Simple mobility with good looks
CUV ‘ COUPE’
Overview: Five- passenger, high- riding compact that looks anything but dull Pros: Grippy styling, compact size, price Cons: Engine and transmission feel uninspired Value for money: Good What I would change: Add two turbochargers and a manual or better automatic How I would spec it: With the Premium package
Every now and t hen, a vehicle comes along that creates a segment. Lee Iacocca’s Dodge Caravan created the minivan movement, t he AMC Eagle laid the foundation for future “crossovers.” And Jeeps, Land Rovers, and Toyota’s Land Cruisers cemented the love for SUVs.
The 2018 Toyota C- HR is no Jacques Cartier of the “compact crossover” class — Toyota likes to call it a CoupeHigh Rider — but it joins a growing breed poised to share in the expanding CUV world. The Ford EcoSport, Honda HR-V, Mazda CX- 3 and Subaru Crosstrek jockey in similar space.
To be sure, these city slickers are decidedly not SUVs; these are small, front-wheeldrive cars ( Crosstrek notwithstanding) designed to sit slightly higher than the traditional compact. Problem is, the compact nature of these vehicles limits their cottage-road and winter abilities. It also pinches their cargo space and reduces overall utility.
To be honest, they’re not much more useful than the average Corolla. But darned if the C-HR doesn’t look smart.
Sadly, the excitement on the outside doesn’t carry through under the hood. A 2.0-litre four-cylinder engine with just 144 horsepower and 139 pound-feet of torque is i mpressively s mooth around town, but there’s no real grunt. Flatten the throttle and little happens.
Even when switched to Sport, where the continuously variable transmission tries to emulate a seven- speed, there’s little to post about. Sport mode quickens the CVT’s artificial up shifts, and holds the rpms higher, but the CVT can’t compensate for the absence of power and the result is underwhelming.
The same thing happens when passing and trying to evade traffic: The lack of a turbocharger makes it seem like the styling department and the engine department for C- HR were on different continents. How something so flashy could end up losing a drag race with a scooter feels like a lost opportunity.
Some of the rationale for such limited power goes to fuel economy, where the CHR is rated at 8.2 L/100 kilometres for combined highway and city driving. But even that isn’t a spectacular number, and the 12 L/ 100 kilometres I averaged in the city was quite removed from the 8.7 I should have achieved. Mind you, I was working the engine hard most of the time, but was doing so to motivate the thing.
Built on Toyota’s TNGA Cplatform, with a low centre of gravity but high strength and rigidity, the C-HR’s handling was better than the average compact car. Unique dampers for the MacPherson strut front suspension and a bigger stabilizer allow for quick turn in, although there’s not much follow through. Pushed hard through longer turns, the CHR understeers easily and the Dunlop SP Sport tires are quick to give up grip. But the ride is genuinely comfortable, happy to consume plenty of beat- up roads. Braking felt good and steering is tight.
Coarseness is also well controlled when not flogging the engine, and noise is noticeably contained, even on the highway. Indeed, for anyone who only wants simple, get- around- town mobility that looks far and away better than a compact car, the C- HR will work, especially with a price of $ 24,690 before freight and taxes for the one and only trim level, the XLE.
A “premium package” adds 18- inch alloy wheels, Toyota’s smart key, power folding mirrors with puddle lamps as well as blind- spot monitoring and rear crosstraffic alert to bring the price to $26,290.
And blind- spot monitoring is a must. Inside, an all black headliner makes the cabin feel dark, and the view behind and from the C-pillar back is limited. A tiny rearview camera in the rear-view mirror is disorientating and almost useless.
Cargo space of 538 L ( 19 cubic feet) is big enough for about two hockey bags, but the 60/ 40- split rear seats fold flat. That’s a lot less space than many CUVs, which are only slightly bigger and come with more usefulness, which explains why the segment is so strong.
Whether the CUV segment can be splintered to make room for a smaller, less capable but good looking “coupe” remains to be seen.