How to get from Point A to a muddy, snowy Point B in the most efficient way possible
More than two decades ago, Toyota got its max-fuel-economy ball rolling with the very first Prius. Since then, Toyota has become synonymous with fuel-sipping hybrid technology that has spawned other Toyota/Lexus models (remember the short-lived Lexus HS250?) as well as nearly every other mainstream automaker.
For the Prius nameplate, the expansion continues. The fourth-generation model, introduced for the 2016 model year, is available in standard hybrid as well as the Prius Prime plug-in. And for 2020, the AWD-e— as in all-wheeldrive— has been added as an option, but only for non-plug-in models.
The current Prius is covered with knife-edge sheetmetal creases, from end to end. You’ll never confuse it for any other passenger car in the Toyota fleet, which is exactly the point.
It’s only when you slip behind the wheel that the design seems to go sideways. In particular, the dashboard has a surfeit of vacant space, since most of the key operational graphics — with a peculiar mix of fonts — are within a narrow display atop the very center of the dashboard (and not behind the steering wheel). Quirky, indeed. A gauge and info display in the driver’s line of sight would seem to make more sense.
Makingmuch more sense is the tabletstyle screen directly above the floor console that handles the navigation, infotainment and ventilation systems.
Also on the plus side, the seats are supportive and the cargo area behind the split-folding rear bench has sufficient space for most storage needs.
Of course, Prius buyers are mostly concerned with fuel efficiency. The 1.8-liter gasoline engine produces 96 horsepower and 105 pound-feet of torque and operates in tandem with an electric motor that produces 71 horsepower and 120 pound-feet. The net output is 121 horsepower, which implies the electric motor is used to assist acceleration before the gasoline engine has hit its stride.
For the all-wheel-drive system, a continuously variable transmission directs power to the front wheels, while an independently functioning motor in back adds seven horsepower to the rear wheels. This occurs when front-wheel traction loss is detected, and at speeds below 43 mph. AWD is also activated at launch, up to six mph.
Acceleration happens at a leisurely pace, especially when the drive mode is set at Normal, Eco or EV. Set it to Power mode and the engine perks up noticeably, but at the expense of some fuel economy. Perhaps it should be called the Guilty Pleasure setting?
The regenerative brakes that convert kinetic energy to electricity help keep the batteries topped up and they do a
good job of slowing down the Prius, even if at times they feel a bit abrupt.
The AWD Prius uses an older-tech nickel-metal hydride battery pack, situated under the rear seat, while a lighter and more compact lithium-ion pack is the energy source for most other Prius models.
Fuel economy is rated at 52 mpg in the city, 48 on the highway and 50 combined. That’s only slightly less than the front-drive Prius, which is about 170 pounds lighter.
At a starting price of $27,800, including destination fees, the base Prius LE AWD-e costs about $1,400 more than the regular LE, which is a reasonable sum to get more traction. Both models come with all the basic comfort items plus a full list of dynamic-safety technologies (such as emergency braking) that’s part of Toyota’s Star Safety System.
The XLE trim comes with a heated steering wheel, auto-dimming rearview mirror and power-adjustable heated front seats covered in premium materials.
Ultimately, the Prius, whether frontor all-wheel-drive, represents a compromise of sorts. In exchange for laudable fuel economy, you get quirky interior surroundings and driving dynamics. At least with all-wheel-drive, you’ll worry less about bad roads or weather.