Toyota C-HR+ review

The suspension and steering are pretty satisfactory for the driver. It's a tautly sprung car, quickish and consistent in its steering response, thanks to progressive and well-constrained cornering roll. The body motions are neatly clenched by well calibrated dampers.

So you can thread it down a twisty road without inconsistency or edginess. The traction is secure and evenly parcelled out, so it disguises its two tonnes well. It's pretty enjoyable but there's not the tactile engagement that'll have you playing around the edges.

That all translates into a fairly lively ride, especially at town speed, but it's not uncomfortable or uncontrolled. Acoustically it's civilised. You're not bothered by any downstairs percussion section.

Talk performance metrics to me.

The 165bhp versions make 0-62mph in a claimed 8.4 seconds; the 221bhp/bigger battery variants see it off in 7.3s. Nothing too outlandish there, but equally quick enough and no more. Why pay extra for excesses you don't need?

Brake pedal feel is progressive enough. Like the steering it's pretty light. Paddle-selected regeneration is part of the spec, but its effect is meek.

Of course, the most important metric here is efficiency. WLTP range is 284 miles for the small battery, 376 miles for the big one. In the latter we averaged 3.6 mi/kWh in warmish conditions, with a fair amount of motorway running. That equates to just over 250 miles world real world, so expect less if these heatwaves we've been having (hello dear reader, from summer 2026) ever bloody end.

Peak charging speed is 150kW. That’s actually pretty pedestrian by today’s standards, but still allows for a 10-80 per cent charge in under half an hour. 

Flat to full on a home wallbox is five-and-a-half hours for the smaller battery, or seven hours for the big boy.

Does it get the full bells 'n' whistles driver assist gizmos?

Yup. Toyota's driver support suite is pretty comprehensive and generally works well. It's hugely configurable and the most important bits get their own steering-wheel buttons – lane departure warning and steering interference, and the forward alert and active cruise. The rest of the options come via a menu in the instrument cluster, a thicket of incomprehensible abbreviations.

Thankfully, Toyota has seen fit to make it as easy as possible to shush the worst of the mandatory ADAS. Turning off the speed limit warning, for example, is as simple as one tap in the top right of the infotainment display.