Toyota has done such an impressive job marketing the fuel-efficient ‘Prius’ that the cheap and economical sedan’s brand name is poised to become an exclusive – or generic – band of the same name. -Aid (sterile bandage), Coke (soft drink),or Kleenex (handkerchief). So it came as no surprise that I contacted the automaker to buy a late-generation Prius when my schedule required a 1,000-mile round trip from Los Angeles to San Francisco.
According to the article post on Wapcar.my, the Prius name has not changed since the car was first introduced to the US market more than 22 years ago. And, to the casual observer, the car’s shape has changed little since the second-generation redesign (for the 2004 model year) when Toyota turned it into the familiar compact five-door hatchback. belonging to the present with corner noise and high trunk, known as the Kammback body style. The shift was a huge success, and sales skyrocketed – Toyota tripled sales in its first year, and by 2010 it had sold 500,000 units worldwide.
Today’s Prius retains the same unmistakable shape as its predecessors, including unmistakable sidewalls, cleanly trimmed rear fenders and transparent rear glass for improved visibility. behind. But there are modern angles, sharp LED headlights and a more aggressive front end that add a bit more aggressiveness and personality. The Prius has evolved over time – it still looks new on the outside.
The Prius’ cabin is purely practical and simple, which means it doesn’t pretend to be a luxury car. Most surfaces are hard plastic – matt or glossy finish – and all devices (now clearly positioned) to the center of the dash. Aside from the missing assembly on the other side of the steering wheel and the odd dashboard-mounted gear lever (both of which only took a few hours to adapt), all other controls are well laid out and ergonomic.
Passengers in the front row have plenty of space, but the seating position is low and doesn’t have a lot of stuff (aside from the door panels, center console and center armrest. Adults sitting in the back row will find it comfortable but not too much.) lacks comfort (other than a pair of USB ports) Overall, the synthetic SofTex seat cushion feels more durable (and washable) than soft and supple. /fold 60:40 for enhanced utility.
Front row passengers have plenty of space, but the seating position is low and doesn’t have much stuff (aside from the expected door panels, center console and center armrest). Adults sitting in the back will find them comfortable, but they lack comfort (apart from a pair of USB ports). Overall, synthetic SoftTex seat cushions feel more durable (and washable) than soft and supple. Spacious trunk, 60:40 split/folding seats to enhance utility.
The front-wheel drive Prius is equipped with a naturally aspirated 1.8-liter 4-cylinder engine combined with an electric motor. Total system output is 121 hp and 120 lb-ft of torque. Power is sent to the front wheels through a continuously variable transmission or CVT. (Note that Toyota also offers an all-wheel drive variant of the Prius, which uses an electric motor on the rear axle to improve traction at speeds up to 43 mph.)
Toyota allows drivers to choose between four different driving modes (Normal, PWR, ECO and EV), varying throttle response, climate control and internal combustion engine operation. The default mode is Normal, which is great for everyday balanced driving. The car will automatically choose between the combustion engine and the electric motor, and the air conditioner will operate at full capacity. PWR, or Power, mode increases the throttle’s sensitivity and adds more torque by using more of the electric motor – it’s the least efficient drive mode.
Eco mode, or Eco, buffers the gas pedal’s input for the smooth operation of the internal combustion engine and the complementary electric motor. It also reduces the use of air conditioning compressors and heaters, for more energy savings – it’s the most fuel-efficient driving mode. Finally, the EV mode forces the vehicle to rely solely on the electric motor. Because the engine is small, it can only drive the Prius at low or parking speeds for short periods of time (press the gas pedal too hard and the combustion engine kicks in to assist with acceleration). It’s commendable to say that the Prius doesn’t make too much of a promise in the dynamics category – it accelerates, brakes and handles just like what you’d expect from a fuel-efficient car.
Acceleration from the 121bhp powertrain is best described as leisurely – the chronograph will show a 0-60mph time in about 10 seconds. It takes some planning and the right timing to join fast-moving traffic (more often than not without a friendly wave of apology as faster cars slow your rear bumper) . While the Prius will run on its own over long or steep hills, with its internal combustion engine like a wet vacuum cleaner, its ability to overcome short distances is probably unquestionable. Toyota Prius is not designed for people in a hurry.
Toyota equips the Prius with hydraulic disc brakes – a very convenient system. However, these are complemented by a regenerative braking system that uses the engine to convert the vehicle’s reciprocating motion (kinetic energy) back into electricity during deceleration. Combining the two makes the brake pedal a bit awkward (someone’s spongy) at first, but your foot will quickly adapt to the new sensation. Power outages are good – there is no lack of confidence in the system.
The Prius’ suspension is set up for a comfortable ride, and it performs well. Around town, the sedan easily absorbed bumps and potholes. And on the highway, it easily drifts over the curb. Overall, tuning is on the “soft side” of things – load five adults into the cabin and its rear sags a bit. On a surprisingly positive note, however, the Prius handles corners better than expected if the driver manages the roll of the body and doesn’t go overboard with low rolling resistance tires. Driven correctly, it will slam into a bend pretty quickly (which would surprise most other vehicles stuck in its path).
As expected, the Prius offers exemplary fuel economy. Plus, it does so with a light curb weight of just 3,100 pounds (a Chevrolet Corvette sports car is about 500 pounds heavier), and extremely low aerodynamic drag (it has an extremely low drag coefficient of 0). ,24) and a super-efficient hybrid powertrain.
The EPA rates the Toyota Prius 2022 at 54 mpg in the city / 50 mpg on the highway, but my 1,000-mile mileage dropped a few percent when I drove fast at 75-80 mph on the road. highway and I used the throttle strongly when driving around town (since I didn’t try to “increase the smile”). On that note, my highway fuel economy averaged around 46 mpg on the open road, and my city fuel economy averaged around 51 mpg. According to the in-car computer, my overall daily performance (combined driving) averaged around 48 mpg – impressive!
More unusual is the actual cost of ownership. The well-equipped 2022 Toyota Prius Nightshade FWD model I tested has an MSRP of just $31,056 (including a $1,025 delivery fee). Considering low fuel costs, low insurance rates, impressive reliability and high resale value, Toyota’s petrol-electric hybrid is one of the cheapest vehicles to run – not surprisingly it is The top choice of fleet and vehicle operators!
An all-new fifth-generation Prius may be coming shortly, but Toyota is unlikely to deviate from its winning formula. Consider that a good thing, because the budget sedan – the industry’s respected champion in fuel economy – isn’t leaving the podium any time soon.
