Prius V moves into the mainstream
CONVENTIONAL: Toyota’s wagon-like hybrid feels just like a regular car that gets really good gas mileage Jil McIntosh
Adecade and a half ago, I drove the Toyota Prius on its introduction into Canada. It was so offbeat that my editor divvied it up between all the auto writers, each adding comments to the story. I was impressed by the hybrid technology, but the vague steering wandered all over the road at highway speeds. And no matter where I parked, it drew a crowd.
Things have changed: Hybrids have become such mainstream vehicles that they slip unnoticed through traffic. And they’ve progressed enough that buyers now compare them not just to other gasoline-electrics, but to conventional vehicles as well.
To that single Prius model, Toyota added three more for 2012: A plugin, the compact Prius C, and the Prius V wagon. The Prius and the plugin model, now called Prime, are all new for 2017, while my Prius V tester carries over virtually unchanged from 2016.
The Prius V starts at $28,875 and can be optioned with a Luxury Package, or further upgraded with a Technology Package, as mine was, for $34,860. The “tech” in the name includes adaptive cruise control that maintains a pre-set distance from the car in front, lane-departure warning, a pre-collision system that can apply the brakes if you don’t, and automatic high-beam headlights.
It’s powered by a 1.8-litre four-cylinder engine, mated to a continuously variable automatic transmission (CVT). The hybrid system seamlessly switches between gasoline, electricity, or a combination of the two, depending on how you’re driving. The engine also shuts off at idle, but the lights, climate control, and other functions continue to operate. The hybrid battery recharges itself using regenerative braking, capturing the energy otherwise lost when decelerating, and doesn’t require plugging in.
I have a light foot and can usually do much of my hybrid driving on battery, but I found the V wasn’t as interested in switching to electric-only as often as its smaller Prius siblings do, possibly because it outweighs the Prius hatchback by 115 kilograms. Even so, I still managed to hit the V’s published combined city/highway rating of 5.8 L/100 kilometres on the nose.
Longer overall than the Prius, the V has more rear-seat leg and head room, as well as an additional 274 litres of cargo space. There are storage bins hidden under the cargo floor and the rear seats fold flat for even more carry-stuff space. There’s also a lot of small-item stowage up front, including two glove boxes, a central console box with pullout drawer and a bin on the floor, handy for dropping a purse or small pack so it remains accessible.
The faux-leather upholstery on the comfortable seats looks fine, but it’s offset by the large, plain dashboard and the strange mixture of different textures moulded into the various plastic surfaces. I’m not a fan of the centrally-mounted instrument cluster, which requires you to glance sideways instead of straight ahead. The Technology trim includes a giant lightweight resin sunroof, which lets in light (there’s a shade if it’s too bright) but doesn’t open.
You put the car in gear with a small lever that includes a “B” setting for Brake, which simulates downshifting for steep inclines. I don’t like any car that requires me to press a separate button for Park, which the Prius does. And for some bizarre reason, whenever the car’s in Reverse, it beeps. Constantly. Not outside, to warn pedestrians there’s a noiseless vehicle backing up, but inside, where I already know I’ve selected that gear, and have seen the standard backup camera come on. Perhaps Toyota thinks I’ll forget what gear I’m in between my carport and the end of my driveway.
Once in Drive, when that infernal beeping stops, the Prius V behaves very well. The gasoline engine makes just 98 horsepower by itself, but with the electric motor adding assistance as necessary, the combined system output provides 136 horsepower. The suspension soaks up most road bumps before they can get into the cabin, and there’s enough steering feel that it’s a smooth and pleasant driver. You can put it in Eco mode, which cuts back on performance for the sake of fuel economy, or into Power. That, like the Sport setting on many non-sportscars, is really just about revving the engine higher and making more noise.
There’s also an Electric Vehicle setting, but I’ve never understood why Toyota includes it. It keeps the system on battery-only at low speeds, but the car normally does that anyway, and as soon as you go too fast or press the throttle too hard, it gives you a scolding beep and reverts to normal hybrid operation.
No longer an auto oddity, the Prius V really feels more like a conventional car that gets really good mileage. If you’re looking for a crossover or wagon, cross-shop this one, too.