Toyota goes for looks, performance
Beyond fuel economy, the 2023 Prius is actually fun to drive
THE 2022 Toyota Prius has the design presence of an alien life form, with an interior ambiance that never lets you forget that weight is the enemy, as every unnecessary gram of weight has been eliminated. It’s as if the vehicle was engineered of balsa wood and crepe paper. It has always been such, and with good reason.
According to the Toyota Prius’ chief engineer, the car was considered little more than a commodity car by Toyota CEO Akio Toyoda, a car built to a price to minimize CO2 emissions, not maximize thrills. The result was a fairly joyless car to drive, unless you get your kicks from maximizing fuel economy. Certainly, the Prius was no speed demon, requiring 9.8 seconds to reach 60 mph.
But that’s all changed for 2023, as the car’s mission has changed within the Toyota lineup. No longer a unique offering, as most Toyota models offer a hybrid variant, Toyota’s designers created a car that looked sporty as well as aerodynamic, and challenged engineers to create a driving experience that matched the new car’s looks. The result is a vehicle that Toyota management hopes has enough emotional appeal to lure buyers with its design, more powerful driveline and newfound handling finesse.
The result is a Prius that delivers some semblance of driving thrills, thanks to the total redesign. Certainly, its look is far more appealing. For the first time, Toyota has eschewed its anti-design bias in favor of one that’s slick, sporty and appealing. It’s so good in fact, it elicits spontaneous enthusiasm from bystanders.
Created in Japan, the 2023 Toyota Prius is built using the corporate TNGA-C platform that allows the car to sport a lower center of gravity, reduced weight and increased rigidity compared to the 2022 model. It also means that this Prius has a wider vehicle stance, while providing a 2-inch lower roofline and lower driving position, imparting a sportier profile.
That change is very apparent when you climb inside, as there’s less headroom than before, although the front seats are wide and comfortable with a commanding driving position. Front seat space is ample, but rear seat legroom depends on the generosity of front seat passengers. Clearly, design took some precedent over practicality. That said, cargo space is still a generous 20.3 cubic feet.
As in the current model, the instrument cluster sits far forward, but it’s no longer centered in the cabin but rather centered in front of the driver. But its placement is not adjustable and can become partially blocked by the top of the steering wheel unless the wheel is tilted all of
the way down. The design suggests that Toyota wanted an instrument cluster with the functionality of a head-up display. Elsewhere, the cabin’s ergonomics are spot-on — including its tech package.
When it comes to tech, there are six USB-C ports, an 8-inch Toyota multimedia touch screen, wireless Apple Carplay and Android Auto, and a 4G Wi-fi hotspot for up to five devices are standard. A 12.3-inch multimedia touch screen, cloudbased and navigation are optional. There’s even ambient lighting — a sign of extravagance unknown in a Prius.
Also unknown? High mileage wasn’t the designers’ first priority; design and driving experience were. In fact, its aerodynamic efficiency has declined somewhat. But fuel economy is still as high as 57 mpg, the best of any hybrid.
When you sit in the pilot’s seat, the first thing that strikes you is the surprising amount of steering feel; it’s far better than the fourth-generation Prius. Nicely weighted and satisfyingly quick, it actually has some road feel, a rarity in modern cars.
As before, the driveline has different drive modes, and this time around, it noticeably changes torque distribution and steering but not suspension. Nevertheless, the Prius feels planted, with minimal body lean in corners. Push this puppy hard and you’ll find it obediently tackles corners at a higher speed than possible with any prior model. It makes for a driving experience that’s actually fun — a word you’d never use in conjunction with any Prius.
Acceleration is sufficient, and the overall driving experience is a sea change from what’s come before. A larger 2.0-liter engine and a revised hybrid system generate a whopping 60 percent more horsepower, up to 194 horsepower with front-wheel drive, 196 horsepower with allwheel drive. It’s no longer engineered solely for high mileage at the expense of all else.
For the first time Toyota has eschewed the anti-design, anti-performance mantra that has always marked the Prius’ disposition. It’s now been minimized to allow driving fun to join the party, while still returning 50-plus mpg, making it the first Prius you may actually want to drive.