{"id":31839,"date":"2026-03-22T07:05:11","date_gmt":"2026-03-22T07:05:11","guid":{"rendered":"https:\/\/www.europesays.com\/cz\/31839\/"},"modified":"2026-03-22T07:05:11","modified_gmt":"2026-03-22T07:05:11","slug":"prvni-jizda-toyotou-c-hr-prijemne-prekvapeni-pod-milion","status":"publish","type":"post","link":"https:\/\/www.europesays.com\/cz\/31839\/","title":{"rendered":"Prvn\u00ed j\u00edzda Toyotou C-HR+: P\u0159\u00edjemn\u00e9 p\u0159ekvapen\u00ed pod milion"},"content":{"rendered":"

Automobilka Toyota v\u00a0p\u0159edchoz\u00edch letech do elektromobility \u0161lapala pon\u011bkud m\u00e9n\u011b ne\u017e \u0159ada jin\u00fdch zna\u010dek \u2013 a m\u011bla k\u00a0tomu dobr\u00e9 d\u016fvody, kter\u00e9 st\u00e1le plat\u00ed. P\u0159esto to neznamen\u00e1, \u017ee by jej\u00ed elektromobily byly jen do po\u010dtu. Uk\u00e1zal to model bZ4X, kter\u00fd po modernizaci kone\u010dn\u011b stoj\u00ed za to, a \u010derstv\u011b tak\u00e9 C-HR+.<\/p>\n

Tahle p\u00edsmenka u\u017e si na toyot\u011b koupit m\u016f\u017eete, a to v\u00a0plug-in hybridn\u00ed i tzv. full hybridn\u00ed variant\u011b. Plus znamen\u00e1 bateriov\u00fd elektromobil \u2013 ov\u0161em takov\u00fd, kter\u00fd s\u00a0hybridn\u00ed C-HR nem\u00e1 p\u0159\u00edli\u0161 spole\u010dn\u00e9ho. Snad jen logo na kapot\u011b, ale tak\u00e9 trochu silueta je C-HR podobn\u00e1. Technika, a nakonec i \u0159ada designov\u00fdch prvk\u016f, tady toti\u017e poch\u00e1z\u00ed z\u00a0bZ4X.<\/p>\n

\"Za<\/a>Za volantem modernizovan\u00e9 Toyoty bZ4X: Lep\u0161\u00ed technika v podobn\u00e9m balen\u00ed<\/a><\/p>\n

Kter\u00e9 prvky to jsou? T\u0159eba p\u0159\u00ed\u010f s\u00a0odd\u011blen\u00fdmi hlavn\u00edmi sv\u011btlomety od denn\u00edho sv\u00edcen\u00ed, kter\u00e9 je spojen\u00e9 s\u00a0obrysovkami a blinkry. Sv\u011btlomety jsou o patro n\u00ed\u017e, tvo\u0159\u00ed je jedna \u010do\u010dka a automobilka \u0159\u00edk\u00e1, \u017ee u\u017e v\u00a0z\u00e1kladn\u00ed verzi tu je technologie LED Matrix. Tu otestujeme, a\u017e se dostaneme za volant C-HR+ na t\u00fddenn\u00ed test.<\/p>\n

Velmi m\u011b v\u0161ak pot\u011b\u0161ily ost\u0159ikova\u010de sv\u011btel, kter\u00e9 maj\u00ed vlastn\u00ed tla\u010d\u00edtko vlevo pod volantem. Tohle je toti\u017e zrovna prvek, na kter\u00e9m automobilky b\u011b\u017en\u011b \u0161et\u0159\u00ed a ned\u00e1vaj\u00ed ho ani na velmi drah\u00e1 auta, ani za p\u0159\u00edplatek. Zde ost\u0159ikova\u010de nejsou v\u00a0z\u00e1kladu, ale hlavn\u011b \u017ee existuj\u00ed.<\/p>\n

Co naopak v\u00a0z\u00e1kladu je, je tepeln\u00e9 \u010derpadlo, kter\u00e9 sni\u017euje spot\u0159ebu topen\u00ed v\u00a0zim\u011b. D\u00e1le ji m\u00e1 sn\u00ed\u017eit funkce \u201echytr\u00e9ho\u201c vyh\u0159\u00edv\u00e1n\u00ed seda\u010dek a volantu, kter\u00e1 m\u00e1 sn\u00ed\u017eit nutnost vyt\u00e1p\u011bt celou kabinu. Re\u00e1lnou efektivitu jsme v\u00a0teplot\u00e1ch nad 15 \u00b0C nem\u011bli p\u0159\u00edle\u017eitost vyzkou\u0161et.<\/p>\n

\"Video<\/p>\n

\n\t\t\t\tToyota C-HR+ – prvn\u00ed j\u00edzdy \u2022 Toyota\n\t\t\t<\/p>\n

Vr\u00e1t\u00edm-li se je\u0161t\u011b na moment k\u00a0designu, mus\u00edm zm\u00ednit elegantn\u00ed zadn\u00ed obrysovky v\u00a0podob\u011b dlouh\u00e9 linky a \u010dty\u0159ech kosti\u010dek na stran\u00e1ch. Tak\u00e9 se mi vzadu l\u00edb\u00ed, \u017ee je blinkr dostate\u010dn\u011b daleko od brzdov\u00e9ho sv\u011btla. Couvac\u00edch a mlhov\u00fdch sv\u011btel je tu po jednom, ale aspo\u0148 jsou relativn\u011b bl\u00edzko st\u0159edu auta a vysoko, co\u017e p\u0159eci jen viditelnost couva\u010dky z\u00a0r\u016fzn\u00fdch \u00fahl\u016f zlep\u0161uje. Na druhou stranu, bude-li C-HR+ \u0159\u00eddit mlhovk\u00e1\u0159, bude v\u00e1m v\u00a0kolon\u011b vypalovat s\u00edtnice velmi kvalitn\u011b.<\/p>\n

Ergonomie i v\u00fdhled nad pr\u016fm\u011brem<\/p>\n

C-HR+ si z\u00a0bZ4X bere tak\u00e9 v\u00a0podstat\u011b cel\u00fd interi\u00e9r. To znamen\u00e1 mal\u00fd displej pod \u010deln\u00edm sklem coby p\u0159\u00edstrojov\u00fd \u0161t\u00edt, tak\u017ee na jeho doln\u00ed konec nevid\u00edm p\u0159es v\u011bnec volantu. Je to lep\u0161\u00ed ne\u017e v\u00a0peugeotech, ale po\u0159\u00e1d to nen\u00ed tak dobr\u00e9 jako kombinace klasick\u00e9ho p\u0159\u00edstrojov\u00e9ho \u0161t\u00edtu s\u00a0head-up displejem.<\/p>\n

Dv\u011b bezdr\u00e1tov\u00e9 nab\u00edje\u010dky smartphon\u016f jsou p\u0159\u00edjemn\u00e9, bohu\u017eel v\u0161ak nejsou chlazen\u00e9, nedaj\u00ed se vypnout a mobil tu nen\u00ed kam odlo\u017eit mimo tu nab\u00edje\u010dku. M\u016f\u017eete si ho tak leda d\u00e1t do kapsy nebo str\u010dit do dr\u017e\u00e1ku n\u00e1poj\u016f, pokud v\u00a0n\u011bm nem\u00e1te ten n\u00e1poj. Podobn\u00fdm nep\u0159\u00edjemn\u00fdm minusem je rozd\u00edln\u00e1 v\u00fd\u0161ka loketn\u00ed op\u011brky na dve\u0159\u00edch a mezi seda\u010dkami, t\u00edm sp\u00ed\u0161, \u017ee ta prost\u0159edn\u00ed nen\u00ed nijak nastaviteln\u00e1.<\/p>\n

To je ale z\u00a0nev\u00fdhod v\u00a0podstat\u011b v\u0161echno. T\u0159eba\u017ee tu bohu\u017eel klimatizace nem\u00e1 tla\u010d\u00edtkov\u00e9 ovl\u00e1d\u00e1n\u00ed, jako ve star\u0161\u00edch toyot\u00e1ch, m\u00e1 aspo\u0148 vlastn\u00ed panel v\u00a0doln\u00ed \u010d\u00e1sti displeje a krom\u011b knofl\u00edk\u016f k\u00a0regulaci teploty i rychl\u00fd p\u0159\u00edstup jak k\u00a0ofuku \u010deln\u00edho skla, tak i k\u00a0vnit\u0159n\u00ed cirkulaci vzduchu.<\/p>\n

Zkratkou se tak\u00e9 rychle dostanete k\u00a0vyp\u00edn\u00e1n\u00ed jednotliv\u00fdch j\u00edzdn\u00edch asistent\u016f. Bohu\u017eel mezi n\u011b nepat\u0159\u00ed sledov\u00e1n\u00ed \u0159idi\u010de, kter\u00e9 je nastaven\u00e9 snad a\u017e p\u0159\u00edli\u0161 citliv\u011b a nad\u00e1v\u00e1 mi, kdy\u017e se na p\u016fldruhou sekundu pod\u00edv\u00e1m na centr\u00e1ln\u00ed displej m\u00edsto silnice p\u0159ed sebou.<\/p>\n

Toyota C-HR+ FWD | Zdroj: Toyota<\/p>\n

K\u00a0prostornosti p\u0159edn\u00edch seda\u010dek nem\u00e1m v\u00fdhrad, zm\u00ednit ji v\u0161ak mus\u00edm kv\u016fli m\u00edstu nad hlavou. K\u00a0testov\u00e1n\u00ed byly dv\u011b verze, ni\u017e\u0161\u00ed v\u00fdbava s\u00a0manu\u00e1ln\u00edmi seda\u010dkami a plechovou st\u0159echou, anebo vy\u0161\u0161\u00ed verze s\u00a0elektrickou seda\u010dkou \u0159idi\u010de (nikoliv v\u0161ak spolujezdce) a prosklenou st\u0159echou, kter\u00e1 se sice neotv\u00edr\u00e1, ale m\u00e1 elektrickou roletku.<\/p>\n

Mezi t\u011bmito verzemi je pom\u011brn\u011b velk\u00fd rozd\u00edl pr\u00e1v\u011b v\u00a0prostoru nad hlavou, a to n\u011bkolik centimetr\u016f. S\u00a0v\u00fd\u0161kou 184 cm jsem v\u00a0t\u00e9 l\u00e9pe vybaven\u00e9 m\u011bl nad hlavou snad jen \u010dty\u0159i centimetry, a tak m\u00e1te-li metr devades\u00e1t a v\u00edc, rozhodn\u011b zkuste tu konkr\u00e9tn\u00ed verzi, kterou si chcete koupit, ne\u017e slo\u017e\u00edte z\u00e1lohu. Rozd\u00edl jde podle automobilky za tou prosklenou st\u0159echou sp\u00ed\u0161 ne\u017e za zp\u016fsobem nastavov\u00e1n\u00ed seda\u010dky.<\/p>\n

D\u00edky vcelku rozm\u011brn\u00fdm dve\u0159\u00edm se dozadu snadno nastupuje a je tu hromada m\u00edsta na kolena \u2013 podle automobilky a\u017e 900 mm, to by se ale za volant nikdo neve\u0161el. J\u00e1 se vejdu \u201eza sebe\u201c s\u00a0rezervou, a to je \u00fasp\u011bch. Na hlavu u\u017e tolik prostoru nen\u00ed, kdy\u017e v\u0161ak zvednu op\u011bradlo do t\u00e9 vzp\u0159\u00edmen\u011bj\u0161\u00ed ze dvou poloh, vejdu se i takto.<\/p>\n

A kufr? 416 litr\u016f vypad\u00e1 jako n\u00edzk\u00e9 \u010d\u00edslo, p\u0159edev\u0161\u00edm kdy\u017e Toyota stav\u00ed C-HR+ coby konkurenta \u0160kod\u011b Elroq, ale zavazadeln\u00edk vypad\u00e1 prostorn\u00fd dostate\u010dn\u011b. M\u00e1 i dvojitou podlahu slo\u017eenou ze dvou desek, ty ale nejdou ustavit svisle, aby kufr d\u011blily. Aspo\u0148 kotevn\u00ed oka \u2013 samotn\u00e1 jejich p\u0159\u00edtomnost m\u011b t\u011b\u0161\u00ed \u2013 v\u0161ak vypadaj\u00ed docela byteln\u011b. \u00a0<\/p>\n

\u010cesk\u00fd cen\u00edk nov\u00e9 Toyoty C-HR+Proveden\u00edStyleExecutiveFWD 57,7 kWh, 167 k999.000 K\u010d-FWD 77 kWh, 224 k1.099.000 K\u010d-AWD 77 kWh, 343 k-1.294.000 K\u010dDostupn\u00e9 slevy: Ak\u010dn\u00ed sleva 50.000 K\u010d, V\u00fdkupn\u00ed bonus 50.000 K\u010d, mo\u017eno kombinovatT\u00e1hne s\u00a0vervou<\/p>\n

Krom\u011b v\u00fdbavy d\u011blil dostupn\u00e9 verze tak\u00e9 pohon. V\u00a0obou p\u0159\u00edpadech m\u011bly vozy 77kWh baterii, h\u016f\u0159e vybaven\u00e9 \u010derven\u00e9 v\u0161ak byly p\u0159edokolky o 224 kon\u00edch, kde\u017eto l\u00e9pe vybaven\u00e9 \u0161ed\u00e9 kusy s\u00a0\u010dernou st\u0159echou byly 343k \u010dty\u0159kolky. Pr\u00e1v\u011b tu jsme vzali na prvn\u00ed proj\u00ed\u017e\u010fku.<\/p>\n

V\u0161imli jste si spr\u00e1vn\u011b, ten v\u00fdkon je v\u00a0podstat\u011b stejn\u00fd jako u elroqu \u010di enyaqu RS. Zrychlen\u00ed na stovku je v\u0161ak o dv\u011b desetinky lep\u0161\u00ed, 5,2 s, navzdory tomu, \u017ee ten siln\u011bj\u0161\u00ed elektromotor je tady vp\u0159edu, nikoliv vzadu. Tak mal\u00fd rozd\u00edl v\u00a0\u010dase na stovku samoz\u0159ejm\u011b nen\u00ed poznat, ale ochota siln\u011b zrychlovat je ohromn\u00e1 a neutuch\u00e1 ani vysoko nad 100 km\/h.<\/p>\n

V\u00a0d\u00e1lni\u010dn\u00edch rychlostech je tu pom\u011brn\u011b velk\u00fd hluk od kol, zbytek ruch\u016f je v\u0161ak uti\u0161t\u011bn dostate\u010dn\u011b.\u00a0 P\u0159i na\u0161ich testovac\u00edch j\u00edzd\u00e1ch byl sly\u0161et docela dost i vzduch kolem karoserie, bylo v\u0161ak hodn\u011b v\u011btrno, tak\u017ee vn\u00edm\u00e1n\u00ed aerodynamick\u00e9ho hluku mohlo b\u00fdt zkreslen\u00e9.<\/p>\n

Velkou chv\u00e1lu mus\u00edm v\u00a0ka\u017ed\u00e9m p\u0159\u00edpad\u011b vyseknout v\u00fdvoj\u00e1\u0159\u016fm podvozku, proto\u017ee ho naladili opravdu v\u00fdborn\u011b. Na v\u011bt\u0161\u00edch 20″ kolech bylo samoz\u0159ejm\u011b zn\u00e1t o chloupek hor\u0161\u00ed tlumen\u00ed ostr\u00fdch nerovnost\u00ed, ne\u017e na osmn\u00e1ctk\u00e1ch ni\u017e\u0161\u00edho v\u00fdbavov\u00e9ho stupn\u011b. Rozd\u00edl v\u00a0tlumen\u00ed ani ve v\u00fd\u0161ce bo\u010dnice v\u0161ak nebyl velk\u00fd \u2013 20″ bridgestonky Alenza m\u011bly rozm\u011br 235\/60 R20\u00a0104V, 18″ dunlopky SP Sport Maxx m\u011b\u0159ily 235\/60 R18\u00a0103H.<\/p>\n

Ob\u011b verze byly dostate\u010dn\u011b komfortn\u00ed, netrp\u011bly na p\u0159\u00edli\u0161n\u00e9 bo\u010dn\u00ed n\u00e1klony a odpru\u017een\u00ed nenar\u00e1\u017eelo do doraz\u016f a dob\u0159e hl\u00eddalo pohyby kol. A hlavn\u011b, ani jedna verze nekom\u00edhala mou hlavou nep\u0159\u00edjemn\u011b na ter\u00e9nn\u00edch vln\u00e1ch. Toto chov\u00e1n\u00ed se zde Toyot\u011b poda\u0159ilo odfiltrovat l\u00e9pe ne\u017e v\u00a0p\u0159\u00edpad\u011b dra\u017e\u0161\u00ed a v\u011bt\u0161\u00ed bZ4X.<\/p>\n

Toyota C-HR+ FWD | Zdroj: Toyota<\/p>\n

Pozoruhodn\u011b dobr\u00e1 je tak\u00e9 odolnost nedot\u00e1\u010divosti. P\u0159i dynamick\u00e9 j\u00edzd\u011b na, \u0159ekn\u011bme, dv\u011b t\u0159etiny mo\u017enost\u00ed auta nen\u00ed tendence p\u0159edn\u00ed n\u00e1pravy cestovat ven nijak v\u00fdrazn\u00e1, a to ani, p\u0159id\u00e1v\u00e1m-li plyn na v\u00fdjezdu ze zat\u00e1\u010dky. To plat\u00ed jak pro \u010dty\u0159kolku, tak i pro verzi s\u00a0pohonem pouze p\u0159edn\u00edch kol.<\/p>\n

U t\u00e9 jsem tak\u00e9 vyzkou\u0161el dynami\u010dt\u011bj\u0161\u00ed rozjezd s\u00a0jedn\u00edm p\u0159edn\u00edm kolem na \u0161t\u011brku a druh\u00fdm na asfaltu. Nekonalo se \u017e\u00e1dn\u00e9 v\u00fdrazn\u00e9 hrab\u00e1n\u00ed, elektronika v\u010das a rychle p\u0159ibrzdila prot\u00e1\u010dej\u00edc\u00ed se kolo a umo\u017enila tomu druh\u00e9mu po\u0159\u00e1dn\u011b zabrat. Stejn\u011b kvalitn\u011b si po\u010d\u00ednala \u010dty\u0159kolka, kdy\u017e jsme ji vzali mimo asfalt a odleh\u010dili protilehl\u00e1 kola do kopce. Jen s\u00a0lehk\u00fdm prohr\u00e1bnut\u00edm se p\u0159ehoupla nahoru p\u0159es hranu, a to bez re\u017eimu X. Ten tu, na rozd\u00edl od bZ4X, v\u016fbec nen\u00ed, jak dokazuje slep\u00e9 tla\u010d\u00edtko na st\u0159edov\u00e9 konzoli.<\/p>\n

Tedy, ne \u017ee by C-HR+ byla n\u011bjak\u00fd \u00fa\u017easn\u00fd offroad, ale kdy\u017e j\u00ed obujete pat\u0159i\u010dn\u00e9 pneumatiky, v\u011b\u0159\u00edm, \u017ee toho zvl\u00e1dne docela dost. V\u00a0p\u0159edepsan\u00e9m rozm\u011bru pro osmn\u00e1ctky se d\u011blaj\u00ed pneumatiky typu all-terrain, pro dvac\u00edtky nikoliv, av\u0161ak proto\u017ee jsou brzdov\u00e9 t\u0159meny na v\u0161ech verz\u00edch stejn\u00e9, na \u010dty\u0159kolku jde nasadit i 18″ kola, t\u0159eba\u017ee ve standardu jsou dvacetipalcov\u00e1. \u010cesk\u00e9 zastoupen\u00ed bude v\u00a0nejbli\u017e\u0161\u00ed dob\u011b \u010dty\u0159kolku nech\u00e1vat homologovat i pro pou\u017eit\u00ed 18″ kol.<\/p>\n

\u017de maj\u00ed ob\u011b verze vp\u0159edu synchronn\u00ed elektromotor s permanentn\u00edmi magnety, je celkem jasn\u00e9. T\u00e1zal jsem se, zda je i vzadu, kde by \u0159ada automobilek pou\u017eila rad\u0161i asynchronn\u00ed elektromotor kv\u016fli jeho ni\u017e\u0161\u00edm odpor\u016fm, kdy\u017e se nepou\u017e\u00edv\u00e1, a tak nen\u00ed t\u0159eba ho odpojovat. Automobilka na toto zat\u00edm nedok\u00e1zala odpov\u011bd\u011bt jasn\u011b; p\u0159edpokl\u00e1d\u00e1, \u017ee i zadn\u00ed elektromotor je synchronn\u00ed. To se jev\u00ed pravd\u011bpodobn\u00e9 i z citeln\u011b ni\u017e\u0161\u00edho dojezdu \u010dty\u0159kolky oproti p\u0159edokolce.<\/p>\n

\"Videotest\"Videotest<\/a>Videotest Toyota C-HR PHEV 220 GR Sport: Elektroauto podle m\u00e9ho gusta<\/a><\/p>\n

Spot\u0159ebou p\u0159ekvapila<\/p>\n

Kone\u010dn\u011b to nejd\u016fle\u017eit\u011bj\u0161\u00ed \u2013 spot\u0159eba \u201epaliva\u201c a re\u00e1ln\u00fd dojezd v\u00a0testovac\u00edch podm\u00ednk\u00e1ch. Toyota tady slibuje pom\u011brn\u011b atraktivn\u00ed \u010d\u00edsla, n\u011bjak\u00fdch 13 kWh\/100 km u p\u0159edokolky a 15 u \u010dty\u0159kolky. Jeden z\u00a0\u00fa\u010dastn\u00edk\u016f z\u00e1jezdu se dok\u00e1zal dostat i pod n\u011b, a to v\u00edc ne\u017e kosmeticky, ov\u0161em ten je naprost\u00fd extr\u00e9m.<\/p>\n

J\u00e1 na displeji vid\u011bl tak\u00e9 velmi p\u011bkn\u00e1 \u010d\u00edsla, i kdy\u017e moje j\u00edzda byla v\u00a0obou p\u0159\u00edpadech pom\u011brn\u011b dynamick\u00e1 a ob\u011b trasy, kter\u00e9 jsem jel, byly velmi hornat\u00e9. Nejprve to bylo 17,3 kWh\/100 km po ujet\u00ed 145 km u \u010dty\u0159kolky, pozd\u011bji 15,1 kWh\/100 km po ujet\u00ed 109 km u p\u0159edokolky. Klidnou j\u00edzdou tedy p\u016fjde se dostat na dost\u0159el katalogov\u00fdm hodnot\u00e1m, ani\u017e by byl \u010dlov\u011bk brzdou provozu, v\u011b\u0159\u00edm.<\/p>\n

Re\u00e1ln\u00e9 dojezdy s\u00a0m\u00fdmi spot\u0159ebami p\u0159i zhruba 15 \u00b0C, kter\u00e9 jsme v\u00a0Portugalsku m\u011bli, jsou tedy pro 77kWh p\u0159edokolku 392 km mezi 100 a 10 procenty, resp. 305 km mezi 80 a 10 %. Pro 77kWh \u010dty\u0159kolku to je 362, resp. 282 km.<\/p>\n

Automobilka slibuje nab\u00edjen\u00ed jak v\u011bt\u0161\u00ed, tak i men\u0161\u00ed baterie za 28 minut p\u0159i venkovn\u00ed teplot\u011b 20 \u00b0C, ov\u0161em p\u016flhodina m\u00e1 sta\u010dit i p\u0159i mrazech okolo -10 \u00b0C, pokud d\u00e1te baterii \u010das na p\u0159edeh\u0159ev. Vestav\u011bn\u00e1 navigace, kter\u00e1 je u\u017e v\u00a0z\u00e1kladn\u00ed v\u00fdbav\u011b, zvl\u00e1d\u00e1 samoz\u0159ejm\u011b pl\u00e1novat nab\u00edjec\u00ed zast\u00e1vky; jak dob\u0159e, zjist\u00edme p\u0159i t\u00fddenn\u00edm testu.<\/p>\n

Toyota C-HR+ FWD | Zdroj: Toyota<\/p>\n

Jak\u00e1 je tedy Toyota C-HR+? Prvn\u00edch p\u00e1r stovek kilometr\u016f za jej\u00edm volantem odhalilo zaj\u00edmav\u00fd elektromobil, kter\u00fd zap\u016fsob\u00ed hlavn\u011b podvozkem. Jak se s\u00a0n\u00edm \u017eije d\u00e9le ne\u017e jen p\u00e1r hodin, zjist\u00edme v\u00a0t\u00fddenn\u00edm testu.<\/p>\n

Toyota C-HR+ – Z\u00e1kladn\u00ed technick\u00e1 data testovan\u00fdch proveden\u00edProveden\u00edFWD 77 kWhAWD 77 kWhNejvy\u0161\u0161\u00ed komb. v\u00fdkon a to\u010d. moment165 kW (224 k)\/268,6 Nm252 kW (343 k)\/268,6 Nm (vp\u0159edu) + 169,8 Nm (vzadu)Hnac\u00ed n\u00e1pravap\u0159edn\u00edob\u011bTrak\u010dn\u00ed baterieNMC, 77\/72 kWh, 384,8 VDojezd na nabit\u00ed (WLTP)548\u2013607 km501\u2013548 kmNab\u00edjen\u00ed AC11 kW22 kWNab\u00edjen\u00ed DC150 kW, 28 min (10-80 %)Zrychlen\u00ed 0-100 km\/h7,3 s5,2 sNejvy\u0161\u0161\u00ed rychlost160 km\/h180 km\/hSpot\u0159eba (WLTP)13,4-14,6 kWh\/100 km14,4-15,5 kWh\/100 kmD\u00e9lka \u00d7 \u0161\u00ed\u0159ka \u00d7 v\u00fd\u0161ka4530 \u00d7 1870 \u00d7 1595 mmRozvor n\u00e1prav2750 mmObjem zavazadeln\u00edku (VDA)416 lPohotovostn\u00ed\/nejvy\u0161\u0161\u00ed hmotnost1885\u20131985\/2520 kg1990\u20132080\/2560 kg<\/p>\n

Zdroj: Autorsk\u00fd text | foto, video: Toyota<\/p>\n","protected":false},"excerpt":{"rendered":"Automobilka Toyota v\u00a0p\u0159edchoz\u00edch letech do elektromobility \u0161lapala pon\u011bkud m\u00e9n\u011b ne\u017e \u0159ada jin\u00fdch zna\u010dek \u2013 a m\u011bla k\u00a0tomu dobr\u00e9…\n","protected":false},"author":2,"featured_media":31840,"comment_status":"","ping_status":"","sticky":false,"template":"","format":"standard","meta":{"footnotes":""},"categories":[12],"tags":[3208,67,68,11158,2184,772,2223,2131,1579,251,4273,433,2222,768,1208,11157,424],"class_list":{"0":"post-31839","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-byznys","8":"tag-alternativni-pohony","9":"tag-business","10":"tag-byznys","11":"tag-c-hr","12":"tag-cena","13":"tag-ceniky","14":"tag-cesky-cenik","15":"tag-cesky-trh","16":"tag-crossover","17":"tag-elektromobil","18":"tag-jizdni-dojmy","19":"tag-prvni-dojmy","20":"tag-prvni-jizda","21":"tag-redakcni-video","22":"tag-toyota","23":"tag-toyota-c-hr","24":"tag-video"},"share_on_mastodon":{"url":"https:\/\/pubeurope.com\/@cz\/116271560970288862","error":""},"_links":{"self":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/31839","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/comments?post=31839"}],"version-history":[{"count":0,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/posts\/31839\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media\/31840"}],"wp:attachment":[{"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/media?parent=31839"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/categories?post=31839"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.europesays.com\/cz\/wp-json\/wp\/v2\/tags?post=31839"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}