DEL MAR, Calif. – Initial, Toyota Prius is a science experiment. Then it became a phenomenon. It then matured to be less weird, and most recently, it got ugly even by Prius standards. Consequentially or not, buyers fled en masse. During those four generations, however, certain elements remained consistent: they energy saving, they love-or-hate-it nicely, and they can’t drive crazy. As for the fifth-generation, 2023 Toyota Prius, only one of those things remains true, and it’s undeniably the most important. It hits speeds as high as 57 mph combined with different trim levels, and the powertrain only drops to as low as 49 mpg. That’s an improvement of nearly 5 mpg from before and puts the Prius back at the top in hybrid fuel efficiency.
However, simply getting incredible energy saving not enough anymore in the face of plug-in hybrids and full EVs. That’s what makes the fundamental transformation of the new Prius so important. And honestly, do we really need to dig into how much of a visual change the Toyota Prius 2023 represents? Although underpinned by a stronger and lighter version of the same TNGA-C platform, the Prius has gone from being one of the clumsy and awkward versions. ugly cars on the road towards something balanced, different and truly aesthetically pleasing. This futuristic wedge made a legitimate turn during our drive, not because they were looking for a sick bag. The new Prius is really cool, and unlike that second-generation phenomenon, it’s more than just mpg reading in the dashboard.
Which leads us to another important factor: the new 2023 Prius is less likely to let people down because of the weirdness. For example, the dashboard that is always on top of the center console has moved to where it should be: right in front of the driver. Sure, the digital console is above the steering wheel rim and so can get a bit blocked if you’re shorter, but it’s also closer to the driver’s natural line of sight. The gear lever is now also located on the center console instead of mushrooming on the dashboard, although it maintains the same left movement for Reverse, left for the Drive movement which is a major factor in the narrative. from the second generation Prius. The gearshift hardware itself is essentially the same design as what you’d find in a Lexus NX or RX.
The overall design is also more conventional, by no means dull. Far away from it. It’s modern, visually appealing and well, just look at the front and back below.
The standard touchscreen is still 8 inches, but the upgrade is 12.3 inches with the same orientation and widescreen interface as many recently introduced Toyota and Lexus vehicles. It also leans slightly towards the driver, as opposed to its vertically oriented predecessor which certainly looks like it is pointed at passengers. The interface could still use a fixed icon (or physical button) to exit Apple CarPlay/Android Auto, and the overly complicated radio interface is a step backwards, but overall, it’s a modern enough system , rapid response.
Down below, the center console is taller with more thoughtful storage solutions. It also doesn’t look like a toilet like the old one when painted white. Importantly, the quality of materials has improved, including the SofTex dashboard, door panels and simulated leather no longer look and feel the same.
The seats it covers are both supportive and more fun to look at, with a 1-inch lower hip point making them feel like you’re sitting in a Prius and not on it. However, a large part of the lowering of the seat is due to the new Prius’ roof height being 2 inches lower than before. That drop was mainly in the front seats, which can be clearly seen in the photos below.
Sadly, you’re less likely to wear a funny hat while driving the new Prius. You also don’t have the ability to wear one in the back seat. Headroom seemed tight in both, though at 6 foot-3 I was a tough test. However, the newly available fixed-glazed roof and its sunshade lower the roof forward over the heads of those in the back, making them feel a bit claustrophobic even when their noggins fit. technically. And while we’re close to the field of view, that super-matte windshield creates more reflections on the dashboard than usual, and it’s likely that people sitting closer to the wheel may feel uncomfortable near the top of the glass. windbreak.
Once you’ve sat comfortably beneath that header and hit the start button completely normally, the new Prius displays what is perhaps its most surprising evolution. The hybrid powertrain is more powerful and refined with dramatic improvements in drivability not only on the old Prius but also on other Toyota hybrid models. Engine displacement increased from 1.8 to 2.0 liters with power following from 96 hp to 150 hp. The powertrain’s new electric motor, featuring newly developed magnets and solenoid steel plate, produces 111 hp, up from 71. The result is a total power output of 194 hp, up from a low figure. 121, which means that the acceleration time from 0-60 mph drops sharply from a sluggish 9.8 seconds to 7.2 seconds. It even drops to an even 7.0 with all-wheel drive back, again as a result of the addition of an extra motor to power the rear wheels (up to 196hp). ).
This is a big difference that anyone can notice and appreciate, but so is the power delivery of the new powertrain. Lithium-ion is lighter and stronger the battery now sends more power to the engine at start-up, allowing for a longer time of predominantly electrical acceleration before the engine starts. That interaction is smoother now, and chief engineer Satoki Oya says he prioritized making sure the transition between electric motor and motor output is smoother so that the acceleration curve is less interrupted. than. It is clear that he has had immediate success driving the new and previous Prius in opposite directions. Old people model The engine works almost instantaneously with a rather clumsy interaction and a not-so-pleasant growl. The new one actually runs on electricity for longer before the motor works in a more seamless way accompanied by a more pleasant mechanical note that sounds more like an actual motor than an old blender.
If you need to turn around, you’ve got another nice surprise: the new Prius’ steering system offers more effort and feedback. Now that it still has some weaknesses and central play that you have to get over, this is perhaps a nod to Prius loyalists who have certain loose expectations. However, use Sport mode (yes, the Prius now has a Sport mode) and the numbness in the center disappears, resulting in more consistent weight and accuracy. The old Prius only had one driving mode, Suck. Completely inert, loose, numb, imprecise, having problems connecting to the wheels… most of the negative directing adjectives apply. Does it now contribute to a driving experience that can be considered enjoyable? No, but there is the presence of responsiveness, composure and communication that brings the Prius to an “acceptable” level at least.
Opting for all-wheel drive is likely to improve it even more. The rear engine now kicks in when more cornering is detected, when accelerating in a straight line and when it detects front wheel slip. This provides a more neutral power delivery when cornering, but don’t expect a Quattro here. Unfortunately, we didn’t get a chance to actually drive the Prius around winding roads where this newfound ability could present itself. It’s mostly just mundane driving in congestion rolling hills in the suburbs of San Diego, but it should at least tell you something that we even want to drive the Prius aggressively.
Despite this newfound driver involvement, however, the Prius has a new trick up its sleeve to combat the tendency of some Prius drivers to be lethargic. The new Active Driving Assist system automatically slows down when approaching a slower vehicle ahead or when approaching a turn. It feels like the adaptive cruise control has been activated, and although the description sounds a bit like the HAL 9000, it works surprisingly naturally. However, I only noticed it when getting close to other cars, and perhaps some more aggressive mountain driving would show some discomfort. I also didn’t get a chance to test the system’s ability to automatically steer around cyclists or pedestrians. Either way, you can turn off the system but it will turn it back on by default. The rest of Toyota’s Safety Sense suite of driver assistance systems is standard.
Prices start at $28,545, including a $1,095 destination fee, for the base LE. All-wheel drive is available on every version for an extra $1,500. The XLE version starts at $31,990 with a 12.3-inch touchscreen display ($610) and a fixed glass roof with separate optional sun visors ($1,000). These are included in the top-end Limited edition priced at $35,560. This price is almost the same as a that The Niro, is more spacious and versatile with better technology, but the Prius has a sizable fuel economy and performance advantage. Ironically, it also offers all-wheel drive unlike Kia’s small crossover. There is also the problem of chevrolet The Bolt EV, is similarly priced (before the tax credits made it much cheaper) and doesn’t burn gas at all.
Which brings us back to the Prius’ lunch-eating electric cars. The outgoing generation doesn’t just drop sales because it looks like hemorrhaging. Even with Prius Prime Dip into the mixture, which will come back on its own in a few months, losing traditional hybrid car buyers to electric vehicles makes it more important to give buyers something else. Specifically, as Toyota’s vice president of marketing Debbie Matarazzo describes it, it’s “younger shoppers who want to buy one because of its looks as well as its performance.” Having a more conventional driving experience and interior layout certainly won’t hurt either. It’s hard to see this new Prius achieve the same sales success and cultural relevance as its predecessors, but it’s at least a successful reboot of a brand that is growing. need a.
