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2019 Toyota C-HR XLE First Test: Style Priorities

Although Toyota originally intended to sell the C-HR as a Scion, the youth-oriented brand folded before the crossovers North American debut. The polarizing C-HR lives on as a Toyota, however, and for 2019 gains new trim levels from the base LE to the range-topping Limited variants. With a wider variety of models and new multimedia tech, lets take another look at this cute-ute to see if it can lure new buyers into the Toyota brand. Pictured is the 2018 Toyota C-HR. Exterior styling remains the C-HRs distinguishing feature. Barely changed from concept form, the spaceship-like crossover is an attention magnet. Inside, the angular design theme continues with triangular patterns on the dash, door panels, and center console. There are soft surfaces near touchpoints while cheaper, harder bits are used in the rear door panels and the lower part of the center console. The 2019 C-HRs cargo areas usability is hampered by its sloping rear window, but it does offer 19 cubic feet of space. Folding the rear seats increases capacity, but every competitor except the Fiat 500X has more room for your gear. Regardless of where you sit, the 2019 C-HRs cabin is claustrophobic and visibility is severely compromised. The small rear windows make the rear seats feel even more cramped, and the dash gives the interior an uncomfortably confining ambience. For 2019, Toyota replaced the antiquated aftermarket-looking interface from the 2018 model with its Entune 3.0 unit. This system is an improvement over its predecessor, but response times are slow whether youre using the physical buttons or the 8.0-inch touchscreen. Theres also only one USB port, an epic fail in any smartphone-wielding millennials book. Apple CarPlay is standard on all models, but Android users must use Toyotas Entune apps, none of which are on par with Google Maps and other smartphone apps. All 2019 C-HRs come standard with Toyota Safety Sense P suite, bundling together adaptive cruise control, automatic emergency braking, forward collision warning, pedestrian detection, automatic high-beams and lane departure warning with steering assist. Blind-spot monitoring and rear cross-traffic alert are available on the XLE and Limited grades. Toyotas adaptive cruise control system maintains speed with little deviation even when going downhill, but the gap it leaves between you and the vehicle in front is too big even in its closest setting. The lane departure warning system also needs improvement because, in our experience, the crossover had already crossed into the other lane before the system nudged us back. At the track, the 2019 C-HR proved its more show than go, hitting 60 mph in 10.1 seconds and the quarter mile in 17.6 seconds at 80.6 mph. Road test editor Chris Walton noted that revs rise slowly to redline before the CVT upshifts, leading to lazy acceleration from a standstill. Between the underpowered 2.0-liter engine, leisurely throttle response, and its as-tested 3,263-pound curb weight, the C-HR is agonizingly slow; going up inclines or passing and merging onto highways require planning. The CVT also gets thrashy when accelerating hard. Braking performance is respectable, stopping from 60 mph in 122 feet with minimal fade, but Walton also observed excessive pedal vibration and front-end dive thats severe enough to cause the rear end to lift up during emergency stops. Despite its slow acceleration, the 2019 C-HR falls mid-pack in fuel economy. The Toyotas EPA-rated 27/31 mpg city/highway falls behind many front-drive competitors except for the Ford EcoSport , Jeep Renegade , and Fiat 500X. The Subaru Crosstrek and an all-wheel-drive-equipped Mazda CX-3 are also more efficient, as is the larger Honda CR-V in 1.5 FWD form. The Toyota C-HR features four-wheel independent suspension for improved ride and handling. On the figure-eight course, the C-HR turned in a time of 28.1 seconds with a 0.58 g average and generated 0.83 g of lateral acceleration on the skidpad. Cornering is secure and the suspension does a great job of absorbing big impacts; however, ruts and expansion joints upset the C-HR more than expected, and the steering feels artificial and disconnected. The Hyundai Kona and Mazda CX-3 offer superior driving dynamics thanks to their superior body control, steering, and suspension tuning. The standard 18-inch wheels shod in Dunlop all-season tires in the XLE and Limited trims also contribute a substantial amount of road and tire noise, especially on poorly maintained roads. Even with a full model range, theres not enough substance behind the 2019 Toyota C-HR s techy looks. Besides the distinctive looks, high expected reliability and an impressive package of safety tech are all the C-HR has going for it. Millennial buyers with active lifestyles will find they barely have any space to fit their gear, and wed like to see Android Auto added on a future model. Add to that the underwhelming performance, and Toyotas spaceship-like subcompact crossover becomes a harder sell, especially in a segment thats growing at such a quick pace. 2019 Toyota C-HR (XLE) BASE PRICE $24,025 PRICE AS TESTED $25,198 VEHICLE LAYOUT Front-engine, FWD, 5-pass, 4-door SUV ENGINE 2.0L/144-hp/139-lb-ft DOHC 16-valve I-4 TRANSMISSION Cont variable auto CURB WEIGHT (F/R DIST) 3,263 lb (61/39%) WHEELBASE 103.9 in LENGTH x WIDTH x HEIGHT 171.2 x 70.7 x 61.6 in 0-60 MPH 10.1 sec QUARTER MILE 17.6 sec @ 80.6 mph BRAKING, 60-0 MPH 122 ft LATERAL ACCELERATION 0.83 g (avg) MT FIGURE EIGHT 28.1 sec @ 0.58 g (avg) EPA CITY/HWY/COMB FUEL ECON 27/31/29 mpg ENERGY CONS, CITY/HWY 125/109 kW-hrs/100 miles CO2 EMISSIONS, COMB 0.68 lb/mile The post 2019 Toyota C-HR XLE First Test: Style Priorities appeared first on MotorTrend .

http://www.motortrend.com/cars/toyota/c-hr/2019/2019-toyota-c-hr-xle-first-test-review/

 

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