2026 Toyota C-HR+ review: Quick drive

The Toyota C-HR+ small electric SUV is the follow-up to the Japanese giant’s somewhat late entry to the electric vehicle (EV) market, the bZ4X mid-size electric SUV.

Unlike the unconventional looks of the – unconventionally named – bZ4X, the C-HR+ adopts a more stylish appearance, keeping in step with the company’s newfound taste for sharp lines and edgy designs.

Despite the familiar name, the 2026 Toyota C-HR+ doesn’t share any exterior features with the existing C-HR hybrid. In fact, it’s larger than its hybrid namesake in virtually every direction, and only slightly smaller than the bZ4X – which could give the updated version of the latter an issue when it arrives in dealerships.

The exact product offering for the C-HR+ in Australia has yet to be confirmed, but in European markets it comes with a choice of 57.7kWh (54kWh usable) or 77kWh (72kWh usable) batteries, with front- or all-wheel drive. We got behind the wheel at its European launch in Portugal to see what it’s like.

How much does the Toyota C-HR+ cost?

Pricing and equipment levels are yet to be announced, but Toyota Australia has confirmed it will be offered in two model grades, with pricing expected to undercut the bZ4X’s base price of $55,990 before on-road costs.

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What is the Toyota C-HR+ like on the inside?

As you would expect, it all looks and feels very Toyota on the inside of the C-HR+, and the quality of the materials and the build seem to be to a very good standard.

Aesthetically, it is a little drab inside, as it seems Toyota’s designers haven’t fully grasped the concept of adding lighter colours to lift cabin ambience.

That aside, there’s an acceptable amount of cabin space, with a driver’s seat that is electrically adjustable on higher grades and provides sufficient support and adjustability to get comfortable.

A smallish – but thankfully round – steering wheel feels good in your hand and has hefty banks of proper buttons along either side of the airbag, within easy thumb reach. Plenty of scope for adjustment over reach and rake is another plus, though it’s far too easy for the wheel to obscure part of the 7.0-inch digital instrument display.

More annoyingly, two of the most important parts of driving an EV – battery charge percentage and range remaining – are the items most easily blocked by the wheel, depending on your seating position.

The 14-inch touchscreen is positioned up high and falls within easy reach. Toyota’s native infotainment system isn’t that complicated, and we like that it retains proper rotary dials affixed to the display for adjusting cabin temperature on either side. These have a neat little digital display that shows the setting.

The centre console is a sensible affair, as well, with two wireless charging pads on top, ahead of the same rotary drive selector used by the bZ4X. There’s a pair of cupholders in the middle, and the broad central armrest is hinged on both sides, so it’s just as easy for the driver to open as the passenger.

Beneath the centre console is an additional stowage area, along with USB charging ports.

Even though the C-HR+ has a rakish profile, the amount of rear passenger space is respectable, though access via the rear doors could be better. As the battery is sandwiched into the floor, there’s less distance between it and the seat base, which does leave your legs lacking support.

Headroom is fine, and there’s enough legroom for adults of average height, but the front seats are placed low, which doesn’t leave much room to stretch feet out underneath them.

Boot space is quite close to the slightly larger bZ4X, at 416 litres.

What’s under the bonnet?

The Toyota C-HR+ is available with three powertrains, though it’s not yet confirmed as to which ones will be available when the car is launched in Australia. 

Unless Toyota Australia is chasing a lower price point, it may choose to drop the smaller 57.7kWh battery and only offer the larger-capacity version, which also comes with a notably longer driving range.

All versions get the usual 11kW AC charge rate, though we do think the optional 22kW is a worthwhile consideration for some buyers, depending on how and where they usually charge. 

Compared to other manufacturers such as Hyundai and Kia, the maximum DC fast-charge rate is much lower at 150kW, though with a claimed 28-minute charge time from 10-80 per cent, it seems the Toyota can maintain a consistent charge rate during the session.

How does the Toyota C-HR+ drive?

As we’ve come to expect from Toyota, the C-HR+ is a very sensible and somewhat predictable car to drive. The front-wheel drive model we tested first was equipped with the larger battery and had a 165kW motor with an output that suited the car’s chassis.

In urban settings, it drives very well, with suspension that is firm but not stiff. The damping seems well-sorted, and it rides over speed humps without losing composure. 

Once you get a little out of town and find some bends, the body control stays well in check, with little to no roll during direction changes. That firmness in the ride never goes away, though it isn’t fidgety either.

Performance from the mid-level motor is sufficient but it stops short of corrupting the steering or instigating any unwanted torque steer. 

You get four levels of selectable energy recuperation via chunky paddles on the back of the steering wheel. In its lowest setting, there’s an effective sail mode that’s good for highway driving. However, when it’s dialled the other way, it stops short of offering a true one-pedal driving feel.

Switching to the more potent dual-motor version proved that the ride doesn’t suffer adversely with the larger wheels (20-inch rims in this case). While the jump in torque from 269Nm to 385Nm doesn’t seem that extreme on paper, the switch up to a 252kW output makes the C-HR+ feel very different.

Pick-up at virtually any speed is rapid, almost too much so for the target buyer, but it always feels quite controlled, and the feel through the brake pedal is nice and consistent. 

The steering is accurate but doesn’t provide the kind of feedback that makes it all that much fun or more involving to drive than anything else it goes up against. It’s very much a Toyota in that sense – very good in most areas, but ultimately a little bland.

What do you get?

Australian specifications for the Toyota C-HR+ are not yet confirmed, although in other markets the car is sold as the Mid (FWD, smallest battery), Mid+ (FWD but with the big power pack) and High (AWD dual-motor with the larger battery) specifications, with more equipment loaded in as you walk up these powertrain levels.

The list below is by no means exhaustive, but we’d expect the basic car to come with all the items mentioned, plus more.

Options and/or standard kit on the higher-grade cars include 20-inch wheels, dual wireless smartphone charging pads in the front, and a nine-speaker, 800-Watt JBL Premium Audio setup with a 9.0-inch subwoofer included.

2026 Toyota C-HR+ equipment highlights:

• 14-inch infotainment screen
• 7-inch driver’s digital cluster
• 64-colour ambient interior lighting
• 18-inch alloy wheels
• Wireless Apple CarPlay and Android Auto connectivity
• Voice control
• Six-speaker audio system
• Dual-zone climate control
• Heated front seats and steering wheel
• Heat pump
• Eco-friendly interior materials
• Safe exit assist
• Blind spot monitor
• Adaptive high-beam system
• Parking support brake
• Autonomous emergency braking

Is the Toyota C-HR+ safe?

The Euro NCAP and ANCAP results for the Toyota C-HR+ have not yet been announced but, given the suite of safety features that it comes with, we would expect it to score highly.

How much does the Toyota C-HR+ cost to run?

Judging by the aftersales support the company offers for the bZ4X, the C-HR+ ought to be covered by the standard five-year, unlimited-distance warranty, which can be extended to seven years for the powertrain, as long as the vehicle is serviced annually within the Toyota network.

Furthermore, Toyota offers the industry-standard eight-year performance guarantee on the battery pack itself, asserting that it will still have at least 70 per cent of its initial capacity after that period. There’s a warranty on the battery for five years, which can be extended to 10 years provided the car has its annual battery check.

Toyota’s service interval for EVs is normally every 12 months or 15,000km, so we’d expect the C-HR+ to fall into these parameters when it is eventually confirmed for sale here.

CarExpert’s Take on the Toyota C-HR+

There’s plenty to like about the C-HR+, from its crisp design to its overall size and packaging, so much so in fact that it quickly becomes a more appealing prospect than the bZ4X, even when taking the slight size differences into account.

That could become an even easier decision to make when the full price and product offering for the C-HR+ is announced, and while the dual-motor version packs a punch, the real sweet spot seems to be the front-wheel drive 77kWh variant.

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