Toyota C-HR Hybrid Koba 2026 review

The ‘European’ theme looms large with C-HR that, while not nearly as popular with buyers as Toyota’s other two small SUVs in Yaris Cross and Corolla Cross, has still captured many Aussie hearts and wallets in the 18 months since its launch.

The second generation of the styled-flaunting crossover currently sits as a top-five seller in small premium SUVs for 2025, only trailing Volkswagen T-Roc, BMW X1, Audi Q3, Mercedes-Benz GLA – tidy Euro company indeed.

Of its three variants, the mid-range Koba appears the sweet spot for Turkish-built five-door’s semi-premium pitch, its fit equipment suite and $49,990 list price (circa-$57,180 driveaway) more seductive than the barer entry ($42,990 list) GXL. A more powerful all-paw GR Sport (from $57,390 list) tops out the lineup.

Still, the Koba shares the GXL’s humble 103kW/148Nm non-turbo 1.8-litre hybrid front-drive propulsion rather than the relative powerhouse effort of the GR Sport’s 146kW/188Nm 2.0-litre dual-motor E-Four all-paw system.

The Koba is, essentially, positioned as the slow, nice style-meister.

To leverage this, the Koba fits the following features:

• 19–inch alloy wheels
• Bi-LED headlights with auto-levelling
• Digital rearview mirror
• Faux suede and cloth sports seats
• Front seat heating
• Dual 12.3-inch driver and media screens
• Single inductive phone charging
• 360-degree camera
• Adaptive cruise control
• Dual-zone climate control
• Wireless Apple CarPlay and Android Auto
• Nine-speaker JBL audio
• Tyre repair kit

Standard safety features include 10 airbags, forward AEB, blind spot monitoring, rear cross traffic alert, driver monitor camera, lane departure warning, emergency steering assist and road sign assist.

Despite incessant driver monitor nannying, this five-star ANCAP-rated proposition (GXL and Koba only) isn’t as insufferable as many of today’s small Asian-branded offerings. The jury is out as to whether its stability control calibration has improved upon that of its lacklustre gen-one predecessor.

On-test combined fuel economy ran into the mid-fives against an optimistic 4.0L/100km/h claim, while servicing costs are $255 per annual (15,000km capped) visit across the first five years.

Warranty is an increasingly mediocre five years of unlimited-kilometre warranty, as an increasingly large number of rivals are backing seven-year surety.

How does the C-HR Koba drive?

The European vibe reveals itself in shades on road, where the C-HR feels a little more solid and tauter than its small-stature stablemates. There’s a calmness to its manner that’s almost, dare we write it, Lexus-like.

Nor is measurable hamstrung by its exceptionally modest outputs, with electric drive filling out response and low-speed driveability at urban speeds. Give it berries, though, and its naturally aspirated engine howls as the CVT pins the little 1.8 into high revs.

Powertrain refinement is quite good and Toyota’s continual polish to its economy-centric hybrids pay evident dividends in the C-HR. And the transmission does manage to sidestep the dreaded ‘elastic band’ sensations for the most part given the astute e-motor delivery.

It’s just not all that real-world economical. Or, at least, not as economical as the powertrain that only musters up 103kW and 148Nm.

Its full independent suspension brings quality DNA to ride and handling. The result? A somewhat sprightly and reasonably engaging chassis, its direct steering and sharp front end a key contributor, at least at milder pace.

Still, despite the hinted sportiness, the C-HR hits its athletic limits quickly when pushed on, particularly when it comes to outright grip. But that’s really the GR Sport domain. For its place in its lineup, the Koba seems competent, reasonably surefooted and engaging enough.

The ride is firm-ish if not brittle, even on Koba’s large 19s. Better yet, at urban pace – where most C-HR’s will undoubtedly spend most of their drivetime – its decent compliance is complimented by very quiet underpinnings and good noise isolation.

In short, as a turnkey (or pushbutton) style driven runabout, the driving experience delivers well enough, if without shining brightly in any particular department.

What is the C-HR Koba interior and tech like?

The C-HR’s flaunty exterior is mirrored by a stylised, swooping interior design aiming for big Euro flair but falling short of the target in execution. Like the drive, it’s solid with an air of Lexus about it – ala, that stubby transmission switch – if not quite enough of it in enough areas.

The front seats look the part, but the cloth and faux suede trim – the latter used too for door inserts – is a little pedestrian, as is the safe mid-grey theme. Typically Toyota, the colourful if workmanlike screens are rare areas bringing some sense of occasion.

The curvaceous theme almost limits the sense of space, with the strange asymmetric console almost snubbing the front passenger. It’s a strangely selfish, driver-centric format.

The wheel, the switchgear, in particular the broad array of buttons: it’s straightforward, simple and yet lacks the new-school slickness that might otherwise make the Euro schtick more convincing. For an 18-month-young model, it looks and feels a decade old in places.

It’s also a strange blend of specification: you get a fulsome 360-degree camera system, but no proprietary satnav. You get a speccy detail in a digital rearview mirror, but rudimentary mechanical front passenger seat adjustment.

Not quite good enough for a mid-$50K small compact car on road…

Gen-two C-HR continues the first-gen’s tradition of delivering perhaps the most oppressive rear occupancy in passenger cars. It’s tight and claustrophobic, with a window line curving upwards so high in the door that precious little daylight seems to break through.

Individual cupholders in each door is little compensation for an unwelcoming space minted in Hilux grade hard plastics, the only appointment a single USB-C output. There are no rear air vents for a space clearly meant to dissuade rear passenger occupancy.

The bootspace is, at 388 litres, actually quite decently sized and usable – the one area where C-HR could be considered more practical than Corolla hatchback.

Due perhaps to the sheer size of the 19-inch rolling stock, there’s no spare wheel (though one is fitted in the lower-grade GXL).

The honest verdict on the C-HR Koba

Within Toyota’s five different compact and small offerings, you don’t need to squint hard to see where the C-HR is pitched: to well-to-do urbanite DINKs who favour style and flair over most anything else and who care less about practicalities.

That’s fine: Toyota has four other arguably more pragmatic choices on offer.

Perhaps a fairer criticism is that the C-HR doesn’t lean into its upmarket Euro-chic aspirations quite hard enough. It’s a little too Toyota-samey for a model designed to sit on the brand’s fringes, and not convincingly European enough in vibe against its key segment rivals.

And yet…it’s a nice, approachable, relatively fuss-free machine that fits the urban runabout mould quite well.

But while it does earn its place and makes reasonable business in Toyota’s local line-up, it’s unsurprising that it gets outsold by Yaris Cross over three to one, Corolla Cross nearly four to one, Corolla hatch and sedan by six to one…