The 2011 Toyota Prius is an exceptionally efficient car at
a relatively low price for people who care more about conservation than the act
of driving. Given its success, the formula seems to have worked just fine.
The fact that Toyota has sold more than a million Priuses in the
U.S. in the past decade is no accident. That they still make up about half of
all hybrids sold - out of a couple dozen models - is likewise not a coincidence.
This most recognized and recognizable hybrid's success stems from a combination
of ultra-high mileage and a reasonable price.
The base sticker for the Prius Two trim level has risen to
$23,520, and it's practically impossible to find such low-priced versions on
dealer lots, but its 50 mpg in combined driving is untouchable for any car
without a power plug. The 2011 Honda Insight hybrid starts at $18,200, yet its
estimated 41 mpg trails even the previous-generation Prius' 46 mpg. Similarly,
despite a redesign and mileage boost for the 2012 model year, the Honda Civic
Hybrid achieves an estimated 44 mpg for $24,050.
Throw in the fact that the Prius' interior volume makes it a
midsize car while those other two are compacts, and I'm ready to declare no
contest and pull the Hondas out of the ring before they get hurt.
The Prius is phenomenal in the most literal sense: It's a
phenomenon. The car polarizes people, and, frankly, so do many of its owners. It
dragged other automakers into an undertaking in which they saw no business case;
many remain bearish on a design that employs both petroleum and electric
drivetrains, which the conventional wisdom deems unsustainably expensive. Yet
here Toyota is, more than 10 years into the endeavor and with plans to hybridize
all its model by 2020, with the possible exception of pickup trucks.
Could the Prius be better? Absolutely. For every person who
likes how the Prius stands out, there has to be at least one who finds its
styling unacceptably awkward. More compelling styling wouldn't hurt, but the
aspect where the Prius really falls short is in the driving experience - most of
it.
Prius owners love their hybrids with a freakish passion, but
whatever it is they enjoy about the cars, it can't be the actual driving. They
either don't notice, don't care or are willing to sacrifice in exchange for the
car's undeniable appeal. There's nothing wrong with any of that.
More discerning - or perhaps just pickier - drivers will find
fault. At the top of the list is the Prius' braking: I have no reason to suspect
that the car won't stop safely, but the pedal feel is numb and the effect nonlinear, making the brakes difficult to modulate. All hybrids
and electrics employ regenerative braking, which uses the drive motors as
generators to recharge their battery packs. This recoups energy for reuse, and
it means the conventional brake pads don't contact the discs except under
heavier braking. There are two side effects: The pedal feels unnatural, and the
transition from regenerative to friction braking can be awkward.
All hybrids and EVs exhibit this drawback, but I think the Prius
is among the worst. We cited many technical improvements when the
third-generation Prius came out for the 2010 model year, but I think the braking
feel itself might have actually worsened. My new high-water mark for
regenerative braking feel is the Nissan Leaf, though even it doesn't rival the
best experience in a normal car.
The Prius hits 60 mph in less than 10 seconds, which is not
quick but is by no means a problem. The "on-ramp fallacy," as I call it,
suggests that your life is in danger if your car can't hit 60 mph in 8 seconds
or less (or 7, or 6, depending on whom you poll). The Prius is fine. I'm less
enthused, though, about how the power is delivered compared with a conventional
car or a pure EV - which is to say that it happens with some hesitation and
surging, often accompanied by the gas engine revving or droning at seemingly
inappropriate times.
This characteristic also appears in hybrids from Ford and
Lincoln and seems to be a side effect of what is arguably the most efficient
hybrid design. Honda's hybrids - and non-hybrids with continuously variable
automatic transmissions - feel a little more normal, but their mileage results
aren't as impressive.
Ditto for hybrids from Hyundai, Infiniti, Kia and others that
employ regular six-, seven- or eight-speed automatic transmissions. These feel
the most natural, but they don't achieve Prius-level efficiency.
The Prius has a selectable all-electric mode, EV, that
allegedly allows for gas-free acceleration. Not really. It may raise the
threshold at which the gas engine kicks in, but it's nothing like the Chevrolet
Volt - which runs electric-only under full acceleration - or even the Prius
Plug-In demonstration car from our plug-in comparison, which gives
respectable electric acceleration to 60 mph. Prius owners will argue
furiously that they drive all-electric all the time, up to about 30 mph. Maybe -
downhill, with a stiff tailwind or with no one behind them. In actual traffic,
these are the people you want to pull from their cars and beat with a soy
burger.
In my experience, the Prius accelerates on electric power less
than people seem to expect, but turns the engine off far more frequently than
you'd imagine when coasting. Ultimately, no matter how satisfying purely
electric mode seems, what matters are the results, and here the Prius
consistently delivers.
There are three other acceleration modes: normal, ECO and Power
(PWR on the button). ECO makes the pedal less sensitive and helps you drive
ECOnomically, and Power puts the gas engine on a hair trigger for quicker
sprints at the flick of your sensible fair-trade sandal.
The Prius' handling is also just adequate, with steering that's
a little vague and lacks feedback. Sometimes we excuse lackluster handling when
it comes with a soft, comfortable ride, but the Prius is no star in that regard,
either. This version is an improvement over the second generation, but the ride
remains firm and a bit choppy.
What do I expect for $23,520? Better, frankly. Many small cars
prove you can have pleasant ride quality at a fair price. Likewise, quietness is
no longer the sole province of luxury cars, and the Prius stumbles in this area
as well. Sometimes noise treatments are sacrificed to save weight, and perhaps a
quieter Prius would be a less efficient one. In comparison, the Volt is
impressively quiet, though admittedly more expensive. The Leaf admits some
exterior noise into the cabin, too, but the Prius' overall noise platter serves
more courses.
The interior is where the Prius earns its
stripes. Specifically, its midsize volume makes the car's mileage all the more
impressive, and the hatchback design makes none of the sacrifices of hybrid
sedans - the most notable of which is incomplete or absent folding rear seats.
The backseat offers adults plenty of room, and parents will want to check out
MotherProof's Car Seat Check to see how various child-safety seats fit the
Prius. (Anyone who wants almost 60 percent more cargo volume than the Prius
should check out the 2012 Toyota Prius V review.)
Though it turns off some shoppers, the high-mounted,
center-biased instrument panel is fine by me. If there's a problem with it, it's
the low-resolution, monochrome nature of the displays. The Volt and hybrid
versions of the Ford Fusion, Hyundai Sonata and Kia Optima have high-res color
LCDs. The Leaf and Honda hybrids don't have full LCD instrument panels, but at
least they incorporate more color.
Storage space is generous, with dual glove compartments, a roomy
bin under the armrest and an area to stash a purse under the frontmost section
of the center console. Regrettably, this is also the location of the optional
heated-seat buttons, out of reach and easily blocked by the aforementioned
purse. They're also fully on or off - no gradations available.
Perhaps the worst ergonomic foible is the shifter, which bears
little resemblance to the conventional type and, more important, degrades its
function. The springy thing pops back to center after you select your direction,
and you have to seek out an indicator on the instrument panel to know if it
worked. Oh, sure, it beeps at you as long as you remain in Reverse, which would
make some sense if it did so outside the car, as the Leaf's does.
What's it for? To indicate the car's in Reverse? Then how does it indicate
you're in Drive or any other setting that doesn't beep?
The Volt's conventional approach proves that the shifter never
had to be reimagined in the first place. Enough already.
The Prius received top scores of Good in the
Insurance Institute for Highway Safety's front- , side- and rear-impact crash
tests. Models manufactured after December 2010 also scored Good in roof-strength
tests, a measure of rollover protection. It also received the National Highway
Traffic Safety Administration's top score of five stars overall.
Standard safety equipment includes antilock four-wheel disc
brakes and an electronic stability system with traction control. The Four and
Five trim levels are eligible for Safety Connect with Mayday, Toyota's version
of OnStar, which can contact authorities in the event of a collision or other
emergency. The Five trim offers an optional collision-warning system and lane
departure warning.
Like clockwork, when gas prices rise, so does demand for the
Prius, and that means shoppers will encounter higher transaction prices and
fewer choices at dealerships. Debates rage over whether the higher price of a
hybrid will pay for itself in gas savings, and it really depends on what you're
comparing and what you value most. There is no non-hybrid Prius and few
comparable gas-only models, because most midsize cars are sedans. One of the
closest is Toyota's Matrix hatchback, which starts at $19,685 with an automatic
transmission and delivers an EPA-estimated 25/32 mpg. In theory, you could make
up that price difference within a reasonable timeframe. What frustrates the
calculation is the true price of a new Prius. Due to fuel prices, it might be at
or above the base sticker price, and it's even more likely that you'll find only
higher trim levels at the dealership; if dealers know they can sell loaded
models, that's what they'll order.
So long as this remains the reality, one could argue the Prius
is as good as it needs to be. Unless a competing automaker produces a vehicle as
efficient and affordable that's more rewarding to drive and/or cooler looking,
the Prius will remain the runaway winner in the high-efficiency race.
With the exception of a few
minor issues here and there, the 2011 Toyota Prius is an easy-to-drive,
little-family-hauling green machine. By little family, I'm referring to those of
us with no more than two children. I tried squeezing three into the backseat -
two in booster seats and a munchkin squeezed in the middle. It can work in a
pinch, but I wouldn't recommend it on a regular basis.
Once you get the hang of the unconventional gearshift - to put
the Prius in Park you must press a button rather than use the gearshift - you're
off on a smooth ride. In Eco Mode, the most-efficient drive mode, the Prius
feels relaxing to drive. It takes off nice and easy from a stop, but definitely
isn't in a hurry to get anywhere fast. If you're feeling a need for some get up
and go, you can slip into Power Mode and have a little more aggression and
responsiveness from the accelerator. Of course, you'll have to pay for it in the
form of fuel mileage, which will be reduced from the EPA-estimated 51/48 mpg
city/highway. In both modes, the Prius gives you just enough road feedback
without being overpowering or obnoxiously bumpy.
There's also an EV-Drive Mode, which I found almost useless. It
allows you to drive in electric-only mode for up to a mile, but only if the
battery is fully charged.
My biggest annoyance with the Prius is something that's fixable.
When in Reverse, the Prius emits a constant beeping tone to remind you that
you're in Reverse. It alarmed me ever time it went off since I'm used to a
similar beeping tone with rear park assist sensors alerting me that I'm about to
hit something. On top of that, the actual tone is loud and high-pitched. This is
something that can be deprogrammed with a trip to the dealership.
My other problem with the Prius - well, actually my daughter's
problem - was the amount of road noise intruding into the cabin. To a large
degree, I didn't notice it when tooling around town by myself; however, for my
daughter and me to carry on a conversation while driving on the highway, she had
to raise her voice to a near shout from the backseat so I could hear her. She
commented more than once on how annoying that was for her.
The 2011 Prius starts at $23,520. My test car, a midlevel trim
Prius III, cost $26,740.
Way back when the Prius first hit the market
for the 2001 model year, I thought it was futuristic looking, like something
straight out of "The Jetsons." The Prius' exterior hasn't really changed much
since then. There've been a few modifications here and there to improve the
proportions and aerodynamics, but the overall look is generally the same. That's
great from a brand-recognition perspective, but the Prius needs a modernizing
face-lift to maintain the design edginess we first associated with it.
If I only had one or two kids, the Prius would be just the right
size for me. The step-in height is low enough for most youngsters to open the
doors easily and clamor in and out without pause. The hatchback design creates a
lot of usable cargo space. There's enough room back there for grocery trips,
luggage for a short weekend getaway or even a light load from the warehouse
store.
With a 1.8-liter inline-four-cylinder engine paired with an
electric motor, the Prius makes a total of 134 horsepower. That's enough juice
to get around town without overindulging in natural-resource-draining power.
Unlike electric vehicles, you don't plug the Prius in, though a plug-in Prius is
coming in the near future.
Family Friendly (Not Really, Fair, Great, Excellent):
Fair-Great
Fun-Factor (None, Some, Good Times, Groove-On):
Some
The first thing I noticed when jumping into
the Prius is the simplicity of the interior design. Toyota has put plenty of
time, energy and money into the hybrid technology powering the vehicle, yet the
inside stays plain-Jane basic. Dare I say, it's economical looking.
My test car had Bisque-colored upholstery and hard plastic
surfaces. Combine that with the (yawn) beige, I mean, Sandy Beach exterior and
you have nearly the most boring color scheme available. There is, however, a
certain peace that comes with driving a car this visually clean on the
inside.
There isn't too much in the way of storage compartments or nooks
and crannies inside the Prius. There's a cupholder accessible up front, and a
second one stashed inside the smallish dual-level center console. A single
bottleholder sits in each of the front doors, and there are two cupholders in
the fold-down armrest in the backseat. I found myself wishing for larger in-door
storage pockets in the front row and more storage on any sort for the kids to
use in back. There are two glove boxes and an open area under the center stack,
which I guess is supposed to compensate for the lack of backseat storage.
I appreciated the steering-wheel-mounted audio controls that pop
up in a head-up display on the windshield when you touch them. This shows you
which control you're using without requiring you to look away from the road. My
Prius III test car didn't have a lot of available features, with the exception
of the optional $1,930 Navigation Package that also added Bluetooth phone and
streaming audio as well as a backup camera.
The most impressive thing about the Prius' interior is its
fish-bowl-like feeling. From the wide-open rear view you get with the
split-glass hatch to the near-perfect forward visibility, thanks to the huge
expanse of front windshield glass and extra mini windows in front of the side
mirrors, the Prius gives you a great view of the road.
Storage Compartments (Puny, Fair, Ample, Galore):
Puny-Fair
Cargo/Trunk Space (Puny, Fair, Ample, Galore):
Ample
The 2011 Prius has received the top score of
Good in frontal-offset, side-impact and rear crash tests conducted by the
Insurance Institute for Highway Safety. It hasn't yet undergone the latest
roof-strength crash test.
While the Prius' seat belt buckles in the backseat are on stable
bases, a feature I typically appreciate, they don't stick up very high from the
seat cushion, making it tough for little ones to buckle up by themselves. It
also allows migrating booster seats to inch their way over the top of the seat
belt buckles. Ugh! Then I have to get out of the driver's seat, open up the rear
door and try to scooch the booster seat - along with the 50-pound child perched
on top - back into position.
For those using the Latch system to install child-safety seats,
there are two sets of lower anchor points (in the outboard seats). They are
deeply recessed into the seat bight, where the back and bottom cushions meet.
However, when equipped with fabric seating upholstery, you can easily maneuver
your hand inside the seat bight to fish for the anchor. Find out how the 2011
Prius fared in MotherProof.com's Car Seat Check.
The beeping tone I mentioned earlier in this review, the one
that sounds constantly while in Reverse, is theoretically a safety feature to
help you know you're backing up since the gearshift is somewhat unconventional.
I'd argue that it's more of a safety hazard. It was distracting and kept me from
focusing on what I was doing.
The Prius has standard front-wheel drive, all-disc antilock
brakes, traction control, an electronic stability system and seven airbags,
including a driver's knee airbag and side curtain airbags in both rows. It has
optional radar-based adaptive cruise control, lane departure warning system and
a pre-collision system.
