Toyota Yaris Cross vs Toyota C-HR

What's the difference?

Going from dorky to dishy thanks to some clever detail changes, the GR Sport Hybrid certainly earns its place in the high-flying Yaris Cross range. For many buyers, that it also offers enough athleticism to match its newfound style seals the deal.

But not all the changes are welcome, especially as they upset the fine balance that the GX and GXL grades in particular possess in spades. The firmer suspension and bigger wheels have a harder time soaking up the rough stuff. Yet Toyota hasn't gone far enough, by failing to provide the extra go to match the extra show.

If none of these matter, then choose the GR Sport Hybrid and enjoy its many virtues, for the Yaris Cross' time is now and you won't really lose regardless.

There’s not much in terms of practicalities that are going to convince you the C-HR is a better option than Toyota’s other small SUV, the Corolla Cross.

Even other ‘stylish’ small SUVs like the Mazda CX-30, fuel savers like the electric MG ZS EV, or performance small SUVs like the Hyundai Kona N are more affordable than the GR Sport version of the C-HR.

In the case of this car, unlike most of its Toyota stablemates, buyers will likely be making a decision from the heart based on exterior styling and its interior rather than value or practicality.

And who would anyone be to tell you not to buy a car you like for its styling?

Back in October 2020 when the Yaris Cross landed in Australia, Toyota put interesting stats in the press kit showing how the original RAV4 5-door of 1995 compared with the newcomer.

Height-aside (by a substantial 70mm), the Yaris Cross is longer (by 55mm) and wider (+70mm), while its wheelbase and tracks are a whopping 150mm and 60mm more generous.

It's the last point that has us puzzled, because the Yaris Cross still seems a little tippy-toed in proportion, though the GR Sport does at least look better resolved with its larger alloys and lowered chassis.

And the smoked headlights and sad blacked-out grille still seem a bit dead-eyed and gormless. Not Toyota's prettiest styling effort, then.

That all said, the chunky shape and box-ticking crossover styling accoutrements seem to keep bringing people to showrooms in droves.

Finally, how Yaris is this, anyway? To refresh, compared to its supermini sibling namesake that uses the same GA-B 'Toyota New Global Architecture', the Yaris Cross sits higher off the ground and is longer and wider, as well as taller.

All in the name of a roomier body.

There’s a fair bit going on here compared to most of Toyota’s other products, much like the first generation, but being designed with Europe as the key market and Australia as a secondary means the styling team needed to take on some fairly fashionable brands.

All three variants of the C-HR are relatively close in aesthetics, with major differences being two-tone paint or specific trim elements for the top-spec GR Sport.

It uses new Toyota design elements that have been seen on some models already, the ‘c-shape’ lights have been used on the new Prius, which we no longer get in Australia, for example.

The black roof was also available on the previous generation, where this car has carried over the ‘egg-like’ silhouette from.

The overall relatively aquatic styling and shape must be for aerodynamic advantage - its chief engineer told us the drag coefficient is just 0.318Cd - but the removal of the rear wiper to lower drag might have been unnecessary for a city-focused small SUV.

The cabin isn’t as wild as the outside, which may be a let-down in some ways, though it’s still a little more visually interesting than its more mainstream stablemates.

The 64-colour ambient lighting changes based on settings including time of day or drive mode, but can be set to a specific single colour if you wish.

The centre stack on the dash is gently angled towards the driver with a small separation between it and the passenger, creating a slight ‘cockpit’ feeling.

Seats are made from different materials depending on the grade, though no real leather is used even in the GR Sport, where synthetic suede and leather are the main upholstery.

The cloth textiles are made from entirely recycled materials, while the synthetic suede is made from a little less than half recycled materials.

They don’t look cheap, but they also don’t look particularly luxurious.

Very. As with all Yaris Cross models, the GR Sport Hybrid is designed to be easy to live with, with ample roof height, large doors and hip-level seating to aid entry/egress. No kneeling down to sit inside or hauling yourself up exiting this small SUV.

Comfy and embracing, the sporty front bucket seats seem to offer better support and location than the regular seats, and – as with the rest of the cabin's finish and ambience – are great to behold. It's smart and sassy in there.

Once settled in, the Japanese giant's smallest SUV continues to impress with its sense of space and pleasing all-round vision, making this seem larger than its city-slicker badge implies.

Nothing cramped or tight to report here – unless you're a basketballer perched high on the front passenger seat. Please, Toyota, provide the option of a lowering lever.

Aided by an amenable driving position, simplicity remains the name of the game, as demonstrated the tactile three-spoke wheel, wide adjustability of seating and steering column, unobstructed views of the attractive dash and effortless access to switchgear. If you run a driving school then here's a great lesson in elementary vehicle operation.

That said, the big digital speedo is not up high in the driver's direct sightline; you'll need to do a switcheroo with an Urban grade and its head-up display to remedy that, while the centre screen's layout can be a bit fiddly at first to figure out, though all necessary info is present.

With no shortage of storage, including 1.5-litre bottle-ready door bins and lots of areas to leave stuff in or on securely, effective ventilation and a sense of hardy quality, it's easy to imagine the Yaris Cross appealing to a broad array of buyers, whether singles, families or Empty Nesters.

It's that sort of do-it-all for less packaging that makes you question spending more for a larger SUV.

Downsides? As well as denying us front passenger seat height adjustment, Toyota seems to see no reason to provide its up-spec crossover with a front centre armrest, driver's seat lumbar support and wireless smartphone charger.

Maybe that's why the centre screen's graphics are so Nokia-esque. Plus, rear vision is hindered by fixed tombstone-style headrests out back. Remember when carmakers used to hollow them out to avoid such blind spots?

The Yaris Cross' rear-seat area benefits from lofty seating, a high ceiling to clear scalps, reasonable kneeroom and space beneath the front seats for big boots to tuck in under. But we'd think twice about squeezing three larger people abreast as shoulders and thighs would likely rub.

Still, outboard-sited passengers should rate the well-angled backrests and shapely cushion offering sufficient thigh support. Note that nothing slides or reclines back there.

Other observations? The 40/20/40 backrest's middle portion folds to reveal a pair of cupholders, like in a BMW. Useful, too, are more bottle-friendly door storage (up to 600ml), reading lights, a single map pocket, two coat hooks and auto up/down electric windows.

Some might miss the lack of face-level air vents, though nobody complained about it being stuffy back there.

Moving to the luggage compartment, a flimsy, fiddly, foldable fabric mesh cover is your only defence from prying eyes, and this is a poor substitute for a parcel shelf; Toyota, if you must, please check out how Honda's Civic does it.

Otherwise, the news is positive, due to a sizeable loading cavity, long flat floor and VDA-rated luggage capacity of up to 390L with rear seatbacks up in situ.

Check out the novel 60/40-split false floor, which provides some degree of extra out-of-sight security as well as loading versatility.

As with all Yaris Cross 2WDs, there's a space-saver spare below that. Going AWD means you'll have to put up with a tyre-repair kit – something we'd not inflict on anybody - as well as a substantially smaller cargo capacity (down to just 314L VDA).

Overall, with its subtle yet effective sporty accents and tasteful trim choices, the GR Sport Hybrid enhances an already generally thoughtfully presented and executed Yaris Cross interior.

When it comes to interior layout and ergonomics, there’s never much to criticise in a Toyota, unless playing it safe is a downside for you.

The buttons you’re most likely to use regularly, across the climate control, centre console and steering wheel, are all very obvious and easy to find, if a little uninspiring, as is wheel design itself - form definitely doesn’t sacrifice function here.

Welcome are the two large screens, the multimedia touchscreen a large 12.3-inch unit and the driver display either 7.0-inch or another 12.3-inch version depending on variant.

Toyota’s software is simple and accessible, using a few main menu sections, though many will likely bypass this with wireless phone mirroring.

Everything’s in a sensible place: a tall bottle in the cupholders won’t block access to anything, the phone charging pad is tucked away to minimise distraction, and Toyota has kept things like the gear selector and stalks behind the steering wheel relatively traditional.

While the interior feels a little dated by its many buttons and some of its simple graphics, there’s certainly something to be said for a welcome change from distracting screens and menus - if the aim was to not exclude Toyota’s older market, it seems like mission accomplished.

In terms of comfort and space, the C-HR makes pretty good use of its interior from the front, the seats are relatively comfortable and visibility is fine, though the back seat starts to feel a bit cramped.

While cupholders and door bottle storage is plentiful in the front, there’s no armrest and no bottle storage in the rear, only relatively shallow cupholders on the armrests in the doors.

Visibility is also relatively poor with high windows, a narrow rear window, and not a lot of light unless there’s a sunroof.

Behind that, with the seats up, the C-HR’s boot has a claimed VDA capacity of 388 litres in the GXL and Koba, or 362L in the GR Sport. Total volume with the seats down is 1154L and 1490L respectively.

While a Corolla Cross starts at $33,980 before on-roads, or $36,480 for a hybrid, the C-HR is just under $43K in its lowest spec.

And even though you’re paying more for a new hybrid drivetrain and some fun Euro styling, the Corolla Cross’ drivetrain isn’t far behind, and it still looks good enough to sell quite well.

So what’s the C-HR got going for it that the Cross doesn’t?

The base GXL starts from $42,990 plus on-road costs and comes with a bit more than you might expect from a base variant Toyota.

A 12.3-inch touchscreen, a 7.0-inch driver display and wireless Android Auto and Apple CarPlay have things covered for multimedia, while dual-zone climate, keyless entry and start, rain-sensing wipers, and USB-C and 12-volt ports and chargers cover off convenience.

The GXL has manually adjustable seats with recycled fabric - which I’ll come back to later - plus a synthetic leather-accented steering wheel.

The Koba, at $49,990, scores heated sports seats with synthetic suede trim, plus power adjustment for the driver seat and a digital rearview mirror as well as cabin ionisation via the climate control.

A wireless smartphone charger, a head-up display above a larger 12.3-inch driver display, plus adaptive high-beam all add to the convenience, while a nine-speaker JBL sound system and 64-colour ambient lighting add to the vibes.

Atop the range is the GR Sport, which starts from $54,990.

As well as being more powerful - we’ll come back to that, too - it gets unique styling outside, plus synthetic leather-accented and suede seats inside, aluminium scuff plates, and a heated GR Sport steering wheel.

Just as with the regular Yaris Cross as well as all Toyota hybrids sold in Australia since 2001, the GR Sport Hybrid is a series-parallel set-up.

It features a 1.5-litre, three-cylinder, naturally-aspirated petrol engine dubbed 'M15A-FXE', making 67kW of power at 5500rpm and 120Nm of torque between 3800rpm and 4800rpm.

That's backed up by an 85kW permanent magnet synchronous motor, producing 59kW of power and 141Nm of torque, with electricity stored in a 4.3Ah lithium-ion battery pack.

Charging is via the petrol engine and recuperated energy from braking. There's no plug-in facility, while pure-electric drive is only offered during low-speed light-throttle driving for short bursts, or during off-throttle coasting where conditions are right.

Drive is sent to the front wheels via an electronic continuously variable transmission (CVT) offering a 10-speed manual sequential mode as well as a mechanical first gear for a more natural torque-converter automatic gearbox experience. Less prone to engine droning that way.

Weighing in at around 1235kg (kerb), the GR Sport Hybrid has a power-to-weight ratio of 68.8kW per tonne, which is okay.

Supporting this Yaris Cross' sporty aspirations, the MacPherson-style strut-front and torsion beam rear suspension tune sees a 10mm drop, resulting in a ride height of 160mm and a lower centre of gravity.

This, along with revised suspension components and additional underfloor bracing for increased stiffness and rigidity, are claimed to benefit steering, handling, body control and ride comfort capabilities.

But we're unsure whether the benefits are felt in equal measures – or at all, in some cases.

The difference in boot space is likely because the hybrid-only C-HR comes with two drivetrain options, depending on which variant you have.

The GXL and Koba both use Toyota’s 1.8-litre four-cylinder engine aided by a front-mounted electric motor to produce a 103kW output at the front wheels via a continuously variable transmission.

The GR Sport, however, gains a rear electric motor (taking up some boot space) and a more powerful front motor, helping a larger 2.0-litre four-cylinder petrol engine make a total 146kW - still via a CVT.

Don’t expect to be getting to 100km/h from a standstill in any less than 8.0 seconds in either variant, but both have a claimed top speed of 170km/h.

Like all Yaris Cross hybrids, the GR Sport officially averages just 3.8 litres per 100km on the combined cycle. That translates to 86 grams per kilometre of carbon-dioxide emissions. There's another reason why this Toyota is such a smash hit.

We didn't quite manage that, predictably, but the 4.7L/100km we did achieve beat the in-car trip computer. That's a rarity. And unlike some larger Toyota hybrids, this one can run on standard 91 RON unleaded as well as 94 RON E10 ethanol-mix petrol.

Using the official fuel consumption average, expect to achieve nearly 950km of range between refills of the 36L fuel tank. Note there is practically no pure-EV range available in this system of hybrid.

Whichever way you look at it, the Yaris Cross is about as economical as petrol-powered small SUVs get.

Toyota says the C-HR uses just 4.0L/100km on the combined cycle test, which is 0.3L less than the previous generation’s claim, but it should be noted the 2.0-litre in the GR Sport drinks a claimed 4.1L/100km.

During testing on the launch drive, but without being able to measure properly from fill to fill, one quite spirited leg of driving netted a 6.9L/100km reading on the trip computer, while a more sedate drive returned 5.4L/100km.

We've driven every version of the Yaris Cross since its late 2020 launch in Australia, and without hesitation, the GR Sport is the least impressive of an otherwise great range of small SUVs.

And nowhere is that more evident than in the way it behaves around town.

As its creators intended, the Yaris Cross was born to be an urbanite. Lofty seating, good visibility, zippy acceleration, strong brakes, a tight turning circle and – in the base GX and mid-spec GXL on 16-inch wheels and tyres – a decent level of isolation from road bumps are key and very desirable attributes for city and suburban commuting.

Tick the hybrid box and the added electrical oomph and occasional silent running that electrification brings just add to the Toyota SUV's appeal in these circumstances.

Now, what you gain in style, stance and better tyre grip in the Urban, wearing the 18-inch wheels, you lose in ride comfort over bad roads due to an underlying firmness, and increased road noise intrusion over some coarse surfaces.

However, with its 10mm lower ride height and sports-tuned suspension, the GR Sport is firmer and louder again, and that detracts from its comfort and refinement.

Not to the degree that it's a deal-breaker, because the basics are still there and the Yaris Cross DNA remains, but there are marked differences between the grades.

If most of your driving is urban, you might want to rethink the GR Sport as a result unless the roads you commute on are smooth, because you'll barely notice the improved handling and body control at lower speeds that this grade specialises in.

Driving away onto rural roads, however, reveals a slightly more solid and focused handling machine, with quite direct (if not very tactile) steering through fast tight turns, accompanied by a flat and neutral attitude.

In other words, you can point and shoot a GR Sport up a mountain road with the confidence that it will steer and hold the road calmly and in control, even at speed.

So composed is this version of the Yaris Cross that, on a couple of occasions, we were surprised at how high our corner exit speeds were. Dynamically this is a warm-hatch-like crossover.

Which makes the lack of any power or torque increase over regular hybrid grades all the more disappointing and a missed opportunity. The chassis is clearly up for more muscle.

Yes, as per all Yaris Cross hybrids, the GR Sport is quick off the mark, smooth in its seamless delivery of power, regardless of whether it's petrol or electricity sourced, and eager to respond to throttle inputs.

This is rapid around town and speedy on the motorway. But we'd like a bit more punch to go with the added sporty visual panache.

On our final day of testing, rain washed away weeks of dry, dust and humidity, and the roads became treacherously slick, testing the mettle of many.

Despite being front-drive, the GR Sport continued to be in total command with its grip and braking abilities, but the added surety of AWD that the identically-priced GXL would have brought cannot be denied.

In other words, the GR Sport is best where it can be enjoyed – out away from the city and on good roads. Otherwise, there are better choices within the Yaris Cross range.

There’s nothing particularly offensive about the way the new C-HR drives, but there’s nothing riveting either.

If you’ve driven anything on the Toyota TNGA platform, this will feel familiar to you - and that’s not a bad thing, it’s generally pretty stable, comfortable and controlled.

The modified Corolla platform it rides on is a very good thing, but the C-HR doesn’t have anything in the way of sporting tendencies its styling might suggest.

The hybrid drivetrain in the two 1.8-litre versions of the small SUV don’t offer up a whole lot in terms of keen acceleration, but even the GR Sport and its 146kW drivetrain need a push to get things feeling properly quick on a twisty road.

The added stability of the all-wheel drive in the top variant is noticeable, the front-drive variants feeling a little less planted when pushed.

Steering is on the slightly lighter side of still being well-weighted - it doesn’t wow, but Toyota’s engineers know what they’re doing and it does everything it needs to in terms of communicating feeling to the driver.

Some particularly rough roads on the test drive showed the suspension to handle short, sharp bumps well and not feel crashy over larger imperfections.

The suspension has been retuned in this TNGA-C platform to be stiffer for more control but also more compliant in terms of comfort.

But it’s around urban and suburban streets where the C-HR will spend most of its time, and neglected streets, speed bumps, or tram lines won’t shake you too much from in the cabin.

All three variants of the C-HR come with a version of the Toyota Safety Sense suite of tech which includes things like pre-collision, active cruise control, speed limit sign assist, a surround-view parking camera, plus all the expected inclusions like ABS, blind-spot monitoring and rear cross-traffic alert.

The rear outboard seats are equipped with ISOFIX tethers, too, while the ADR-necessary top tethers are also present.

It hasn’t been tested by ANCAP, but in the case of a collision the C-HR does have a pretty decent airbag count of 10.

Toyota offers a five-year/unlimited kilometre warranty – with the option of extending that to seven years – as well as roadside assistance.

Service intervals are at 12 months or 15,000km. The first five scheduled services are capped at $250 each, with the work carried out detailed online.

The engine and transmission are under a seven-year warranty, while the hybrid battery pack is up to 10 years as long as the owner undertakes an annual inspection "... as part of routine maintenance according to the vehicle logbook."

Toyota has a five-year/unlimited-kilometre warranty which covers the C-HR, as well as capped-price servicing for the first five years or 75,000km, whichever comes first, with each 12-month/15,000km service costing $250.

The C-HR also comes with a 12-month subscription to Toyota Connected Services, with features accessible through the myToyota Connect smartphone app.