Auto news on Youtube Feb 27 2018

The 2018 Toyota C-HR may be marketed as a "crossover," but the crossover-SUV vibe ends

at the higher sitting location and towering balances.

The C-HR has only a single powertrain, and it delivers neither brisk acceleration nor

particularly good fuel economy.

Don't even should be considered taking it off-road to root around on rocky trails or

in blurred subjects .

The 2.0 -liter inline -4 throws out 144 horsepower and 139 pound-feet of torque.

Power "re going to the" front wheels merely through a endlessly variable transmission(

CVT ), and all-wheel drive isn't offered to U.S. buyers, although it's available in Europe

and Japan.

Three drive modes are available: the default normal mode, Eco for more energy-efficient

but slower trot, and Sport, which reprograms the CVT to deliver seven simulated gear ratios,

along with somewhat firmer steering .

The problem with the C-HR is that it's just slow.

Toyota's done a decent task of camouflaging any engine roar with sound-damping materials;

floor it and you'll discover the engine rev up, but it's not offensive, merely see.

There's just very little acceleration there under virtually any circumstance.

And in a date spent with two different C-HRs, the differences among drive modes obliged

less change than expected: the Eco mode is indeed slower, but the Sport mode didn't feel

that much faster even if the transmission altered differently.

It's more about a sporty look than actual sporty acceleration, clearly .

We rate the C-HR at merely 4 out of 10 phases for rendition.

It's up to snuff on travel and manage, but its slowness virtually across the board isn't

justified by good fuel efficiency, signifying there's little to exchange it on that front.

Big auto , not sufficient strength .

Part of the problem is likely the use of the Toyota TNGA underpinnings, likewise used in

the latest Prius, this year's Camry, and many more automobiles to come.

It's really a compact to mid-size scaffold, which represents the C-HR wider inside than

you'd expect, but likewise adds weight.

In a small hatchback, 144 hp merely isn't enough to move a restrain weight of 3,300

pounds expeditiously or even all that responsively .

The C-HR does, however, have markedly better treating than previous Toyota small automobiles.

The car's job commander says it was experimented on the acclaimed Nurburgring circuit in Germany,

and it proves.

The front strut dangling get Sachs dampers and a dense stabilizer bar, which give moderately

responsive road modes.

At the backside, the C-HR has double wishbones and Sachs dampers rather than the cheaper

torsion-beam axle that's all but standard in small-minded automobiles .

The C-HR is no Mazda, but the combination delivers a comparatively smooth travel and

responsive municipality driving.

The steering is less numb than Toyotas usually are, and it find planted and reassuring in

harder, higher-speed cornering.

It merely cries out for a most powerful engine, though we fear that might drive the below-average

combined EPA rating of 29 mpg even lower.