Toyota C-HR vs Toyota Camry

What's the difference?

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?

Ah, gotta love a sedan that knows its audience and the ninth-gen Toyota Camry Ascent proves once again why it’s a popular choice.

On top of the space and practicality, you get a shiny new design and technology. Overall the Camry Ascent is a well-rounded base-model - what’s not to love?

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.

There is a strong 'taxi'-association with the Camry because of how popular it is as a commercial fleet car and while the design has been updated and modernised, that vibe still remains. It's a Camry, after all.

But the new tapered nose with its slim LED headlights look sharper than the previous model and the rear slopes into a neat spoiler that accentuates a sharper rear end.

The new design looks far more modern and dare I say it: sporty.

A lot of the changes are in the cabin where the Camry benefits from a completely restyled dashboard that looks sleek and stylish, with the tech screens integrated into the panelling.

The cockpit still feels very driver-oriented, which is always appreciated, but now not at the expense of the front passenger.

The cloth seats look much nicer than the standard basic stuff you usually get and there are enough tactile dash and door panels to make it feel cosy, despite it's soft-touch points still looking too plasticky.

The overall feel for the cabin is one that is pleasant and well-built, although cloth seats always give me anxiety when kids are around.

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.

Sedans tend to fly under the radar when people think of cabin space but that's a mistake. Head- and legroom in both rows will make taller occupants very happy and the transmission tunnel isn't massive, so middle seaters will still be able to get comfortable.

Despite being a low-profile car, access is easy enough and it's only the sloping roofline at the rear that might make you bump your head as you get in.

Seat comfort is excellent with thick padding and cushioning to be enjoyed. The front seats are manually adjustable but lack lumbar support, which you'll notice on a longer trip.

The window sills don't sit too high, so my seven-year old had a good view this week but the cloth seats have upped the anxiety as he tends to be messy. He also loves having directional air vents and that keeps him happy on hotter days.

Storage is great for the class with a 7.0L middle console, large glovebox that can hold a manual and other bits, two map pockets, four cupholders, four drink bottle holders, a sunglasses holder, and a functional centre console tray that has multiple cubbies to delight those that travel with lots of stuff.

The boot capacity hasn’t changed and sits at a large 524L capacity, which is decent for a sedan. The boot aperture isn’t too narrow either, so it's easy to access items that roll to the back. The rear seat has a 60/40 split, to open up storage as well.

The boot has a powered boot release that can be accessed via the key fob and while you have to manually close it, it's a super light lid to operate.

Technology feels well-rounded now with the upgrades and the touchscreen multimedia system sports the same system you'll find in Lexus models, which is far superior to the older Toyota software. Basically, it's simple to use and looks good, which is a great combo.

The phone mirroring apps are now wireless and that means one less cable to worry about and charging options are good with five USB-C ports (3/2), and a 12-volt socket but you do miss out on a wireless charging pad at this grade level.

Basically, the Camry now offers better technology and style but the practicality of the cabin remains at an all time high.

There are now only three model grades available for the Camry and they are all offered exclusively with a hybrid powertrain. The model on test for this review is the enrtry-grade Ascent.

With the hybrid powertrain and new tech, the entry price is $4939 dearer than before and it now carries a $39,990 before on-road costs price tag. Of the mainstream medium sedan rivals, only the ageing Mazda6 Sport sedan is more affordable at $36,290 MSRP.

What’s interesting to note is that some of its other rivals, the new Honda Accord e:HEV RS and Skoda Superb, are only offered in one highly-specified grade and they come with corresponding price points. The Accord sits at $64,900 drive-away, and the Superb at $69,990 drive-away. So, if you’re in the market for a sedan, there is a good sense of value for the Camry at the moment, despite its price hike.

Standard equipment for the new Camry includes cloth upholstery, an 8.0-inch touchscreen multimedia system with satellite navigation, Toyota Connect app, wireless Apple CarPlay and Android Auto, dual-zone climate control, keyless entry and start, 7.0-inch digital instrument cluster, digital radio and Bluetooth connectivity.

Practical features include 17-inch alloy wheels, temporary spare tyre, power-release boot lid, and manual release buttons for the rear seats in the boot area.

Strangely though, the base model still misses out on rain-sensing windscreen wipers for some reason.

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.

The 2025 Camry has the new and improved hybrid system that Toyota is rolling out and a redesigned electronic continuously variable transmission (CVT) – both changes are welcome to the 2.5L four-cylinder engine.

This combo produces up to 170kW of power, which is up from the previous model but the torque remains the same at 221Nm. 

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.

The outgoing model had an excellent combined fuel cycle figure already but the new hybrid system improves it again to just 4.0L/100km. With the 50L fuel tank, that gives you a theoretical driving range of up to 1250km. Outstanding for a family car!

After doing 803km this week and those kilometres being mostly open-road driving, which is where hybrids are at their least efficient, my real-world figure was 4.4L, which is still great. Expect it to be even better in the city.

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.

Toyota really does the hybrid thing well – the engine and electric motor handle duties effortlessly between them, with minimal fuss like noise or gear changes.

The well of power feels deep enough to really let it loose on the highway, if need be, but that also makes it zippy in the city.

This is sure-footed in most scenarios and I like the comfort that brings to the driving.

The steering is direct enough to feel responsive but not sporty. It handles corners well and suspension is well-tuned, so you don’t wince when you hit bumps.

Being set low and having average-sized windows means visibility can be a little hampered when heading down a hill as you bob and weave to see around the rear-view mirror and thick pillars.

The Camry is 4920mm long (33mm longer than previous gen) and it fills out a space. With it's low profile, you have to be careful not to scrape the bottom on anything but it’s still relatively nimble in a car park because of its tight steering and clear 360-degree camera system. 

The Camry has a brand-spanking new five-star ANCAP safety rating from this year (2024) and now sports eight airbags, including a front-centre airbag.

The safety features list is impressively long with all of the biggies included like blind spot monitoring, SOS call button, driver attention alert, safe exit warning, rear occupant alert, forward collision warning, LED daytime running lights, rear cross-traffic alert, lane departure alert, lane keeping aid, traffic sign recognition, intelligent seatbelt warning, a 360-degree view camera system, and front and rear parking sensors.

The adaptive cruise control has a new cornering feature, which will slow your speed down in corners but it didn't always activate and when it did, it slowed down too dramatically to make the system feel smooth to use.

All other systems feel well-tuned for daily driving.

There are ISOFIX child-seat mounts on the outboard seats and three top-tether anchor points but two seats will fit best.

The new Camry has auto emergency braking (AEB) with car, pedestrian, motorcycle, cyclist and backover function, which is operational from 5.0 to 80km/h (up to 180km/h for car).

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.

The Camry comes with a five-year/unlimited kilometre warranty but that can be upped to seven years if you exclusively service with Toyota and on schedule, which is good for the class.

You get five-years capped-priced servicing at just $255 per service, which is extremely reasonable and intervals are good at every 12-months or 15,000km, whichever occurs first.

The Camry likes the good stuff though and only drinks a minimum of 95 RON unleaded petrol.