New Toyota C-HR+ 2026 review: Japanese brand’s best EV yet

Verdict

There’s a lot more to the Toyota C-HR+ than simply adding a symbol to the end of the existing car’s name. It’s bigger and more spacious than the hybrid, while its second-generation EV platform delivers far better efficiency than anything Toyota has introduced so far. It’s decent to drive, too, with a sporty edge to its performance, while competitive finance deals should help it to gain a foothold in a fiercely fought sector.

Toyota’s first steps into the world of all-electric cars have been tentative to say the least. The bZ4X was its first full production electric car, but it had a rather lukewarm reception, mainly because of its high price and relatively poor efficiency when compared with most rivals. Now the Toyota C-HR+ is here to make amends and take on the class best.

While the C-HR+ shares its name and a passing resemblance to Toyota’s popular hybrid crossover, it’s actually the second model to come from its bZ (Beyond Zero) EV strategy, and is based on the same platform as the bZ4X. As well as aligning the C-HR+ with the hybrid, Toyota has taken the opportunity to give its EV running gear an upgrade, with a larger 77kWh battery offered alongside the existing 57.7kWh unit. 

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Efficiency tweaks, including re-engineering the electric powertrain and fitting a heat pump as standard, mean that there’s been a boost in range for the C-HR+. A maximum quoted distance of 376 miles is possible from the largest battery when the car is fitted with 18-inch wheels, while the standard battery offers 284 miles of range, around 10 miles more than the same pack in the bZ4X.

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The newcomer slots between that model and the Urban Cruiser in Toyota’s EV line-up, and it’s slightly larger overall than the C-HR. Styling elements, such as the coupé-like profile, ‘hammerhead’-style front end and a lack of rear windscreen wiper, are pure C-HR, but some of the details are different. Where the current hybrid has flush-fitting doorhandles, the Plus has regular handles up front, while the rears are tucked into the car’s C-pillars, as they were on the first-generation C-HR hybrid. The Plus’s overall shape has been sculpted with efficiency in mind, too, and there’s a slippery drag coefficient of 0.26Cd on offer.

The aerodynamic shape doesn’t come at the expense of passenger space, which has grown when compared with the C-HR hybrid. It’s still not the roomiest model in the back, with the high-set floor and low seat bases offering an awkward seating position, while taller passengers will find their heads very close to the roof lining. 

Up front there’s plenty of space to get comfortable, and the high-set centre console makes it feel a bit sporty, too. The C-HR+ features the same dashboard configuration as the bZ4X, so the dials are positioned above the rim of the steering wheel. It makes for a slightly awkward seating position that won’t be to all tastes, although the section of the display that’s covered by the rim has been left blank, so you don’t miss any info.

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Press and turn the rotary drive selector to engage drive, and the C-HR+ pulls away in silence, while the calm cabin remains unflustered at urban speeds. The steering is positive and easy to manage when parking, but the system weights up the faster you go, and even at 30mph it feels meatier than most rival set-ups. The ride is a little on the firm side, too, although it’s not harsh enough to be called uncomfortable, and the damping does a fair job of soaking up bumps.

Pick up the pace – which is easy to do courtesy of the instant 269Nm of torque from the 218bhp electric motor – and the C-HR+ feels responsive, while the weight of the low-set battery helps the car to feel stable and controlled in corners. Hit the motorway, and again the C-HR+ performs well, although rough surfaces do make their presence felt with plenty of noise and some vibrations through the chassis.

In terms of efficiency, we drove the C-HR+ in spring temperatures, and saw a range of 320 miles from a fully charged 77kWh battery (72kWh of which is usable). After 45 miles of driving on a mix of faster country lanes, motorways and urban roads, we saw a return of 4.2 miles per kWh, which is on the money when compared with rivals in the compact electric SUV class. That translates into a range of 302 miles, which should put some concerns about Toyota’s EV efficiency to rest.

Aside from a shortage of back-seat space, the only other real negatives we found with the C-HR+ include the relatively slow DC charging, although at 150kW it’s still fast enough to get the battery from 10-80 per cent capacity in a little under half an hour.

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