Toyota C-HR Koba Hybrid 2020 Review

Despite wearing the badge of Australia’s best-selling car brand, the Toyota C-HR small SUV is being denied its day in the sun.

It’s not, for example, enjoying the dominance of the resurgent Toyota RAV4 which, in its latest form, is blitzing its mid-size SUV competitors.

And the reason?

Simply, price. The most affordable Toyota C-HR – the Toyota C-HR Turbo – is priced at $29,540, whereas a lot of its small SUV competition come in well below that.

The Mitsubishi ASX, by far the segment’s top seller, can be bought for as little as $23,990. Other big sellers, such as the Hyundai Kona and Mazda CX-3, are not far behind.

That said, the edgy-looking C-HR has a lot going for it. It can be bought as the small-capacity Turbo mentioned above or as a hybrid. And the C-HR line-up offers a choice between AWD and front-drive and, regardless of which level you choose, is laden with safety technology.

So what are we missing? We decide to grab testers from both ends of the Toyota C-HR spectrum: the entry Turbo and the most-expensive variant, the Toyota C-HR Koba Hybrid.

There’s no difference, in terms of safety spec, between the $29,540 (plus on-road costs) base Toyota C-HR Turbo and the top-shelf $36,440 Toyota C-HR Koba Hybrid 2WD – although, not surprisingly, there’s a bit less glamour in the former.

But only a bit. Both C-HR variants have sat-nav, Apple CarPlay/Android Auto, a six-speaker sound system, an electrochromatic rear-view mirror, an electronic park brake and self-dipping headlights – although the C-HR Koba Hybrid’s are LED.

Both are now treated to a larger 8.0-inch touch-screen sitting high on the dash centre and there’s a refreshingly clean instrument display. But neither the more expensive Koba nor the base Turbo get powered front seats. And there’s no air venting to the rear passengers.

Extra class comes to the C-HR Koba via touches of fake leather in the seating, a more lavish spread of piano black in the centre console and doors, keyless entry with push-button start and an upgraded climate-control system which, like the latest-generation of passenger jets, moisturises the air for less dehydration and more comfort.

Externally, there’s little other than the badges and wheels to distinguish Turbo from Koba – in fact our Turbo, with its Oxide Bronze paint job, actually looked a little classier than the Shadow Platinum (metallic silver) Koba.

Metallics add $550 to the price at both grades, while the Koba goes a step further if you choose two-tone paint (a $450 option).

Following a recent 2020 model-year update, both Toyota C-HR grades get new alloy wheels: the Turbo wears five-spoke 17-inchers, while the Koba’s are rakishly-sculpted 18-inchers.

There are few compromises in terms of safety. Both Toyota C-HRs come standard with low-speed autonomous emergency braking with pedestrian avoidance, lane-keep assist, lane-departure warning, blind-spot monitoring and rear cross-traffic alert.

There’s also a nice high-res screen to help with the external view, while the Koba adds a 'panoramic view monitor' that gets its information from front, side and rear cameras.

The only notable omission is the lack of a warning system to detect driver sleepiness or inattention – quite a common inclusion in many current-generation SUVs.

Passive safety is attended to by seven airbags, including a driver knee bag. There’s the usual array of electronic aids including stability control, traction control, trailer sway control, and anti-lock braking.

Curiously, the most expensive Toyota C-HR Koba, the Hybrid tested here, is front-drive only. The non-hybrid, 1.2-litre Turbo on-demand AWD Toyota C-HR Koba is $500 cheaper.

There are different dynamic factors at play here. Both Toyota C-HRs drive the front wheels via CVT transmissions, but the way they do so is not the same.

Where the Toyota C-HR Turbo’s CVT uses the familiar cone and belt system, the Toyota C-HR Koba Hybrid’s CVT actually employs a planetary gearset. A la the Toyota Prius, this is to not only provide a seamless change of ratios as the engine works through its power range, but also to manage the power flow between the engine, the wheels, the battery and the electric motor.

From the driver’s seat, there are no differences in CVT operation that you’d readily detect. But overall the Hybrid is more responsive, thanks to its 53kW electric motor which lifts the combined power to 90kW. The electric motor also delivers a noticeable amount of extra torque, especially at lower engine rpm, to create what almost feels like a turbo-induced surge.

The C-HR Turbo model’s 85kW 1.2-litre forced-induction engine, on the other hand, takes time gathering its wits. In everyday circumstances, the happy torque zone arrives later than the figures suggest (185Nm is said to come in at just 1500rpm), creating some of the notorious lag for which turbocharged petrol engines are known and throwing a wet blanket on initial acceleration.

So the Toyota C-HR Koba Hybrid not only delivers better fuel economy (we averaged 5.0L/100km overall on test and at times equalled the official 3.8L/100km) but it is also more satisfyingly responsive and a bit less rowdy on the road. This is in part because it’s less reliant on the CVT to keep within the power band.

Against the review Turbo’s 7.7L/100km (the official figure is 6.4L/100km), this confirmed Toyota’s role among the leaders in real-world hybrid fuel efficiency.

It could be argued that the Toyota C-HR is currently the sportiest of all small SUVs, moreso even than the once-outrageous Nissan Juke.

Toyota has not only given the C-HR adventurous looks, but has also endowed it with a lively, eager character. There’s nothing bland to look at, and there’s nothing pedestrian in the way it happily throws itself into a bit of on-road play.

The C-HR’s steering is weighted and geared to suit around-town, low-speed functionality (the turning circle is a tight 10.4 metres) while providing agility on tight, curvy and hilly back roads.

The ride quality combines this responsiveness with an ability to soak up bumps in a way that surprises. It produces a level of absorbency unexpected in such a small, chunky and relatively short-wheelbase five-seater.

Both the C-HR Turbo and C-HR Koba Hybrid feel balanced and light on their feet. It’s not overly prone to the sort of unwanted-wheelspin shenanigans that other front-drivers sometimes suffer and there’s not enough power, in either Turbo or hybrid form, to create any noticeable problems with running wide when charging on through bends.

In the cabin of these small SUVs that elevate style above all else, there are some compromises that passengers (especially rear-seaters) might be a bit unhappy about. These include the slit-like side windows which taper up towards the back to the point where the glass area becomes almost incidental. The aforementioned lack of air venting to keep you happily oxygenated, fresh and alert doesn’t help either.

On the credit side though, the cabin space is quite reasonable. The C-HR is no people-mover but the seats – particularly up front – are comfy and it does a better job of catering for head, leg and shoulder room than you might expect.

At 377 litres the boot, also unexpectedly, is useful and compares favourably with its main competitors.

Like a playful puppy, the Toyota C-HR inspires affection. The looks might be on the polarising side of appealing, and it really is better suited to a couple than a load of passengers, but it will carry four adults provided those in the back are not seeking a penthouse view.

And the luggage space is really quite competitive in the small SUV class.

There’s no question that the Hybrid is the better choice in all respects than the conventional Turbo drivetrain – other than the fact it’s only available in front-drive form and only in Koba specification.

The disappointment is that, at $2500 more than its non-hybrid, front-drive Koba equivalent, it tends to fly in the face of the hybrid value touted elsewhere in the Toyota line-up.

How much does the 2020 Toyota C-HR Koba Hybrid AWD cost?
Price: $36,440 (plus on-road costs)
Available: Now
Engine: 1.8-litre four-cylinder petrol-electric hybrid
Output: 72kW/142Nm (90kW combined)
Transmission: Continuously variable automatic
Fuel: 3.8L/100km (ADR Combined)
CO2: 97g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2017)

How much does the 2020 Toyota C-HR Turbo 2WD cost?
Price: $29,540 (plus on-road costs)
Available: Now
Engine: 1.2-litre four-cylinder turbo-petrol
Output: 85kW/185Nm
Transmission: Continuously variable automatic
Fuel: 6.4/100km (ADR Combined)
CO2: 144g/km (ADR Combined)
Safety rating: Five-star (ANCAP 2017)