it seats five. The front bucket seats are generously bolstered, offering very good support to your hips and back.

Second, the rear 60-40 seat holds three, but two is ideal. Even then, cabin room is skewed toward the front occupants, therefore this vehicle is ideal for two. That said, if you must sit in the back, headroom is not an issue — I’m nearly 6-feet tall and there was room to spare.

Third, the rear storage space is fairly sizable. Fold down the rear seat and two people have enough room to carry a week’s worth of luggage with them.

Fourth, if you like color schemes the C-HR won’t disappoint you. In addition to such standard colors as black, white, red, and blue, there are three two-tone colors available — this means that the roofs are white and the body is another color, such as green or blue. It looks great and reminds me of a similar paint scheme found on the FJ Cruiser.

Fifth, there is a distinct diamond theme running through the C-HR. Look closely and you can see it on the exterior. Inside, the diamonds are on the door panels, the headliner, and in other places you might not expect it. We found it a cool way to showcase this vehicle.