A curious crossover: The Toyota C-HR review
A curious crossover: The Toyota C-HR review
一次奇妙的跨界：丰田 C-HR 评测
After a slower start than its major rivals, Toyota has been making up for it with a flurry of new electric vehicles for the North American market. Its first attempt, the bZ4x, was an also-ran, but a new battery pack, more efficient motors, and a NACS charging port transformed the face-lifted bZ into an EV I happily recommend. Then, earlier this year, it followed up with some bZ-related variants. For those who miss the vibe of a station wagon, there is the bZ Woodland, and an all-electric Highlander is nearing the showroom, too.
在经历了比主要竞争对手更缓慢的起步后，丰田正通过一系列面向北美市场的新型电动汽车来弥补差距。其首次尝试的 bZ4x 表现平平，但凭借全新的电池组、更高效的电机以及 NACS 充电接口，改款后的 bZ 已成为我乐于推荐的电动汽车。今年早些时候，丰田又推出了一些与 bZ 相关的变体车型。对于那些怀念旅行车风格的用户，有 bZ Woodland 可供选择，而纯电动汉兰达也即将进入展厅。
But today’s focus is the C-HR, and I’m still not entirely sure what to make of it. It’s the smallest of the bunch, some 6.7 inches (170 mm) shorter than the bZ. But it’s still as wide and only a little more than an inch shorter. So if you’re put off by the bZ’s size, and are looking for something diminutive—and based on reader feedback, there are many of you out there—this small SUV will probably still fail to pass muster. It’s not any cheaper than the bZ until you consider that the C-HR is only available with one choice of powertrain: a twin-motor AWD setup with a combined 338 hp (252 kW) powered by a 74.7 kWh battery pack. That same arrangement, with a 223 hp (167 kW), 198 lb-ft (268 Nm) front motor and 118 hp (88 kW), 125 lb-ft (169 Nm) rear unit, costs almost $3,000 more in a bZ than the $37,000 starting price of the C-HR.
但今天的主角是 C-HR，我至今仍不确定该如何评价它。它是该系列中最小的一款，比 bZ 短了约 6.7 英寸（170 毫米）。但它的宽度相同，高度也仅矮了一英寸多一点。因此，如果你是因为 bZ 的尺寸而望而却步，并正在寻找一款小巧的车型——根据读者反馈，这类用户不在少数——那么这款小型 SUV 可能依然无法满足你的需求。除非考虑到 C-HR 仅提供一种动力总成选择，否则它并不比 bZ 更便宜：即由 74.7 kWh 电池组驱动的双电机全轮驱动系统，综合功率为 338 马力（252 kW）。同样的配置（前电机 223 马力/167 kW，198 磅-英尺/268 Nm；后电机 118 马力/88 kW，125 磅-英尺/169 Nm），在 bZ 上选配的价格要比 C-HR 37,000 美元的起售价高出近 3,000 美元。
No, the C-HR is one of those frivolous vehicles, one that puts bold styling and a sporty character ahead of simple utility. After all, the bZ already exists if you want stolid. From the driver’s seat, it might look like a bZ. There’s the same multifunction steering wheel, the same small main instrument display, the same infotainment system, and a pleasing array of actual plastic buttons, each with just one discrete function. Toyota’s 14-inch touchscreen infotainment system isn’t particularly flashy, but the screen is responsive, and Apple CarPlay runs wirelessly.
不，C-HR 属于那种“任性”的车型，它将大胆的造型和运动性格置于简单的实用性之上。毕竟，如果你想要稳重，bZ 已经能满足你了。从驾驶座看去，它看起来和 bZ 很像。同样的各种多功能方向盘、同样的小型主仪表显示屏、同样的信息娱乐系统，以及令人愉悦的实体塑料按键阵列，每个按键都对应单一的独立功能。丰田的 14 英寸触摸屏信息娱乐系统虽然不算特别花哨，但屏幕响应灵敏，且支持无线 Apple CarPlay。
You notice the 3.9 inches (200 mm) that’s missing from the wheelbase if you sit in the back. It’s not especially cramped compared to the back seat of the old gas-powered C-HR, but it’s hardly palatial. As you sit level with the C-HR’s C-pillar back there, it can feel a little dark even with the optional panoramic glass roof, which robs a little over an inch of headroom as a trade-off for letting more light into the cabin. There’s only one USB-C port in the back, and it’s only 15 W, unlike the two 60 W ports up front, but if you opt for the C-HR XSE, you can get heated rear seats to go with the standard heated fronts.
如果你坐在后排，会明显感觉到轴距缩短了 3.9 英寸（200 毫米）。与老款燃油版 C-HR 的后座相比，它并不算特别局促，但也绝称不上宽敞。由于后排座椅与 C 柱齐平，即使配备了可选的全景天窗，车内也可能感觉有些昏暗——全景天窗虽然增加了采光，但代价是牺牲了超过一英寸的头部空间。后排只有一个 15W 的 USB-C 接口，与前排的两个 60W 接口不同，但如果你选择 C-HR XSE 版本，则可以在标配前排加热座椅的基础上获得后排加热座椅。
The C-HR certainly feels frenetic on the street. Even with the car set to Eco mode, it’s plenty peppy; in normal mode, I found the initial throttle response to be a bit too eager. Despite that, Toyota quotes the same 4.9-second 0–60 mph (97 km/h) time for the C-HR as the other AWD EVs it builds. Perhaps driving them back-to-back would reveal no appreciable difference, but if the point was to imbue the C-HR with an eager quality, Toyota’s engineers succeeded at the task. It’s not the last word in driving thrills, though, with front-biased power delivery thanks to that AWD setup and not particularly communicative steering.
C-HR 在路上的表现确实显得有些“躁动”。即使将车辆设置为节能模式（Eco mode），它依然动力十足；在普通模式下，我发现初始油门响应过于灵敏。尽管如此，丰田官方给出的 C-HR 0-60 英里/小时（97 公里/小时）加速时间与旗下其他全轮驱动电动车一样，均为 4.9 秒。也许连续驾驶对比后会发现两者并无明显差异，但如果丰田工程师的目标是赋予 C-HR 一种积极的驾驶质感，那么他们成功了。不过，由于该全轮驱动系统偏向于前轮动力输出，且转向手感缺乏沟通感，它在驾驶乐趣方面并非顶尖。
Over a week of mostly city driving, the C-HR reported an average of 3.8 miles/kWh (16.4 kWh/100 km), but also only estimated 149 miles of range with 72 percent state of charge in the battery, which might be down to the extremely hot and humid weather in DC but makes it hard to extrapolate out to a number that matches the official EPA range, which is 273 miles (439 km) when fitted with 20-inch wheels. (The 18-inch wheels on the C-HR SE add 14 miles/23 km in range.)
在为期一周的城市驾驶中，C-HR 的平均能耗为 3.8 英里/kWh（16.4 kWh/100 km）。但在电池电量为 72% 时，预估续航里程仅为 149 英里。这可能是由于华盛顿特区极其炎热潮湿的天气所致，但也使得我们很难将其推算至与官方 EPA 续航里程相符的数值（配备 20 英寸轮毂时为 273 英里/439 公里）。（C-HR SE 配备的 18 英寸轮毂可增加 14 英里/23 公里的续航。）
If you’re out and about and need a charge, the native NACS port, which tops out at 150 kW, means all of Tesla’s compatible Superchargers are among the tens of thousands of fast chargers you can use, although the position of the charge port behind the front wheel arch can make it a challenge to get close enough for the older Tesla cables to reach. A DC fast charge from 10–80 percent takes around 30 minutes, or 7.5 hours with an 11 kW AC charger, Toyota says.
如果你在旅途中需要充电，原生的 NACS 充电接口（最高支持 150 kW）意味着你可以使用特斯拉所有兼容的超级充电站，以及成千上万个其他快充桩。不过，充电口位于前轮拱后方，这使得老款特斯拉充电桩的线缆有时难以够到。丰田表示，使用直流快充从 10% 充至 80% 大约需要 30 分钟，使用 11 kW 交流充电桩则需要 7.5 小时。
The heat and humidity during our test week brought me to my other bugbear with the C-HR. I’ve made peace with the fact that no Toyota remembers to turn the auto hold function back on if I used it last time I drove the car. But the C-HR added another level of amnesia by never remembering that the AC should be on. Perhaps it’s an eco strategy to save a few Wh on startup, but if it’s hot enough to melt gallium in the shade, I want my car to remember to make it cold when I turn it on.
测试周期间的炎热潮湿天气让我发现了 C-HR 的另一个槽点。我已经习惯了丰田车不会自动记忆上次驾驶时开启的自动驻车（Auto Hold）功能。但 C-HR 的“健忘症”更进一步：它从不记得空调应该保持开启状态。也许这是一种为了在启动时节省几瓦时电量的节能策略，但如果天气热到在阴凉处都能融化镓，我希望我的车在启动时能记得自动开启冷气。