The new C-HR is wider and taller than its predecessor, and while lower than some family SUV rivals, the driving position is markedly higher than in a regular hatchback. Matching the PHEV’s official 353mpg figure will require very sparing use of the petrol engine, but its 19g/km CO2 emissions and good electric range mean an 8% benefit-in-kind tax rating, which will be appreciated by company car drivers. The regular hybrids officially return up to 61.4mpg, with CO2 emissions of 103g/km for the 1.8-litre engine and 107g/km for the 2.0-litre. If you lift off the accelerator pedal in B-mode (the system’s highest setting), the effect isn’t strong enough to bring the car to a complete halt, but it makes it easy to control the car’s speed in most traffic conditions using only the right-hand pedal.
The PHEV has three levels of regenerative braking to recover energy and return it to the battery during deceleration. And while there’s no CCS socket for quick top-ups at public rapid charging points, most rivals don’t offer one, either. The PHEV’s 13.6kWh battery provides an official all-electric (EV) range of 41 miles – on a par with the equivalent Kuga and Sportage. Plus, while the steering is effortlessly light around town, its weight builds up naturally in corners when you up the pace, helping you place the C-HR accurately on the road. That firmness means tight body control, too there’s less body lean when you turn than in some of the C-HR’s taller, boxier rivals. The suspension of the PHEV version we drove is apparently firmer than that of other models (unless you specify them in GR Sport spec), but while occupants will be jostled in their seats over patched-up urban roads, the ride is otherwise very well controlled and rounds off imperfections nicely. The C-HR has always had a well-judged ride and handling balance, and this new version continues that tradition.
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Meanwhile, the double glazed front side windows help to minimise wind noise you only notice a minor flutter from around the windscreen pillars.
The engine fades into the background at motorway speeds, and there was hardly any road noise from our test car's 19in wheels (17in and 20in wheels will also be offered). We’ll have to wait and see if this noise afflicts the final product when it arrives next year.įortunately, progress is hushed when you settle down to a cruise. That said, our prototype test car did suffer from a noticeable whine from the electric motor under hard acceleration anyone who’s experienced a vehicle with a supercharger will find it familiar. While still loud, though, the resultant hubbub is nowhere near as harsh as before the new C-HR’s engine note is deeper and throatier in place of the previous model’s high-pitched yell, which made it sound as though it was in pain when pushed hard. The former takes 9.9sec to get to 62mph from a standstill, while the latter needs 8.1sec, although we're yet to try either.Īs in the outgoing car, the nature of the C-HR’s CVT automatic gearbox means the engine revs soar whenever you accelerate, remaining high until you’re up to your desired speed. Alternatively, if you don’t want to mess around with charging cables – and don't mind spending more time running on petrol power – there are two regular hybrid C-HRs: a 1.8-litre with 138bhp and a 2.0-litre with 194bhp.
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