2026 Toyota C-HR+ review: Bz’s baby brother does it better

Toyota’s new rival to the Skoda Elroq and Renault Scenic is the Japanese firm’s most convincing electric model so far.

It’s been said before, but Toyota was slow to cotton on to the whole “EVs might be a thing” concept. Nonetheless, it’s taken action in recent years and by the end of 2026 will have four dedicated all-electric models on sale. And that’s before you count its posh counterpart, Lexus.

We’ve got the D-segment bZ4X SUV and its estate-bodied alter-ego, the Touring. We’ve also got the compact Urban Cruiser. And now, slotting between them, we’ve got the C-HR+.

This 4.5m long 1.87m wide SUV is Toyota’s answer to everything from the Skoda Elroq and Kia EV3 to the Renault Scenic, Vauxhall Grandland and Ford Explorer, plus budget-focused fayre such as the Leapmotor B10 and MGS5.

While it wears the C-HR name, the C-HR+ is an entire different beast from the neat little hybrid. However, Toyota says the name makes complete sense. According to its makers, this is a car that takes the regular C-HR’s qualities of sharp design and engaging performance and adds to them.

It does that, says Toyota, using the same underpinnings as the larger bZ4X, which is not the best looking or most engaging car out there. So can the C-HR+ take those bare bones and improve on them?

Design, interior and technology

The C-HR+’s design definitely shows its shared DNA with both the C-HR and the bZ4X.

The front end has obvious shades of bZ4X in the pinched angular bonnet line and the thin C-shaped lights. However, there are touches of the C-HR too. The angular lower bumper gives a more aggressive head-on look, while the stepped rear window gives a pronounced shoulder line that copies the muscular stance of the smaller car. It’s also reflected in the sloping roofline and pinched tailgate that gives it a more coupe-inspired look.

It adds up to a neater looking machine that echoes the hybrid’s sharp styling.

Internally, the C-HR+ has a lot more in common with the bZ4X. In fact, from the driver’s seat it looks and feels identical apart from a slightly different texture to the low-set dashboard.

That means there’s a really clear, logical layout to everything and a sense that you could set off a small explosive device in the cabin and not see a scratch. There are proper buttons for important functions and they’re all laid out in a simple user-friendly fashion. This sounds like an obvious thing, but the number of Toyota’s rivals who can’t get it right is worrying.

Of course, there is a touchscreen. A 14-inch one borrowed from Lexus. This houses a whole host of menus and controls that on first encounter you can get lost in. Thankfully, the graphics are big and clear, the screen responsive, and it’s customisable, so should be pretty easy to use.

Material choices are one area where the C-HR+ differs from the bigger bZ. Depending on the grade, there are fabric or synthetic suede and synthetic leather options all made using recycled plastics to help reduce the car’s carbon footprint. Like the bZ4x, though, they’re a depressing palette of greys and black.

The other difference inside is that the C-HR+ is smaller than the bZ. There’s space for four average adults on board, although the high floor and dropping roofline create a slight sense of being pinched in the back seats. That’s not helped by the narrowing window line or the overall monochrome palette of the interior materials.

Boot space also isn’t a strong suit. At 416 litres, it’s some way short of most rivals.

Battery, motor and driving

The C-HR+ shares the bespoke E-TNGA platform with the bZ4X and, unsurprisingly, gets the same powertrains as its big brother.

That means an entry-level setup with a 54kWh battery paired with a 165bhp motor, delivering up to 284 miles of range. That puts it on a par with most other entry-level cars in this class.

Above that is a 221bhp version with a 72kWh battery which offers up to 376 miles of range. That makes the C-HR+ one of the longest-range cars in its class (as long as you go for Design spec on 18-inch wheels).

Peak charging is 150kW and 10-80% will take around 30 minutes. That’s pretty normal for the class, although some rivals such as the Elroq will charge faster. To help maintain efficiency and charging speeds, every C-HR+ gets a heat pump and battery preconditioning as standard.

Sadly, there’s no sign of a GR C-HR+ using the 376bhp all-wheel-drive setup of the bZ4X Touring, but we can live in hope.

That would undoubtedly be pretty lively but the regular 221bhp motor does a decent job of shifting the C-HR+ along. A 0-62mph time of 7.3 seconds isn’t spectacular but it’s quick enough for a family SUV, even if it does start to run out of puff a little once you get towards motorway speeds.

While Toyota’s two larger EVs share a platform, the suspension has been tuned to give the C-HR+ a more dynamic feel than the bZ4X. Steering. dampers and springs have been recalibrated, along with stiffer anti-roll bars and bushes to make this model handle more like its smaller hybrid sibling.

The result is something that feels tighter and neater than its big brother, and that rides better too. There aren’t lots of drive modes to affect throttle and steering, instead, the C-HR+ is simply set up to deliver a connected and relatively lively driving experience with decent steering feel, good body control and an impressively composed ride.

External noise is pretty well managed too, meaning the C-HR+ is an easy car to cover long distances in. That’s helped by some impressive efficiency figures. My test route was a relatively easy one but efficiency of 4m/kWh (against an official 4.24 on 20-inch wheels) is pretty good for any car in this class and means 300 miles is easily achievable.

Price and specification

The C-HR+ range is nice and simple. There are those two powertrain options and three trim levels.

Entry-level Icon grade costs from £34,995 and only comes with the smaller battery and less powerful motor. It still counts 18-inch alloy wheels, heated seats and steering wheel, dual-zone climate control, keyless entry and adaptive cruise control among standard kit.

Above that, Design grade starts at £36,995 and brings the bigger battery as standard along with a powered tailgate and tinted rear glass.

The range-topping Excel trim costs from £40,995 and brings faux leather and suede upholstery, a panoramic parking camera and powered driver’s seat adjustment. It also gets additional driver aids such as lane change assist, as well as 22kW AC charger as standard and 20-inch alloy wheels.

All versions qualify for the lower Electric Car Grant. That cuts the prices by £1,500 and means the C-HR+ is incredibly competitively priced – not something that’s always been true of Toyota models. Monthly payments for finance and leasing are also among the best around.

All versions are also covered by Toyota’s unrivalled service-activated 10-year, million-mile battery warranty.

Verdict

There’s no question that the C-HR+ is Toyota’s best EV so far. It’s far better realised than the Urban Cruiser and takes the basic parts of the bZ4X and improves on them, with better looks, better range and better driving.

But not only is it better than Toyota’s own models, the C-HR+ can also go toe-to-toe with the big guns of its segment. It doesn’t break new ground,  but its blend of quality and efficiency along with super-keen pricing put it squarely in the mix in this most competitive of markets.

Toyota C-HR+ Design

• Price: £36,995 (£37,650 as tested before ECG)
• Powertrain: Single-motor, front-wheel-drive
• Battery: 72kWh
• Power: 221bhp
• Torque: 198lb ft
• Top speed: 99mph
• 0-62mph: 7.3 seconds
• Range: 376 miles
• Consumption: 4.64m/kWh
• Charging: up to 150kW

Also consider

• Renault Scenic – Innovative interior, impressive range and brilliant user interface have won this car countless awards. Interior quality is not up to Toyota’s standards, though
• Skoda Elroq – Another multiple award winner thanks to its brilliant blend of EV capability, practicality and value
• Citroen E-C5 Aircross – Big, super comfy and even more keenly priced than the Toyota. Plus there’s a 400-mile version on the way