Energizing the Prius

The sedan that put the hybrid into the mainstream gets more than a face-lift. Now it has a whole new attitude. But is it tough enough?
By Bill Heald

Few hybrids have been more polarizing than the Toyota Prius. I don’t use the word polarizing just to reinforce the fact that it spends a good part of its life powered by batteries; I also use the term because it’s one of those cars that people either love or hate. Those who love it point to the hybrid power train as a revelation. It takes a small inline-four gasoline engine and combines it with an electric motor to increase fuel efficiency and lower emissions. The result is a car that can seat five, yet gets the kind of mileage typical of motorcycles—a matter of some importance given recent gas prices. It’s also loaded with the newest technology, including a unique instrument cluster and an innovative transmission interface.

What’s not to love? Well, there’s that egglike profile for starters, and the fact that it’s the ultimate treehugger transport. And let’s face it: Most guys prefer big V-8-powered gas-guzzling assault vehicles that help express their manhood. The Prius has also been accused of not being a sports car and, therefore, not a babe magnet (though that depends on the type of babe you’re trying to attract). But there’s no arguing that the first-generation Prius that arrived in the U.S. in 2000 was quite schoolmarmish, and the second generation that appeared as a 2004 model, while light-years better, was still too frumpy due to its soft suspension and bland performance.

When it came to the third-generation 2010 Prius, Toyota finally realized that, critics aside, they had a very successful car on their hands that was a fuel-economy champ with a loyal following. Their dual objective was to improve upon the things people liked without messing up the car’s key attributes, while souping up the Prius to attract a wider spectrum of owners. The result is a stem-to-stern revision of the car that gives the Prius more power, more comfort, better brakes and handling, more room, and, amazingly, even better fuel economy (50 MPG combined EPA).

So how does it drive? The Prius still runs on its gas engine, or the electric motor, or both. But now the gas engine is larger (up from 1.3 liters to 1.8) and, combined with the electric motor, puts out 134 horsepower. There are four drive modes: Normal, Power, Eco, and EV. Power gives quicker throttle response for a sportier feel, Eco biases response toward better fuel economy, and EV allows the Prius to cruise along solely on electric power at low speeds for up to a mile. The nickel metal hydride batteries that power the electric motor (and most accessories) are recharged whenever you coast or apply the brakes, because the motor seamlessly switches into a generator. The gas engine sleeps at stoplights and starts and stops as needed while you drive, but you usually won’t notice these transitions except for the absence of engine noise.

The chassis has been carefully retuned for much sharper handling, and the electric power steering has much better feel and feedback for a more engaging driving experience. Surprisingly, the more angular cutting-edge styling not only looks cool but also delivers better aerodynamics.

The new interior is quite slick, with a multifunctional display for the driver that includes a Touch Tracer image that illuminates when you use the steering wheel–mounted radio, ventilation, and other controls. The air-conditioning system runs off batteries alone and has an optional remote feature, and the optional sunroof on our test mule had solar roof panels that powered interior fans that kept the interior cooler when parked in direct sunlight. Cool, baby.

Sharper, faster, and now more advanced and frugal than ever, the new Prius is the thinking man’s babemagnet (for advanced, eco-minded babes, of course). Real men go green in style.