It’s not exactly what you’d call a white-knuckled thrill ride. The original Toyota Prius arrived on our shores looking like Apple had designed an iToaster, and driving very leisurely indeed.
Exciting? No. Interesting? Absolutely. Here’s a car you can buy that’s designed to use as little gasoline as possible, a complex machine that hums and clicks behind the scenes. It’s very good at its job – ever wonder why there are so many Prius taxicabs?
Over the years, Toyota’s commitment to making hybrid technology a reality on the roads has resulted in millions of these cars on the roads. And yet, we still don’t know what to call a group of them. Prii? Priuses? Preese?
Well anyway, here’s the latest edition of Toyota’s hybrid wonder. It certainly doesn’t look like a toaster any more. Let’s see how it drives.
Design
This car was designed by someone whose dream job was creating those little Pokemon monsters. It’s angular and it’s creased and it has some of the weirdest headlights I’ve ever seen.
Let’s be blunt – this is way too much styling for this car. Who wants to buy a car that looks like a cartoon pocket monster? The old Prius was unexciting but inoffensive, which is a bit more appropriate for a hybrid commuter car.
Some quick details: basic cars get 15-inch alloy wheels while the top-level Touring gets bumped up to 17s. LED headlamps are standard, fog lights are only on the Touring. Can we please stop looking at it now? Thanks.
Environment
Thankfully, while the exterior styling of the Prius is questionable at best, the improvements on the inside are immediately noticeable. The previous car felt very plasticky, like it was constructed out of old recycling bins. This new one is leagues ahead.
Of course, it is also a bit weird. Toyota must think that Prius buyers would be a little let down by having a conventional layout, so they’ve kept the centrally located instrument panel high up on a huge swathe of dash. The shifter is still that same stubby little plastic square, and the curving white plastic between the seats is very strange. It looks like something you’d use to bathe your Chihuahua.
All materials, however, are of much higher quality than before, with even the Softex faux-leather material looking more convincing. The ovoid vents in the dash are even – dare I say it? – cool.
And, best of all, everything you loved about the Prius’s sensible packaging is still here. There’s ample room for the whole carpool, the hatchback trunk is usefully-sized at 697 litres (and there’s a spare tire), and if you fold down the seats you can throw a bicycle in there without taking the wheels off. Job done.
Performance
Nearly every new car on the road today gets an increase in power every time there’s a model change. Who wouldn’t want more horsepower? Prius owners.
Or so Toyota is guessing. This year, the Prius’s 1.8-litre gasoline engine and AC electric motor combine for a whopping 121 h.p. The new looks are extreme, the straight-line performance is not.
But hang on a minute, this is a Prius we’re talking about. It’s job isn’t to lap the Nürburgring in seven-point-five minutes or plow through sand dunes, it’s meant to drive people around and not use very much gas. In this respect, it is utterly relentless.
I drove the Prius downtown in traffic. The fuel gauge didn’t move. I drove it out to Burnaby in a group of fast flowing traffic. The fuel gauge didn’t move.
“Are you even functioning properly?” I asked the instrument panel. The fuel gauge didn’t move.
It should also be mentioned that the Prius is a bit more fun to drive this year. Thanks to a slightly lower centre of gravity, improvements to the rear suspension, a stiffer chassis, and reduced curb weight, it’s a livelier car than before.
If you lower your expectations in the way of steering and braking feedback, the Prius makes for a fine road companion. It’s got just enough poise that zinging up the Sea to Sky Highway for a hike up the Chief would actually be fun, and while the peak power is low, the electric motor provides good low-end shove.
The more you drive the Prius in stop-and-go traffic (its natural habitat), the more you appreciate how relaxing it is to drive. It’s quiet, the hybrid system is essentially seamless in operation, and the seats are comfortable. And there’s more.
With an ordinary car, hitting the brakes means you’re losing momentum and will have to burn gasoline to get it back. With the Prius, the regenerative brakes just transform the lost speed into electrons and store it in the battery for your next acceleration. It feels good not to waste energy.
It’s a perfectly capable little car. And the gas gauge? It doesn’t move.
Features
The base Prius starts from at a little less than $26,000, and comes with essentially everything you need: push-button start, USB connectivity, a backup camera, and Bluetooth. The Touring package is $29,330 plus freight and PDI, and adds a great deal of technology including automatic cruise control and a pre-colllision system that can reduce or avoid a crash.
The fuel economy is spectacular. Official ratings are 4.4 (litres per 100 kilometres) in the city and 4.6 on the highway (yes, it’s actually better in traffic). The Prius hit 4.5 during my week of mixed driving.
Green light
Great fuel economy; comfortable interior; improved handling and road noise.
Stop sign
Overstyled exterior; interior still has quirks.
The checkered flag
Not as thrilling to drive as a V8-powered Lexus, but still a tour de force for Toyota.
Competition
Hyundai Ioniq ($TBD): Let’s do something slightly different than usual and compare the Prius to a car that isn’t quite here yet. The Ioniq should be landing in dealerships in the next year or so, and it may be worth the wait.
Far more conventional than the Prius, Hyundai’s hybrid will feature a six-speed dual-clutch gearbox and a slightly sportier feel. It should be able to match the Toyota’s fuel economy as well, and has a battery pack that’s twice the size. It also looks much less wacky. The Prius may have a fight on its hands.
