Prius c review

Another take on the Prius V

From my friend and What Drives Us co-host, Danny Cooper. It’s a great review and interesting since we basically spent the entire together examining and driving various V models.

Danny’s Prius v review on Prius Chat

But the tires squeal

Seriously, can we please get some grownups reviewing cars? Isn’t time we move past this, which car make the tires squeal criteria for reviewing cars?

Asleep at the wheel

Slate reviews the Lexus GS450h…two years after it came out.

Nice job. Must be quite a backlog in the Slate Car review parking lot.

Good question, why can’t more cars be like the Prius?

Toyota’s electric dream
By Gazette Correspondent

IF THERE’S one thing you won’t get from me, it’s a doom-laden view of the future – you know, peak oil, climate change and all that.

In contrast, you can be forgiven for thinking that it’s my job to big up the car industry and all its associated activities.

After all, my job is to tell you how great cars are – especially the new ones, the fast ones and the luxurious ones.

In fact, all the ones the green people would like to see crushed, turned into jewellery and, in some post-modern, ironic way, sold at new age music festivals to like-minded bunny-huggers.

Well, I hope you’re ready for this – and you’re sitting down – because I’m going to come right out and say it: Toyota’s Prius is a rather good car.

Now I like a 500 horsepower sports car as much as the next man, but I’m not one of those petrolheads who derives pleasure in taking the Michael out of slower, less exciting cars. No, in my book if it’s a good car, it’s a good car whether it’s got five horsepower or 500.

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So what makes the Prius a good car? Before answering that, it’s worth spending a few moments examining it.

Although Toyota’s first attempt was a commendable one, it wasn’t what you could call easy on the eye.

In an age where marketing and image matter, it doesn’t matter how clever a car is if it doesn’t look appealing in the eyes of the consumer.

It didn’t and, unsurprisingly, wasn’t embraced by the majority.

Fast forward to the second generation car we have now.

It’s certainly more glamorous than Toyota’s first attempt, yet retains the tried and tested practical family car silhouette.

But that’s where the similarities with your average Ford Focus ends.

The fancy hybrid drive gubbins is very clever – too clever for me.

What’s important is that it just works. There’s nothing worse than owing a stylish music player if its controls are confusing because you’ll end up not using it.

The Prius is the reverse, and as such is incredibly user friendly. In fact, it proves easier to drive than a regular car.

And here’s the crux of the argument for the Prius.

Yes it’s very clever and yes it’s very economical – I routinely saw the high fifties mpg on the trip computer without even trying.

Most importantly for a car that’s tasked by the environmental lobby to chance perceptions and win over petrolheads it must not be intimidating or complex to drive, that way it will appeal to a broad audience.

It goes something like this – with the keyless ignition system it’s simply a case of walking up to the car, getting in, belting up, pressing the starter button, sticking the car in Drive, releasing the handbrake and pulling away.

As an added bonus, if there engine’s not too cold or the car’s already been driven, you’ll be driving off under battery power for the first few yards.

From an ergonomic perspective, everything that’s driver-orientated in the cabin is simple to operate, The steering is Toyota’s usual town lite’ setting, making urban running a breeze, while the stubby fascia-mounted gear lever needs nothing more than a quick nudge in the desired direction.

There’s no manly, oversize lever protruding from the floor, which frees up space in the cabin.

Continuing the ease of use theme, the digital instruments and, in the case of the flagship T Spirit specification, the touch screen sat-nav, audio function, climate control and Bluetooth phone interface all work well.

There’s a cavernous centre armrest storage box and rear seat passengers are spoilt by the amount of room available.

In essence the car works well as a five-door family hatch.

There’s no question that the car’s lavish specification and exceptional cabin refinement are two important factors in the car’s appeal.

However, the more time you spend behind the wheel the more you appreciate the relaxed nature and simplicity of the driving experience.

The Prius is no sports car but it can be driven briskly, although ultimately it prefers it if a more sedate pace is maintained.

One bonus of the hybrid drive is the electric motor’s ability to step in and add some extra oomph when you’re accelerating or putting the petrol engine under a heavy load.

Along with the extra pace, the electric intervention helps reduce an ordinarily heavy hit on the car’s fuel consumption.

Ride comfort is first rate for something of this size, while the transition back and forth from electric running to the petrol engine is almost impossible to detect.

On the latest cars you have option of switching exclusively to electric power, which is handy in car parks and for stop-start traffic. Don’t worry, the petrol engine kicks in above a predetermined (low) speed or when the battery charge is low and in the first instance it won’t let you impersonate a milk float if the car’s too cold.

I could never say I was an environmentalist, but I do like the Prius, not because it has become the poster child of the enviro-transport lobby, but because the technology behind it just works and it’s a smart, refined car that doesn’t cost buckets of cash to run.

There are less expensive compact family hatches around, but none with Lexus-levels of standard kit.

However, for me the Prius is a shining example of what can be achieved when technology is used positively, not just to superficially impress buyers.

As a fuss-free mode of transport for active urban families, it hits the spot. Why can’t more cars be like the Prius?

2008 Prius review

This is actually a pretty accruate review. I might argue with a few things in it but not being the technical expert, I’ll just say it a better review of the car than many of I’ve read. It sounds like something a Prius owners wrote, which is high praise indeed (not because Prius owners are superior but because a vehicle owner has long term insight into a car’s behavior that someone driving the car for a weekend generally doesn’t get.

2008 Toyota Prius
Starting MSRP $21,100 – $23,370 Change Vehicle
By Joe Wiesenfelder
Cars.com

I’ve returned to the Toyota Prius four years after my initial review, and it’s still more than viable despite its age and all the other hybrid models that have come since — including a hybrid Camry. Its excellent reliability certainly hasn’t hurt, and the Prius owes no small number of its sales to states like California and Virginia, where officials have allowed hybrid owners to drive in carpool lanes even when the driver is the only occupant. In Los Angeles, that would be reason enough to buy a car, no matter what kind it was.

My contention is that this second-generation Prius (third, if you include the original, which wasn’t imported to the U.S.) will take its place among names like Model T, Jeep, Mustang and Caravan — so great has its impact been on motoring and culture worldwide. All of the workings and technical details in my original review still stand, so I’ll concentrate here on what will make the Prius a lasting success: price, mileage, styling, size and versatility.

Exterior & Styling

Like it or not, the Prius’ styling has driven the car’s success in more ways than one. The gradually sloping line from hood to roof to tail contributes to a low, 0.26 coefficient of drag. The same is true of the broad sides and comparatively small wheels. With increased pressure on automakers to improve gas mileage, you’re likely to see more of this silhouette on future models. The Honda Civic sedan already has a similar domelike profile, and not just in the hybrid version.

If you didn’t know there’s a hybrid Civic, you’re onto another secret of the Prius’ success: Its distinctive look has made clear to all who see it that it’s a hybrid — or at least that it’s unique. There are now about 20 hybrid models either on sale or soon to be, yet most people would be hard-pressed to name more than one or two. That’s because, since the Honda Insight was discontinued in 2007, all hybrids except the Prius have been versions of existing gas-only models. Over the years, automakers have learned that it’s easier to sell a car when people know it exists. Some have begun to offer large “HYBRID” decals for exactly this reason, but a dedicated hybrid-only model seems to do the trick better than a festooned regular model can. Honda has acknowledged that its Civic Hybrid should instead have been — or been accompanied by — a lower-priced hybrid-only model.

The Inside

Being designed from scratch as a hybrid has paid off in other ways, and a major one is the interior’s roominess and versatility. Put simply, non-hybrids are built to accommodate conventional drivetrains, gas tanks, etc., so anything extra a manufacturer adds — like a high-voltage battery pack and other electronics — has to be put somewhere. Too often that somewhere sacrifices passenger or cargo space. A clean slate allowed Prius designers to “package” the car with all its components in mind. Both the car and these components were shaped to work together.

The result is a surprisingly roomy interior, given the car’s relatively small exterior size. It also has generous cargo capacity. The hatchback body style alone plays a part, and a folding backseat gives flexibility that other hybrid cars lack. With the exception of less-efficient, mild hybrids like the Saturn Aura Green Line, hybrid sedans have either eliminated the folding backseat found in their gas-only models or greatly diminished the size of the opening between the trunk and the cabin.

One complaint I hear about the Prius — and from it — is a noisy cabin. Though the car is designed to cheat the wind, you still get road noise and engine noise under heavy acceleration. Overall, I think it’s acceptable because of the car’s price and its mission, which of course is efficiency. Noise abatement in a car means added weight, and additional weight cuts into mileage.

Another caveat: I recommend against the optional auto-dimming rearview mirror. The problem here is that the liftgate splits the car’s rear window with a beam. There’s glass above it and below it, but the beam is high enough that sometimes the headlights of following traffic line up with it perfectly, and this casts a shadow on the mirror. The mirror lightens up, and then if you go over a hill or the car gets closer to your rear bumper, suddenly the light hits your mirror and blinds you before the mirror can dim.

The Most Efficient Hybrid

The Prius’ triumph would be less of one if it didn’t deliver on the promise of efficiency. Using the EPA’s earlier calculation, which was finally replaced for 2008, the Prius rated 60/51 mpg city/highway. This, like most EPA ratings, was wrong (your tax dollars at work…). There was some backlash, but you can’t fault Toyota, which wished the ratings were more accurate but was required by law to publish the official EPA numbers. (Apparently no one ever thought a manufacturer might want to use a lower number, so the law simply said the official specs must be used.)

By 2008′s more reliable method, the Prius’ rating is 48/45 mpg. This is pretty damn good, especially in city driving. Most full hybrids give better city than highway mileage because the drivetrain relies more on the electric motor and best captures and reuses energy in stop-and-go situations. Among other models, where comparisons can be made between hybrid and gas-only, the advantage is even more clear. This is where Honda loses out, as its Integrated Motor Assist doesn’t favor city driving as much. The 2008 Civic Hybrid model is estimated at 40/45 mpg.

The Prius has such good numbers in part because Toyota hybridized a four-cylinder engine. It’s powerful enough for cruising, and the electric motor helps it out at low engine speeds where it’s least powerful. The most impressive gains in other hybrids seem to come from this combo, too. The improvement is less dramatic with V-6 hybrids, even when Toyota and Lexus build them.

The Buyer is the Advantage

That leads us to the role of buyers, who share responsibility for the Prius phenomenon. What do they do? They didn’t just buy the car; they bought a car with modest acceleration and had the sense to recognize that it’s powerful enough. The reason so many hybrids aren’t more efficient is that manufacturers have designed them to be quick — often as quick as the non-hybrid version with the larger of two engine choices. The new Chevrolet Silverado Hybrid pickup truck retains all of the gas model’s capabilities. I suppose that makes sense for a pickup truck. For the passenger-oriented models, like Saturn’s upcoming Vue Green Line 2 Mode Hybrid, it simply doesn’t.

Perhaps manufacturers’ game is to teach consumers that they needn’t give up anything to own a hybrid. If so, message received; hybrids are universally accepted and in high demand. The next step is to make them more like the Prius: only as powerful as they need to be, with much higher efficiency the result. The Prius is arguably the only hybrid that stands a chance of saving you money within a reasonable number of years or miles. Shortening the break-even interval will make hybrids more attractive as well as more ecological.

Cold, Hard Truth

A major drawback of the Prius and all other hybrids I’ve tested is their winter performance. Cold temperatures decrease battery capacity, just as they do for the average 12-volt battery (which is why older batteries that were OK in summer may not start the car when it gets cold out). As a result, the engine must run at first to top off the battery and then more often throughout use to keep it charged. The mileage hit is not small. We’re talking several mpg on average. Chicago’s maddening weather actually came in useful in this test because I drove for days in temperatures below freezing and at times near 0 degrees. The trip computer said I was getting between 30 and 40 mpg in mixed driving. Then the temp shot up close to 60 degrees, and suddenly I was getting more than 50 mpg without even trying.

Mother Nature even threw some snow at the Prius, and in that situation it performed fine. The only drawback is that my car’s traction control was a bit intrusive. The electronic stability system definitely made for safer travel, but the electric motor’s high torque easily spun the drive wheels. Every time traction broke, the system would intervene, keeping the car in control but resulting in halting acceleration.

Otherwise the Prius operates like any other car. One quirk I notice is that the brakes still feel a little unnatural because of the by-wire system and the sometimes nonlinear hand-off between regenerative braking and the conventional brake system. Here the Prius’ age is showing, because performance has improved in more recent hybrids. Shoppers should also be aware of what I call the parallel-hybrid fallacy: the belief that you can drive around on electric power alone up to 30 mph or so. You can do it in most parallel hybrids, but it requires acceleration so gradual and slow that if you do this in traffic, you’re just begging for a five iron through your windshield. On the flip side, the gas engine turns off more than you’d expect when coasting and braking, so the end result is still high efficiency.

Ride & Handling

I often hear the Prius criticized for its ride quality, which many claim is too firm, but my Base test car was livable, to say the least. If you test-drive the Prius, be sure to find out what trim level you’re trying — Standard, Base or Touring. The Touring version, which is the most full featured and likely to be a dealership’s demo of choice, has a sport suspension, so it rides rougher.

Toyota isn’t doing itself any favors with the Touring’s sport tuning. The Prius isn’t a particularly sporty car, and a taut suspension doesn’t make it one; it only turns off many would-be buyers. The regular suspension is more appropriate and better matched to the car as a whole.

Safety

Hybrids went untested for many years, but the Prius has been subjected to the Insurance Institute for Highway Safety’s frontal-offset and side-impact crash tests and has scored Good on both, the highest score. Side-impact airbags for the front seats and side curtains for both rows of seats are standard, as are antilock brakes.

Prius in the Market

There are more refined hybrids on the market — specifically the Camry Hybrid. But the best combination of performance, efficiency, roominess and all that other stuff — for the money — is the Prius, by far. Many hybrids based on gas-only models are equivalents of high-trim-level versions or ones loaded with features, not the affordable base ones. So when you see hybrids cited as, say, costing $2,000 more, that’s usually compared to a “comparably equipped” non-hybrid version of the same model. If you compare the hybrid’s price to that of the entry-level gas-only version, the difference is often dramatically greater. Because of this, calculations that reveal the break-even point where fuel savings make up for the premium price are actually optimistic. Compare the cheaper gas-only car to the hybrid and you’re likely to give up on the hybrid altogether.

The Prius may be the exception. Tax deductions and credits for this model have run out, as have the HOV stickers in Los Angeles. On the positive side, increased supply is keeping Prius sale prices in check. The Prius’ value is in the eye of the shopper. As hybrids go, even four years after this generation’s introduction, you could do worse than a Prius.

Renting green

Eco-Car Rentals: Experiences from Los Angeles
By mole333

My family travelled to California in December to visit my family. Even after 10 years in NYC, I still miss living in California. I want to blog about car rentals. Yep, car rentals and renting eco-friendly (relatively speaking) cars. We don’t own a car, but we rent whenever we need a car. Whenever we can, we rent a green alternative kind of car. Which means slowly we are gaining personal experience with several kinds of car rentals in Los Angeles…and many options are available elsewhere.
We are willing to spend somewhat extra for a green car, particularly since you save money on gas. But sometimes the difference in cost is too much, so we just rent a regular car with good gas milage. But I always feel better when we can rent an actual green car. Below I describe our experiences with electric, hybrid and biodiesel cars.

This last trip we rented a biodiesel through a company based in Hawaii that specializes in biodiesal Volkswagen rentals. The company is called bio-beetle. We rented a Jetta, not the eponymous bio-Beetle. My three year od son loved the car, calling it “The Bio-Jetta,” and would greet it every time we got in, “Hi Bio-Jetta!” As we left it at the airport, he waved to it, “Bye Bio-Jetta!”
More on “Bio-Jetta” later.

The first green car we rented in Los Angeles was an actual electric car. It was an electric RAV4, a model that is no longer made. We loved having an electric car. It ran almost silently. It was disconcerting at first because you switch it on and you don’t hear anything. As you drive along the street all you hear is the sound of the tires on the road. It was a little eerie, but also really neat. People in all sorts of cars, including sports cars, would pull up to us and ask about the car. We loved it and people around us loved it.

Imagine how much nicer cities would be if you cut down the noise of traffic by about 90%. THAT would be what would happen if we had mostly electric cars. The electric RAV4 performed just fine, with good pick up and able to go perfectly fast on the freeway. The main disadvantage is it had a 100 mile range before it needed recharging and it would take a couple of hours to recharge. For a road trip that wouldn’t work. But for bopping around Los Angeles it was ideal. We drove all over, then plugged it in overnight at the recharging station (free!) in a Ralph’s supermarket parking garage (5601 Wilshire Blvd.) near where we were staying. It was perfect for our purposes and saved us lots of money on gas. (You can find a list of recharging stations, some free, some not, here). If you can leave it in one of these stations overnight near where you are staying, it works perfectly. Otherwise, it’s not as convenient.

When we rented, we rented through EV Rentals. They don’t seem to offer electric cars anymore through their website, but we notice their inventory and prices change fairly often, so it is always worth calling and asking. EV Rentals have branches near the airports in Los Angeles, San Diego, San Francisco, Santa Ana, San Jose, Oakland, and Phoenix (AZ). You can call all of these at this number: 877-EV-RENTAL

We have tried two different hybrid cars: the Toyota Prius and the Honda Civic Hybrid. You can rent these through EV Rentals as well. In fact, right now it seems like hybrid cars are all you can rent through EV Rentals right now, though like I say, their inventory changes from time to time. I also notice you can buy used (sorry…”PRE-OWNED”) hybrids through EV Rentals for those who want to own one at a reasonable price. Call 877-EV-RENTAL to rent or own.

The Prius we tried was now several years ago, but even then we were able to get 50 mpg average milage. We did LOTS of driving no that trip, so the excellent milage was much appreciated. We LOVED the Prius. Absolutely loved it. We took it all over, up mountains, on highways, in the city. Was great everywhere we went. By contrast we were disappointed in the Honda Civic hybrid. It was okay, but nothing special and only gave us some 35 mpg. This is worse than it’s supposed to get, yet it was a shiny, brand new car, barely ever driven, when we rented it. New car smell and all. So in our opinion, anyone considering renting or buying a hybrid would have little reason NOT to go for a Prius.

And it seems in Los Angeles we are not alone in that opinion. We saw an amazing number of Priuses on the road on this last trip. Far more than I see in NYC, even in my neighborhood of Park Slope where there are quite a few. I saw one Toyota Highlander hybrid and one Honda Civic hybrid. But by far the Prius was the most common hybrid on the road in Los Angeles. But beyond even that, I noticed that Toyotas were the most common kind of vehicle on the road. In some cases I saw entire blocks of parked cars that were one Toyota after another, usually at least one of them a Prius. Add in Hondas and Lexuses and Japanese made cars dominated the road in Los Angeles. I think this really says something about the American car industry. They failed to learn their lessons in the 1980′s when they were nearly driven under by competition. History may be repeating itself. Toyota seems to give Americans what they want, from the Prius on.

Read the rest of this entry »

Experience

Here’s one owner’s first year experience with his Prius.

“granddaddy”?

Despite the hybrid hype, the Prius is still a good choice
Road Test
Andy Stonehouse

After about the 300th time I was asked at cocktail parties this summer if hybrids really represented the be-all and end-all of environmentally sensitive motoring, I realized that my answer (which is, “uh, not quite, but yes, I will have another hefeweizen”) needed a bit more research.

I’ve been lucky to be involved with the car business at the exact time the gas-electric revolution has really started to hit the mainstream, most notably with Leo DiCaprio replacing Ed Begley Jr. as the Hollywood spokesperson for responsible, earth-friendly automobiles.

And while hybrid models of conventional vehicles have finally made a much bigger presence across the entire auto world, from the new Chevy Tahoe to the older Ford Escape and a litany of Lexuses, here’s the thing: If you’re looking to save the world (or at least get better mileage), you may be better off buying one of the range of new diesels which will finally be making their way to the United States next year.

Those of you with turbo-diesel Volkswagens have long been gloating about mileage figures which can exceed 50 mpg; the 2008 VW diesel models, featuring emissions systems designed to meet the EPA’s new standards, will be an even greener option. You’ll also notice that diesel has become much less expensive than traditional gasoline, much as it was five or so years ago, adding to the bargain.

Larger, conventional vehicles like SUVs that have been fitted with gas-electric hybrid systems do save considerable gasoline and produce less emissions (which, in the case of a beast like the Tahoe, is quite the accomplishment), but don’t buy a full-size hybrid thinking you’ll suddenly get 50 mpg. Not gonna happen.

As a bridging technology, the gas-electric motor is a great idea and a nice step toward the kind of extremely low-emission, high-efficiency vehicle that we should have begun demanding a decade ago — but we were apparently too busy buying SUVs to prompt much action from the automobile industry, so the hybrid SUV is the current answer.

If you still want to experience hybrid technology in a venue where it actually produces tangible results, the venerable Toyota Prius might be the answer.

The Prius is the granddaddy of the hybrid genre, introduced in Japan in 1997 and first unveiled in the states in the summer of 2000. The early generation Priuses were very rudimentary vehicles but the current iteration is much more refined, functional and user-friendly, which helped earn it a role as Eagle County’s new fleet vehicle. For all of its many positives, it does not, however A) run on tap water, B) actually get 60 miles per gallon, as was advertised until this year, or C) reverse global warming, as much as some folks would like to have you believe.

Fuel economy first. As you may have heard, the EPA changed all of its fuel economy testing protocols this year to more accurately reflect real-world driving conditions, and while the Prius was previously rated at 60 city/51 highway, the new window stickers suggest a slightly more realistic 48 city/45 highway.

To achieve figures like those, you might think you’d need to drive more like your grandmother and less like everybody else does in the United does. When I tested a Prius for a week this summer, even with the air conditioning at full blast and the pedal to the metal at all times, I got an indicated 45 mpg. You really can put $10 of gas in the tank and still make it to Denver, and half the way back.

This is possible because the Prius’ Hybrid Synergy Drive system combines a very austere 76 horsepower 1.5 liter four-cylinder engine with an electric motor driven by a large bank of batteries — fully recyclable, I’ve learned, but still only having a 150,000 mile shelf life. They add electric power when needed, absorb energy from the regenerative brakes, or can operate the automobile without the gas motor running at low speeds or when stopped at lights.

The combined 110-horsepower system (with 82 smoking pound-feet of torque) is mated with an electronic continuously variable transmission, which, if you haven’t had the pleasure of driving a vehicle equipped with one so far, often creates the sensation that you’ve burned out the clutch. You can stomp on the pedal, but you’ll get loads of sewing machine-styled revving that doesn’t quite translate to actual acceleration. This is especially prominent during uphill climbs or freeway on-ramping, so don’t select the Prius if you’re interested in drag racing … and be prepared for slow, noisy eastbound ascents of Vail Pass.

I’ll be interested to see how the county employees enjoy the front-wheel-drive Prius during the middle of winter. Cold temperatures don’t impact the machine’s systems that much — the gasoline motor will “brown out” less frequently when you have the heat cranked up — and it ought to be as good as any comparable, small FWD vehicle in the snow. Emphasis on “ought to be.”

Aesthetics are a different matter. Despite there now being a million of them out on the roads (I saw dozens while out driving 285 this summer), the Prius is still a little looks-challenged, especially when viewed from the rear — that Pontiac Aztek-styled flat/horizontal double glass tailgate features a large plastic bar in the middle which impairs your sightlines.

There is plenty of room inside — I was able to get a 35-inch non-flatscreen TV into the back with the rear seats folded down — and the finishing is pleasant, complete with an elaborate DVD-powered, voice-controlled navigation system and an excellent stereo.

There’s just a lot of stuff that’s really quite strange, compared to traditional automobiles. The tiny, dash-mounted, electronic shift lever is like the knob on a pachinko machine and can be used to produce simulated engine braking during those numerous incredibly high-speed downhill trips you’ll be making. The hybrid system also makes a lot of odd noises (battery fans and such), and power is a bit lurchy.

But, as we say, you really will get 45 miles a gallon. So consider that quite the accomplishment and, should you feel yourself ready to commit to the concessions of a considerably greener ride, the Prius is not a bad choice.

To comment on this article, send an e-mail to editor@vailtrail.com.

British Prius review

Road Tests
Toyota Prius T Spirit Self Park
By Graham Whyte

Using the latest Hybrid Synergy Drive, the clean and green Toyota Prius is perhaps a little too clever.

896 was a busy year: Queen Victoria became the nation’s longest-serving monarch, X-rays were discovered, MDCCCXCVl occurred, and the Toyota Prius was pre-empted by a young electrician from the Black Country.

Whilst Ferdinand Porsche was dabbling with series hybrids, Mr H J Dowsing developed what was arguably the world’s first parallel hybrid, when he fitted an Arnold car with a so-called dynamotor that served both as an electric starter and as a means of propulsion. And when it wasn’t doing that, it charged the battery.

Despite Porsche’s pioneering designs, series hybrids have yet to catch on, whereas parallel hybrids are now quite commonplace – notably the Toyota Prius and various Lexus cars. It is the advent of modern electronics combined with advances in materials technology that have enabled many of these early ideas to be dusted off and put to good use.

Before we go any further, I should perhaps explain the basic difference between series and parallel hybrids. Series hybrids are electric cars powered by traction motors that are fed current from a generator driven by a gasoline engine, which has no mechanical connection to the driven wheels. London’s first-ever motorised fire engine used a Porsche ‘Mixt’ drivetrain working on that very principle.

On the other hand, parallel hybrid cars are powered by a traction motor and gasoline engine working in tandem, both connected to the same drive shaft and one taking over from the other according to road-speed and load. That is the Toyota Prius.

A parallel hybrid takes advantage of the differing characteristics of electric motors and conventional gasoline engines. The former are highly efficient at low speeds and the latter work best at high speeds. Link the two via a common drive shaft and you have the best of both worlds – a high-torque, low-speed traction motor to power the car away from standstill, and a lean-burn gasoline engine to provide efficient tractive effort at cruising speeds. And when the gasoline engine needs a bit more grunt, the traction engine can be switched in to provide torque assist.

And the driver need do nothing: the system is entirely automatic. Moreover, surplus power from the engine is used to ‘top up’ the batteries that provide current for the traction motors, and this is supplemented by so-called regenerative braking in which waste kinetic energy is converted to electrical energy that also charges the batteries.

By way of a bonus, the latest Prius also has a button that enables the driver to engage electric traction only. The range is limited – about 1.25 miles – but nonetheless during that period, the Toyota is silent, emission-free, and no greater threat to the planet than a cucumber.

The obvious benefits of what Toyota calls Hybrid Synergy Drive are low fuel consumption and low emissions – but neither at the expense of performance. Despite returning 65.7 mpg on the combined cycle, and achieving tailpipe emissions of 99 g/km on the extra-urban cycle, the 1.5-litre Prius will still pass 62 from standstill in a respectable 10.9 seconds, en-route to a maximum speed of 106 mph.

Ken obviously approves: the Prius is exempt from the London Congestion Charge, which represents a saving of up to £2,000 a year. In the right quarters, this makes the range-topping T Spirit Self Park (as tested) something of a bargain at £20,677. By way of a bonus, all Prius models, thanks to a combined-cycle CO2 rating of 104 g/km, fall into Band B for Vehicle Excise Duty (VED).

Did I say Self Park? Absolutely. Not content with Hybrid Synergy Drive, Toyota has designed a car that, quite literally, will park itself. Whether you want to parallel park (in a row of cars parked at the kerbside), or series park (as in a supermarket car park) you can take your hands off the steering wheel and let the Prius do it for you.

The fact that you might need such a driving aid is a separate issue, but if parking is your Achilles heel, look no further.

It takes some practice to set up the car for either reversing manoeuvre, but once you get the hang of correctly positioning the car, it will park itself with some degree of accuracy. Using parallel parking as an example, it works as follows.

You’ve seen the space you want in a line of cars. Stop about two to three feet away from the car ahead of the gap, with your back door roughly opposite the target car’s B-pillar. Engage reverse, using the stubby, dashboard-mounted selector lever. That will switch on the reversing camera. A box will then be superimposed on the screen to show where the car will finish up. Provided the box is green you can proceed with the next stage. (If the box is red, its position can be toggled until it turns green although that doesn’t always work.)

So far, so good. You will then be asked to straighten the steering wheel (if necessary), remove your hands from it, cover the footbrake, and press the accept command. That done, the car will immediately start to inch backwards, with the steering wheel turning to the left, then to the right, of its own accord. Should the reversing speed become too high you will be asked to apply the brakes. The whole manoeuvre is monitored by the camera and associated proximity sensors. Once complete, a voice will tell you job done, and all that remains is for you to centre the car in the gap. Meanwhile a three-mile queue of traffic has built up.

I tried it about a dozen times, with increasingly better results, but not once was the final position quite as accurate as I could have managed on mirrors alone. I have no doubt that most experienced drivers would reach the same conclusion.

As toys go, it is a bit of harmless fun that is best practised away from the High Street. As a serious driving aid, it should be condemned, as it provides yet another example of enabling drivers to abdicate their responsibility.

In every other respect, I am sure Prius drivers are extremely responsible, and certainly take seriously their environmental footprint. Toyota hopes to woo such drivers away from what it calls ‘premium diesels’ (aka Audis) and as such promotes the Prius as conveying a similar status.

Unfortunately it doesn’t work. Whilst the Prius is certainly well-equipped (more of which later) its appearance lacks adequate gravitas, and from certain angles its large body and small wheels make it look as if might be made in India. The interior, too, whilst undeniably comfortable, fails to ignite any passion, and therefore the car’s emotional dividend must be derived from its discreet footprint rather than from a sense of prestige.

Having said that, the equipment list is quite comprehensive, and the T Spirit specification includes climate-control air-conditioning, vehicle stability control, cruise control, GPS with traffic-avoidance, a JBL premium audio system with a 6-CD autochanger, and, of course, the self-park facility. A lot of car for the money, then, but lacking any real charisma.

In keeping with its anodyne character, the Prius is easy to drive rather than exciting or sensational. Apart from neutral, the little gear lever offers three main options: forward, reverse or park, in which position, the foot-operated parking brake is supplemented by an electronic brake applied by pressing a button on the fascia. Transmission is constantly variable (CVT) and there are no gears as such, nor any virtual gears selectable ‘Tiptronically’. So it’s squeeze and go, with no appreciable gear changes. Once the engine is warm, the car invariably pulls away on the traction motor – and therefore is silent – and as road speed builds up, the gasoline engine seamlessly takes over. The ‘gear lever’ offers a fourth position – B or Brake – which enhances the regenerative braking but at a steady throttle creates the sensation of driving into a robust and variable headwind.

As you might imagine, the Prius carries around a substantial bank of batteries, which occupy part of what would otherwise be a sizeable boot. Sensibly, Toyota has not scavenged cabin space to accommodate the batteries, and consequently any compromise is confined to the load space. The rear legroom is extremely generous whereas the boot volume is a modest – for a D-segment hatchback – 14 cubic feet, although this can be augmented by folding the asymmetrically split rear seats.

Unlike those fitted to some early hybrids and EVs (Electric Vehicles), the batteries fitted to the Prius are intended to last the lifetime of the vehicle, and in any case are covered by a 5-year guarantee. And when the vehicle is eventually due for scrapping, Toyota will take it off your hands and deal with all the messy business of battery disposal. Service intervals, too, are no different from an ‘ordinary’ car, and so running a Prius requires no special considerations, other than to register it with TfL in order to get Ken’s benediction and your free pass.

Driving the Prius is no more fun than looking at it. OK, so you can select EV mode and creep up on cyclists, but I am told that is not the point of it. But the real point actually becomes lost, quite quickly. Because the Prius hybrid system is so subliminal, it is easy to forget that you are driving something rather special. It’s nice when the engine switches off every time you stop – silence is golden in this day and age – but otherwise the ingenuity of its Faraday-meets-fossil-fuel mechanism is rapidly absorbed by the rigours of everyday driving.

And the rigours are not new either. Mr Dowsing’s Arnold was built by Walter Arnold of East Peckham in Kent, who was probably the first man in Britain to collect a speeding ticket. Magistrates in Dartford fined him one guinea (£1.05) for exceeding what was then the speed limit for horseless carriages – two miles an hour. The arresting officer, Constable Ernest Gatso, told the magistrate: “The defendant’s car ‘ad two engines, M’Lud. If ‘e thinks ‘e can get away with it, ‘e’s got another think coming.” Shame another think took a hundred years or more.

New Hihglander pricing

Toyota Announces Prices for 2008 Highlander Hybrid

TORRANCE, Calif., Aug. 20 /PRNewswire/ — Toyota Motor Sales (TMS), U.S.A., Inc., announced manufacturer’s suggested retail prices (MSRP) today for the all-new 2008 Highlander Hybrid.

A best-in-class fuel economy and emissions leader, Highlander Hybrid with Hybrid Synergy Drive(TM) has been enhanced for power, roominess and economy in 2008. It is noticeably quieter, larger and smarter, with significantly improved versatility and ride comfort. The 2008 Highlander Hybrid will have one of the most comprehensive lists of standard safety features in the mid-size SUV class where safety is at the top of purchase considerations.

Highlander Hybrid will be offered in Base and Limited grades, powered by a 3.3-liter V6 with four-wheel drive with intelligence (4WD-i) that delivers an impressive 270 horsepower. Newly-added, technological innovation features such as an EV Mode, ECON Mode and Hybrid System Indicator assist the driver to enhance fuel economy and driving experience.

EV Mode allows the driver to operate the Highlander Hybrid in electric mode for a limited distance at low speeds, or in stop-and-go driving conditions. ECON Mode activates a throttle-control program that smoothes out throttle response; thereby, limiting excessive acceleration. A Hybrid System Indicator provides the driver with a visual guideline for optimizing fuel economy.

Highlander Hybrid has an impressive list of standard safety features. It features seven airbags, including a driver’s knee airbag and roll-sensing side curtain airbags for all three rows in addition to active headrests for the driver and front passenger and Direct Tire Pressure Monitor System.

As with all Toyota SUVs for the last three years, Highlander Hybrid will provide Toyota’s STAR(TM) Safety system with Vehicle Dynamic Integrated Management, Vehicle Stability Control, traction control, electronic brake-force distribution, and brake assist as standard equipment.

Highlander Hybrid rides on an all-new chassis derived from the current Camry and Avalon. It is nearly four inches longer, three inches wider, and has three inches of additional wheelbase than the Highlander it replaces. Key standard equipment includes AM/FM/CD with six speakers, two rows of fabric-trimmed seats, and a leather-trimmed tilt and telescopic steering wheel with audio controls.

Highlander Hybrid’s flexible second-row seating features captain’s chairs with armrests that can be converted to a bench seat for three passengers. A “Center Stow(TM)” seat, when not in use, is hidden in a compartment under the front center console. In its place, passengers can easily put in the Center Stow(TM) console or choose to leave the area open as a walk-through to the third row. The second row also slides forward and back 4.7 inches and reclines.

Key standard equipment on the Limited model includes: three rows of leather-trimmed seats, multi-stage heated front seats, rear glass hatch, power rear door, AM/FM/six-disc in-dash CD changer, nineteen-inch alloy wheels, puddle lamps on outside mirrors, fog lamps and a third-row bench seat with foldable headrests for a flat rear cargo area.

A stand-alone backup camera with a 3.5-inch LCD multi-information screen, not tied to a navigation system, along with Smart Key System with Push Button Start are standard equipment on both grades.

With new standard equipment and convenience features, the 2008 Highlander Hybrid base grade 4WD-i model will carry an MSRP of $33,700, a decrease of $190, or 0.6 percent over the previous generation comparably-equipped Highlander Hybrid.

The well-equipped Limited grade 4WD i-model will carry a base MSRP of $39,950, an increase of $3,400 or 9.3 percent.

The Highlander Hybrid will arrive in dealerships in early October.

Prius touring edition review

Sorry, I have to add in one thing here. I drive a Prius every day. If Toyota gave me a Prius TE to test and review, I wouldn’t whine through half the article that nothing had changed with the car since the last time I drove it. Car writers really are spoiled brats.

Prius maintains status quo
BY JILL CIMINILLO SearchChicago – Autos Editor

According to JD Power and Associates, the Toyota Prius sold almost 95,000 units in the first six months of this year. That’s about 67,000 units more than the Toyota Camry Hybrid, the second-best selling hybrid vehicle. Far and a way, the Prius is the most visible, most popular, most recognizable and most high-profile hybrid currently on the market. The question, however, becomes: Is it the best hybrid on the market?

I’m not completely convinced.

I’m not completely convinced.

That’s right, read it again. And don’t act like I just blasphemed.

There’s no arguing that Toyota Motor Sales is the Top Dog in more ways than one. They’re quickly approaching No. 1 automaker status, and they’ve all but corned the market in hybrids with six models spread across their Toyota and Lexus brands.

But still …

After just coming away from the 2008 Toyota Highlander Hybrid media preview, I think Toyota’s got some ’splaining to do. Why wouldn’t you put all your premiere hybrid technology in your premiere hybrid?

That’s not to say that the Prius is a bad car or even a bad hybrid. It’s actually very good.

The test car was an uplevel Touring model, and though it didn’t come with the now optional leather seats, it did have “Package No. 5” ($2,905), which included navigation, six-disc CD changer, auxiliary jack, satellite radio, Bluetooth connectivity, stability control, rear camera and a smart key.

Of all the items in the package, I used the Bluetooth the most. Finally, a Bluetooth connection that worked with my Sprint Katana phone. I easily synced my phone with the car and then beamed my phonebook into the system. Phone calls were as easy as selecting a name to dial. I could hear the people I was talking to loud and clear over the stereo system of the car, and people on the other end of the line could hear me well.

Fancy schmancy BMWs, Land Rovers and Jaguars have not afforded such a connection to my phone with their optional Bluetooth packages. This one just might be worth it. But, as always, I recommend that you try before you buy … and realize that your new phone in a few years might be too high tech for the car.

All that being said, this car is exactly like the last Prius I tested a couple years ago. The same keyless push-button start. The same soft and cushy cloth seats. The same podlike façade. The same information screen divesting fuel and energy consumption information. The same, the same, the same.

Again, while none of this is bad, I want more after having a taste of what Toyota can do with the new Highlander.

But as far as the Prius itself is concerned, it’s still a very good hybrid and a very good car. The ride was very comfortable, and the compact size of the Prius made it easy to maneuver and easy to park. All the gauges and controls are accessible with minimal effort, and I was pleasantly distracted during trafficked commutes by the various information screens. The hard part is keeping your eyes on the road when you’re out of traffic. I constantly found myself watching the energy play between the electric motor and gasoline engine.

I got nowhere near the promised 60 city mpg or the 51 highway mpg, but I did average a pretty respectable 41.4 mpg in the 119 miles I drove during the test week.

In addition to the electric motor, the Prius comes with a 1.5-liter four-cylinder engine, and together the total horsepower rating is 110. This may not seem like a lot of horses, but there was plenty of pep when I needed to accelerate quickly from a stop or pass a slower car on the highway.

One of the problematic things, however, was the transition between electric-only driving and the on/off of the gasoline engine. With a stutter and a rumble, the transition was noticeable, and I was hoping it would be a little bit smoother.

Now in the third year of its second generation, the Prius still looks like a bit of an egg. Of the Toyota hybrids, it’s the only one that is only available as a hybrid and the only one immediately recognizable as a hybrid. All the others have gasoline counterparts and look just like them, except for the hybrid badging.

I do have to admit that the podlike exterior is growing on me, and with such large numbers of the Prius on the road today, it’s not as alien as it seemed in 2004. Plus, I like having the hatchback, which makes it easier to load stuff in the trunk. I do not like the horizontal bar that splits the rear window. I found this to be a bit of a blind spot and constantly found myself ducking to look around the bar.

The interior is also unique in its design. Rather than a normal P N R D L automatic, floor-mounted gearshift, the Prius has a dash mounted shifter that has oddly positioned R, N, D and B on it. Not to mention the fact that you kind of flip the shifter to get it into gear, and then it automatically flips back to a location on the right of the gearshift. You also press a button to put it in park rather than shifting into park. This combined with the digital speedometer and everything-you’d-want controls on your steering wheel gives the interior of the Prius a very futuristic feel.

The test vehicle was a Touring model and had a base price of $23,730. With Package No. 5 and the optional carpet floor mats and cargo mat ($199), the final price of the test vehicle was $26,835. I don’t think this is bad for a good hybrid that drives well and has whistles and bells like navigation and Bluetooth.

And, if you can get past the unusual design, I’d have to say that Prius is a good hybrid, even an excellent hybrid. But in many ways it feels like Toyota created it and left it hanging on a vine. However, with 94,500 units under its belt for the beginning of 2007, and a number quickly approaching 500,000 units sold in the U.S. during it’s six-year lifespan here, who am I to criticize?

Then again, perhaps the 2008 Highlander is just a peek at what’s right around the corner for the Prius. If you want the best-selling hybrid, go for the 2007 Prius. If you want the best hybrid, well, you might give Prius a couple more years to catch up.