Driving the Toyota C-HR+ Electric: sequels are better
Although it offers models with all the latest technologies, including fuel cells, Toyota has been widely criticized for its reluctance to develop a 100% electric range. Market developments, with customers increasingly turning to hybrid models, have proven it partially right in this strategy, first demonstrated by the bZ4x. This 4.69-meter-long SUV had to correct its approach, lowering its prices, increasing its range, and improving aspects such as the significant loss of range it suffered when the climate control was activated.
Now, the C-HR+ Electric has been added to the range. Along with the upcoming Urban Cruiser (a small SUV), they aim to truly democratize this battery-powered offering. The car, which can be ordered now, although the first deliveries won't occur until the first quarter of 2026, will start at €36,500.
Considering that the various purchase aids (Moves, personal income tax relief, and CAE) can subtract almost 11,000 euros, the remaining price tag is a steal given what this 4.52-meter-long car offers. That's 16 cm longer than the already well-known C-HR (pure or plug-in hybrid), of which it is, in terms of style and proportions, a bit of a larger version. It also benefits from the fame gained by the more than one million cars it has sold in Europe alone in two generations. The brand's forecast for Spain is to register up to 4,000 units of the new C-HR+ Electric in a full year.
To test drive it, we traveled to the outskirts of Paris. The units we had at our disposal are still prototypes, not the final model, but enough to draw many conclusions. For example, a rather pleasing design thanks to a sporty silhouette topped off with a coupé-style rear end. Depending on the version, the roof may be painted black. The wheels are 18 inches or, on the top trim, 20 inches.
Inside, the dashboard is practically the same as the BZ4X. It features a small seven-inch display in front of the driver, positioned high like a head-up display. It displays basic information, including navigation instructions. In the center, it features a 14-inch screen for multimedia and all the car's settings. Wisely, the lower part is reserved for the climate controls, some of which are physical.
The presentation is the familiar Toyota one: well-fitted and designed to last a long time, but very sober, at least this unit with the upholstery (textile, although vegan leather is also available) in gray.
It's noticeable that the wheelbase has also grown by 11 cm compared to the C-HR: there's plenty of legroom and headroom in the rear, with air vents for passengers, and the knees aren't bent more than usual, as is the case in many electric vehicles. However, we do find one flaw in this one: due to a small raised floorboard, there's very little room to tuck your feet under the front seats.
Furthermore, the trunk benefits from a five-centimeter longer rear overhang, increasing to 416 liters, but this isn't a good figure for models of its size. And we don't have, as in other battery-powered models, a space in the front for storing cables. In fact, there's no glove compartment either. Its space is taken up by the heat pump installed so that the climate control (whether heating or air conditioning) significantly reduces the range. For example, in the car we tested, this figure dropped from 538 to 490 km when connected.
But the fight to gain mileage doesn't stop there. In addition to the closed front grille, the car's floor being as flat as possible, and the rear door handles hidden in the upper part of the door, the aerodynamics of the wheels have also been optimized, and at the rear we find a spoiler at the top and winglets at the bottom. The heated front seats and steering wheel also contribute to this mission. The result is a drag coefficient of 0.26 (compared to 0.32 for the C-HR), which is the lowest in its class.
The final result, which is also influenced by the greater efficiency of other elements of the electrical system, will depend on the battery chosen from the two available, both with NMC chemistry: one is 57.7 kWh, the other 77 kWh, which will be the only one offered on the Spanish market.
The first is paired with a front-wheel drive version with 167 hp that achieves a range of 456 km on a full charge. The second can also be ordered with front-wheel drive, 224 hp, and up to 609 km of range with 18-inch wheels (563 with 20-inch wheels); or with a dual-motor, all-wheel drive variant that, with 343 hp, reaches 546 km (or 509 with the large wheels, which is how it will be shipped in Spain). With weights ranging between 1,885 kg and 2,010 kg, the 0-100 km/h and top speed acceleration figures are, respectively, 8.4 s/140 km/h, 7.3 s/160 km/h, and 5.2 s/180 km/h.
As for charging speeds, they support 11 kW or 22 kW alternating current, depending on the trim level, or up to 150 kW at a fast charging station. This is a modest figure, determined by a cost issue (the architecture is 400 volts), although it remains to be seen how long it can be maintained. In any case, Toyota does boast about the system that allows the battery temperature to be pre-conditioned before charging, which saves time, especially when the ambient temperature is low. In fact, it claims that the time it takes to go from 10% to 80% is practically the same at 20 degrees as at 10 degrees below zero: about 30 minutes.
Of course, you'll first need to activate the system, which can be done manually from the center screen, by scheduling it for a specific time, or by starting it automatically if you tell the navigator to direct you to a charging point.
Structurally, the C-HR+ is built on a different platform, the e-TNGA platform also used by the bZ4x, with the battery mounted along the floor and anchored to the chassis. This results in torsional rigidity that's 30% greater than that of the conventional C-HR and a lower center of gravity of no less than 6.5 cm, while maintaining a generous 18.5 cm of ground clearance. Obviously, all these changes and the increased weight have necessitated a specific suspension tuning.
We were able to test it in the mid-range version (224 hp with a large battery and front-wheel drive) , which is the one sold for €36,500 without assistance. The route covered just under 130 km, alternating between all types of roads (urban, highway, and road) in the outskirts of Paris. The ambient temperature was around 14 degrees, and we had the climate control set to 22 degrees. We also selected ECO mode, which slightly reduces power, which the average user won't notice.
At normal speeds, and even faster than most of the traffic we encountered, we averaged 17.2 kW per 100 km , and starting from 490 km at the start, we arrived with 349. In short, a real range of about 450 km with two people on board and no luggage.
Since the C-HR+ has several energy regeneration levels, we played around with them quite a bit. Although it has four modes, at high speeds there's very little difference. At medium speeds and on the highway, they do help prevent braking on corners or when approaching roundabouts.
And they have a curious logic: if we deactivate the system so the car is coasting and then reconnect it, it depends on which paddle we activate: if it's the right one, which is the one we use to reduce deceleration, it restarts at level 1. If it's the left one, it understands that we want more regeneration and does so at level 3. But there's no level equivalent to one-pedal (which allows driving using only the accelerator) due to legal issues in markets like the US and because, the engineers told us, they don't want the driver to become overconfident.
Dynamically, it's a very pleasant car to drive. It responds nimbly to the accelerator (even if it doesn't go over 160 km/h) and allows for very quick overtaking. It's stable, very quiet, and has a European-style suspension and steering setup, although the unit we tested had 20-inch wheels with a 50-profile, which some drivers may find a bit stiff and bouncy. The 18-inch wheels have a much higher profile (60) and are less likely to absorb the unevenness of the road.
The equipment includes, as standard or as extras, elements such as a panoramic roof, 64-color interior lighting, a route planner that adjusts in real time to optimize range and stops, and a full range of driving aids, including the front cross-traffic alert and the device that warns us not to open the door if another vehicle or bicycle is approaching. Furthermore, it is well known that the battery warranty can be extended to 10 years or one million kilometers provided it is serviced annually.
elmundo
