2026 Toyota C-HR First Drive Review + Video

After a three-year hiatus, Toyota’s quirky little crossover is back — well, sort of.

If the 2026 Toyota C-HR doesn’t quite conjure memories of the relatively short-lived version that used to be sold here only to be discontinued during the pandemic, that’s because it’s not as much a descendant of the original as it is a slightly larger electric-only successor that borrows its badge but little else. No, that isn’t a criticism — although just how much equity there is in the C-HR name in the first place remains to be seen.

Beyond that somewhat bizarre branding decision, the 2026 C-HR joins the lineup as Toyota’s most affordable electric vehicle (EV) to date, undercutting the slightly bigger bZ that came before it. And with federal subsidies making their return right alongside it, the C-HR suddenly looks even more appealing.

Well Used Space

Toyota may have applied an existing name to this EV, but it’s an altogether different crossover than the previous one — and not just for the way it’s powered. Where the C-HR of old had a bulbous nose and ended rather abruptly at the back, this all-electric version is far more sleek and stylish from tip to tail. The front end looks a lot like the one shared by both the bZ and long-roof bZ Woodland and that’s because it is, with the same lighting signature as its siblings.

But the rest of the bodywork is distinctly C-HR, with a sedan-like roofline that terminates at the tail lights and boasts a tasteful little spoiler on top. Perhaps the lone callback to the old model is the way the handles are hidden high up on the rear doors, although these vertically integrated ones are more natural to use than before.

Its overall shape, which is strikingly similar to that of the new Nissan Leaf, means the C-HR isn’t the most spacious crossover out there, with the back seats in particular offering less room than the ones in the bZ and bZ Woodland. And while the cargo area isn’t as impressive as those ones, either, it’s well used and totals 720 L behind the back seats — more than the similarly sized Toyota Corolla Cross offers.

The front half of the cabin has plenty in common with the bZ and bZ Woodland, including a low-slung dash design made possible by the electric powertrain that’s used here. Not only does it give the space an open and airy feel, but it improves outward visibility, too. Like its all-electric siblings, the C-HR features an enormous 14-inch touchscreen on the dash, as well as a smaller digital instrument display near the base of the windshield that puts relevant information just a short glance from the road ahead.

Fun-to-Drive DNA

At 2,750 mm (108.3 in), the C-HR’s wheelbase isn’t especially long and leaves just enough room for the 77-kWh battery pack to go with relatively short front and rear overhangs. But those dimensional essentials, along with the low centre of gravity created by the battery’s weight, make this EV inherently enjoyable to drive.

Yes, some of that is inextricably linked to electrification, with the sensation of being securely planted to the road below shared by just about every other EV out there. Now add the instantaneous nature of the torque generated by these motors, and there’s plenty of playfulness on tap. But that’s especially true of the all-wheel-drive C-HR, with its rear-mounted motor adding 125 lb-ft of the stuff to go with the 198 generated by the one up front.

Pointing a cute little crossover like this one at a winding road and unleashing all its electrified fury might seem like a fruitless endeavour, but a particularly sinuous stretch of pavement north of Ojai, Calif., turned into an epic playground to put the C-HR through its paces. Hustling from one corner to the next turned out to be far more fun than expected, with the somewhat stiffly tuned suspension limiting body roll without riding uncomfortably when cruising casually.

There won’t be any mistaking this Toyota for a properly sporty EV — say, the hellacious Hyundai Ioniq 5 N, for example — but there’s more than a hint of the same sort of character here. We say bring on the GR version (although doing so would turn the name into some serious alphabet soup).

Agreeable Overall

The rest of the time, the C-HR stays in its lane — and not just because its driver-assist systems tell it to. It’s true in a figurative sense, too, and it’s as easy to drive as either of its all-electric siblings, with a composure that makes it ideally suited to commuting. No, the selectable regenerative braking won’t bring it to a complete stop by simply easing off the throttle, but it manages to harvest the kinetic energy that would otherwise be lost when slowing down and stores it in the battery for later use.

When it’s time to charge, the C-HR can hit speeds as fast as 150 kW, plus the port is a North American Charging Standard (NACS) connection for access to Tesla’s network (and there’s plug-and-charge capability for simple billing and payment). Like other off-brand EVs, this Toyota can only be hooked up to the newest Tesla stations; blame an incompatibility with the different communications protocol used by older units.

Whether hooked up to a Tesla station or any other DC fast-charging connection, the benchmark 10 to 80 per cent boost should take about half an hour in ideal conditions, according to Toyota. The C-HR also features battery preconditioning to get the pack into an ideal temperature range for optimized charging. Meanwhile, it needs about 7.5 hours for a full charge at a 240-volt Level 2 connection, including the kind that might be installed at home or the office.

A Simple Lineup

Where the bZ comes with the choice between two batteries, the C-HR uses the same 77-kWh unit across its three-trim lineup. That narrows the decision down to the number of driven wheels, with the entry-level SE trim powering the ones up front alone. It nets the most range as a result (496 km), while standard features include a heated steering wheel and front seats, that 14-inch touchscreen, wireless Android Auto and Apple CarPlay compatibility, and phone-as-key functionality for $44,900 before freight ($,1930) and tax.

The XSE trim tested here adds all-wheel drive for $49,950, although range drops to 452 km. But then it adds the stylish grey faux-suede upholstery seen here, plus an eight-way power-adjustable passenger seat, and memory settings for the driver’s seat that comes with the same actuators. And then there’s the XSE Premium that’s $54,400 and comes with heated rear seats, a nine-speaker stereo, and more. It also rides on 20-inch wheels (up from 18-inch alloys), although they drop range to 438 km.

All three trims come with a host of advanced safety and driver-assistance systems, with standard forward collision warning with pedestrian detection, automatic emergency braking, lane departure warning and keeping help, automatic high-beam control, and adaptive cruise control. The XSE and XSE Premium trims add blind-spot monitoring with rear cross-traffic alert.

Final Thoughts

The 2026 Toyota C-HR enters an increasingly competitive space, with similarly priced products from brands like Chevrolet, Hyundai, Kia, and Nissan, just to name a handful. Then there’s the Subaru Uncharted that’s all but identical to this Toyota. But what sets the C-HR apart is its styling, sure, as well as its driving dynamics that can be sporty and fun while remaining easy to get along with every day. That doesn’t necessarily make the C-HR the best of the bunch, but it certainly makes a strong name for itself — or at least improves on an old one.