Tested: 2026 Toyota C-HR Has EV Hustle, Lacks Dynamic Delight
6/11/26 UPDATE: This review has been updated with instrumented test results.A decade ago, TikTok was just a fledgling social media site, and the bare-bones 144-hp Toyota C-HR made its debut at the Geneva auto s...
6/11/26 UPDATE: This review has been updated with instrumented test results.
A decade ago, TikTok was just a fledgling social media site, and the bare-bones 144-hp Toyota C-HR made its debut at the Geneva auto show. But a whole lot can change in 10 years. Now, TikTok is a global behemoth, and the C-HR is—well, it's still small, but now it promises sharp styling, a well-appointed cabin, and a potent electric powertrain. The C-HR doesn't quite live up to Toyota's promise of being its sportiest electric SUV, but it's still quick, comfortable, and filled with modern amenities.
The C-HR is closely related to Toyota's other EVs, the bZ and bZ Woodland, but it has a 3.9-inch-shorter wheelbase than both and measures 6.7 inches shorter overall than the former. While the C-HR is smaller than the bZ, Toyota's bid to position it as the fun-forward EV means it borrows the more potent powertrain from its bigger brother: a dual-motor, all-wheel-drive setup spitting out 338 horsepower. At the test track, the C-HR zipped to 60 mph in 4.4 seconds, and it feels pretty quick in the real world despite a curb weight of 4447 pounds. No surprise, it was neck and neck with the closely related Subaru Solterra, a twin to the larger bZ. The 'Yota gradually runs out of steam past 60 mph, taking 7.2 seconds to reach 80 mph from a standstill, but it's powerful enough to make overtaking or on-ramps a nonevent.
HIGHS: Slick styling, comfortable ride, intuitive infotainment and climate controls.
While its powertrain is peppy, the C-HR doesn't really shine on dynamic roads. The steering, while accurate, doesn't provide much feedback. There is also a decent amount of body roll (8.0 inches of ground clearance doesn't help with that), and it's pretty easy to get the tires to yelp as the C-HR understeers; it recorded just 0.82 g on the skidpad. Still, most drivers won't push their subcompact crossover's handling envelope, and in normal driving, the C-HR's responsive powertrain is accompanied by a comfortable ride and a quiet, isolated cabin.
Along with being a composed daily driver, the C-HR offers a decent amount of range from its battery, which we approximate at 67 kWh of usable energy. Toyota says the C-HR can travel 287 miles on a charge in its base SE spec, with the XSE trim landing at 273 miles thanks to its larger 20-inch wheels. That's not bad, but the C-HR didn't fare as well in the real world, with the XSE model managing an underwhelming 230 miles in our 75-mph highway range test. That's 20 miles worse than the Nissan Leaf, which gets a lower 259-mile EPA range number.
Like Toyota's other electric offerings, the C-HR has a NACS port, and the charging rate peaks at just 150 kilowatts on a DC fast-charger. In our testing, the C-HR took 32 minutes to go from 10 to 90 percent at a DC fast-charger. An 11.0-kW onboard charger allows for Level 2 charging in 7.5 hours, and Toyota provides both a 120-/240-volt charging cable and a NACS-to-CCS adapter as standard.
LOWS: Handling doesn't match punchy powertrain, range is only decent, sloping roofline compromises rear-seat and cargo space.
The C-HR's cabin also follows the same formula as the bZ and bZ Woodland's interiors. The layout is nearly identical, featuring a 14.0-inch touchscreen and a digital gauge cluster. Toyota's infotainment boasts a clean interface and is sufficiently intuitive, but this vehicle also still has plenty of physical controls, both on the steering wheel and center console. The XSE model's mix of suede inserts and SofTex faux-leather upholstery gives the C-HR a far more premium vibe than the price would suggest—that is, if you can overlook the hard plastic adorning the top and bottom of the door panels.
Despite being substantially more twee than the bZ, the C-HR still offers decent rear legroom. However, there isn't space for your feet under the front seats, and the lower seat cushions are fairly short and flat, leading to a knees-up position for taller rear occupants, who may not appreciate the sloping roofline either. Still, you can get heated rear seats on the XSE trim, and rear passengers are treated to HVAC vents and a pair of USB-C ports on either trim as standard.
The C-HR also has a solid amount of cargo room considering its much smaller dimensions, with only one to three fewer cubic feet of space behind the second row than the bZ. The rear seats can also fold, opening up to swallow 60 cubic feet of stuff through a power liftgate. The C-HR also comes standard with rain-sensing wipers, and inside there are heated front seats, an eight-way power driver's seat, a heated steering wheel, two inductive charge pads, and three total USB-C ports. The XSE trim swaps out the fabric seat inserts for the suede, gives the front passenger an eight-way power seat, and adds a 360-degree surround-view camera. XSE buyers can also opt for a panoramic glass roof and a nine-speaker JBL sound system.
VERDICT: The C-HR has come a long way from its first generation, but the slick looks and powerful motors are let down by indifferent handling and middling range.
The C-HR is also a pretty good deal, with the SE starting at $38,595 and the XSE starting at $40,595, making it less expensive than many of its rivals while having more power and better range, although the larger bZ can be had with the same powertrain for only a few thousand dollars more. Still, even if its handling holds it back from being a true all-star, the C-HR's eager acceleration and well-equipped cabin represent a true glow-up from a decade ago.
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Specifications
Specifications
2026 Toyota C-HR XSE
Vehicle Type: front- and rear-motor, all-wheel-drive, 5-passenger, 4-door wagon
PRICE
Base/As Tested: $40,595/$43,574
Options: Panoramic sunroof, $1000; JBL premium audio, $600; two-tone color, $500; Cold Weather package (heated rear seats and headlight washers), $450; floor and cargo mats, $339; wheel locks, $90
POWERTRAIN
Front Motor: permanent-magnet synchronous AC, 224 hp, 198 lb-ft
Rear Motor: permanent-magnet synchronous AC, 117 hp, 125 lb-ft
Combined Power: 338 hp
Battery Pack: liquid-cooled lithium-ion, 67 kWh (C/D est)
Peak Charge Rate, AC/DC: 11.0/150 kW
Transmissions, F/R: direct-drive
CHASSIS
Suspension, F/R: struts/multilink
Brakes, F/R: 12.9-in vented disc/12.5-in vented disc
Tires: Yokohama Geolandar X-CV G057
235/50R-20 100V M+S
DIMENSIONS
Wheelbase: 108.3 in
Length: 177.9 in
Width: 73.6 in
Height: 63.8 in
Passenger Volume, F/R: 55/35 ft3
Cargo Volume, Behind F/R: 60/25 ft3
Curb Weight: 4447 lb
C/D TEST RESULTS
60 mph: 4.4 sec
100 mph: 11.4 sec
1/4-Mile: 13.0 sec @ 106 mph
Results above omit 1-ft rollout of 0.3 sec.
Rolling Start, 5–60 mph: 4.6 sec
Top Gear, 30–50 mph: 1.8 sec
Top Gear, 50–70 mph: 2.6 sec
Top Speed (gov ltd): 114 mph
Braking, 70–0 mph: 181 ft
Braking, 100–0 mph: 357 ft
Roadholding, 300-ft Skidpad: 0.82 g
Interior Sound
Idle: 25 dBA/1 sone
Full Throttle: 73 dBA
70-mph Cruising: 71 dBA/27 sone
C/D FUEL ECONOMY AND CHARGING
Observed: 97 MPGe
75-mph Highway Range: 230 mi
Average DC Fast-Charge Rate, 10–90%: 115 kW
DC Fast-Charge Time, 10–90%: 32 min
EPA FUEL ECONOMY
Combined/City/Highway: 112/122/102 MPGe
Range: 273 mi
C/D TESTING EXPLAINED
Caleb Miller began blogging about cars at 13 years old, and he realized his dream of writing for a car magazine after graduating from Carnegie Mellon University and joining the Car and Driver team. He loves quirky and obscure autos, aiming to one day own something bizarre like a Nissan S-Cargo, and is an avid motorsports fan.