The C-HR+ is Toyota's most significant EV yet. Jonathan Crouch drives it.

Background

The bZ4X might have been Toyota's first self-developed EV, but this smaller C-HR+ model is considerably more significant. It's based on the brand's bZ Compact SUV Concept car of 2022 and was originally supposed to be called the 'bZ3X' until the company changed its EV naming convention. The C-HR+ slots into the Japanese maker's line-up just below the bZ4X and just above the Urban Cruiser EV Toyota has co-developed with Suzuki. The C-HR+ name suggests a C-HR with an EV powertrain, but actually this EV is a completely stand-alone model - and a slightly bigger car than its Hybrid showroom stablemate. Toyota insists though that the two C-HR models share 'the same DNA' and says that the '+' suffix designates 'added versatility and practicality' as well as the EV drivetrain. Let's take a closer look.

Driving Experience

Things kick off in the C-HR+ range with an entry-level model featuring front wheel drive and a 165bhp motor energised by a 57.7kWh battery pack which gives you 284 miles of range. With that, 0-62mph occupies 8.4s en route to just 86mph. You're far more likely to want the alternative variant we tried, another front driven model, this one with a larger 77kWh battery requiring a perkier 221bhp motor which makes 62mph in 7.3s en route to a 99mph maximum. It's the bigger-battery front driven version you'll obviously need for the best EV range figure - 377 miles. We didn't find the bZ4X model this car is based upon particularly fun to drive, but Toyota engineered the C-HR+ to be more agile, helped in this regard by greater platform rigidity, bespoke-tuned suspension and stiffer anti-roll bars. The company also claims responsive steering; the helm's been mapped for responsiveness, light at lower speeds and more directly-responsive at higher ones. The C-HR+ gets the latest lightweight Toyota eAxle - consisting of inverter, motor and transaxle - with silicon-carbide semiconductors for efficiency and high-power output. There's a firm edge to the ride, but it's not uncomfortable. Refinement's been a priority too. Copious amounts of noise insulation and absorbing materials and silencers have been strategically installed to create a peaceful cabin environment and, broadly, that's what you get, provided you stay beneath the legal limit. There are four levels of regenerative braking, selected using paddle shifters behind the steering wheel. There's no Power or Sport drive mode on offer; but if you want an alternative to the default normal drive set-up, there are buttons to select 'Eco' or 'Snow' drive mode options.

Design and Build

Despite the shared name, design links between the C-HR+ and the Hybrid C-HR are rather tenuous. The brand talks about 'some shared DNA' in the C-pillar, but that's about it. It's much more accurate to think of this compact EV as a bZ4X coupe - a slightly smaller, supposedly sportier version of Toyota's next electric model up. It rides on the same e-TNGA platform as a bZ4X and is 4,520mm long (168mm longer than a C-HR Hybrid). There's quite a sleek coupe crossover silhouette, sharply defined character lines, a wide stance and a full-width rear light bar with LED combination tail lamps. The front-end is true to Toyota's current 'Hammerhead' style of design. Wheel sizes are either 18 or 20-inches. Inside, you quickly forget the C-HR comparisons because the cabin borrows heavily from the bZ4X and is open and airy, rather than cosseting and cosy like in the smaller Hybrid. The focal point - inevitably - is the centre screen, this one 14-inches in size. More unusual is the small 7-inch combimeter instrument screen, positioned so much in your eye line close to the windshield that there is no need for a head-up display. Build quality and the plush materials set a new standard for a small Toyota and are way better than those of a C-HR Hybrid or an Urban Cruiser. Ambient lighting offers a choice of 64 different colours. The advantage of using a platform from the next class up should lie in better rear seat and boot space and sure enough, the generous 2,750mm wheelbase length (110mm longer than an ordinary C-HR) means rear cabin space better than most rivals. There's a 900mm front-rear couple distance. Nor does the swept-back roof line diminish head space too much, even with the optional panoramic roof fitted. Rear-seat occupants have access to air conditioning controls and two USB-C ports with a combined 60W of power. Out back, there's a 416-litre boot (31-litres smaller than a Hybrid C-HR). That's helped by a rear overhang 50mm longer than the ordinary C-HR.

Market and Model

From launch and at the time of our test in Summer 2026, C-HR+ prices were starting at around £34,500 for the base 'Icon' version, rising to around £37,000 for the mid-level 'Design' variant and around £41,000 for top 'Excel' spec. From each of these figures you can deduct a £1,500 government Electric Car Grant. All of which positions the C-HR+ in the very heart of the lower mid-sized part of the EV crossover segment. And makes it a little difficult to understand why you'd want the brand's only slightly smaller Urban Cruiser EV, which will only save you around £2,000 in equivalent spec and has much less power, much less driving range and a much smaller boot. You can expect plenty of standard kit. The 'Icon' model is equipped as standard with 18-inch black metallic alloy wheels, an 11kW onboard charger, a seven-inch digital combimeter, a 14-inch multimedia touchscreen, combination fabric and synthetic leather upholstery and a heated steering wheel. The comprehensive Toyota Safety Sense and driver assistance systems include a Blind Spot Monitor with Safe Exit Assist, which warns if a door is being opened into the path of traffic approaching from behind. Recognising the importance of keeping connected while on the move, two wireless device chargers are provided, together with wireless smartphone integration using Apple CarPlay or Android Auto. 'Design' grade introduces the higher capacity 77kWh battery, together with a power-operated tailgate and rear privacy glass. At the top of the range, the 'Excel' model comes equipped with a 22kW onboard charger, power driver's seat adjustment, synthetic suede and leather upholstery, headlight cleaners and a Panoramic View Monitor to help precise manoeuvring in tight spaces. An enhanced safety and assistance package includes Front Cross Traffic Alert, Lane Change Assist and touch-sensor controls for the Lane Trace Assist system.

Cost of Ownership

Toyota claims that the C-HR+ can charge at up to 150kW (the same as the Urban Cruiser), which is reasonably class-competitive, but the 30 minute 10-80% DC charging time figure isn't particularly noteworthy. At least a heat pump is standard, to maximise range in colder months - which isn't the case on many cars in this segment. The 57.7kWh and 77kWh batteries offer pre-conditioning for faster charging and are of the lithium-ion phosphate kind - which is the type of tech used for more affordable, shorter-range electric cars. At home, you will be able to AC charge at up to 11kW (if you have a three-phase supply) and if that's the case, then you'll need around five hours for a full charge. Higher grade models use a faster 22kW unit, which effectively halves the recharge time. As with all Toyotas, this one is covered by a warranty that can last for up to ten years, provided you get the car regularly serviced at a franchised Toyota dealer. There's also a 12 year perforation warranty. And the battery gets a separate 8 years of warranty cover. Toyota's dealer network usually comes out strong in customer satisfaction surveys. As with all EVs, you'll be paying low Benefit-in-Kind tax rates - 3% for 2025, 4% for 2026 and 5% for 2027.

Summary

Toyota says that with this car, it wanted to bring 'all the passion, emotion and success of the C-HR to the BEV segment'. What it's actually trying to do is create a product that owners of the C-HR Hybrid will naturally gravitate to. And they might. The drive range and charging figures here look competitive. And there's a fun feel to the looks and drive dynamics that a lot of competitors lack. But this is an over-crowded segment in which Toyota already has two entrants (the Urban Cruiser and the Proace City EV). Is there also room for the C-HR+? Well it's this model that of the three will certainly get the bulk of the brand's marketing spend. And of the three, it's probably the one you'd ideally want. Whether that makes it a class leader is quite another question.