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First Drive: Upsized Prius V Hybrid Sips Fuel with More Utility
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In the face of the blow dealt to Japanese industry as a whole by the March earthquake/tsunami, Toyota remains the 800-pound gorilla of the green-car industry. And although their partnership with Tesla has a new RAV-4 EV in the works and their Hybrid Synergy Drive bade adorns vehicles across the Lexus and Toyota ranges, the Prius remains the automaker’s halo vehicle. After a decade on the market, that halo’s set to grow. Shortly to come down the pike are a plug-in version of the standard-issue Prius, as well as a more youth-oriented vehicle very similar to the Prius c concept displayed earlier this year. But first on deck is the larger Prius v (lowercase italics Toyota’s), designed for folks who still want the Prius brand’s eco-prestige and excellent economy in a more family-friendly size.
Due to hit dealers this fall, Toyota offered us a drive preview of the eco-wagonoid on the scenic roads around the California coastal town of Half Moon Bay — not quite the urban locale the Prius is known for handling with aplomb — but the seaside excursion did give us a chance to check out what the larger hybrid would feel like on a family vacation, sans age-old cries of “Are we there yet?” and the newer “Daddy, mom’s car has a DVD player in the back. Why doesn’t our car have a DVD player?” Sadly, a harried father can’t simply shoot back, “Too much TV will rot your brain. You’ll appreciate it more when you’re in college, anyway. And besides, mom’s car isn’t the most technologically advanced proletarian vehicle on the market.” The Prius’ techno-fab-for-the-masses thunder has been stolen by the Chevy Volt, which we spent a week in just prior to driving the v. In comparison, the plus-size Prius feels much less like a Starfleet shuttlecraft and much more like a car. Which, of course, it is.
In consideration of the v’s larger size, Toyota went to great lengths to minimize weight, using a new upholstery material in the top-trim Prius v Five that weighs half what your standard-issue automotive-grade pleather does. The panoramic two-pane moonroof in up-level versions is made of of a resin that Toyota claims reduces the in-vehicle greenhouse effect when compared to glass. The top-trim JBL sound system uses a compact, hyper-efficient amplifier and lightweight speakers to pump out what the company claims is equivalent to 600 watts of power while only consuming 120. The result? Less draw on the electrical system, meaning more power’s available to move the car. Interestingly, despite the move to more power-dense lithium-ion batteries among many electric carmakers, Toyota’s staying with nickel-metal hydride for the v — at least in the United States. In Asia, the v comes equipped with third-row seating, so a smaller Li-ion unit’s employed to save space while maintaining capacity. The NiMH pack in the US-market v costs less and, as the company points out, has been proven in over a decade’s worth of cars.
So how does it all work? Quite well, assuming that you aren't expecting a hot rod. In contrast to so many modern cars, visibility is excellent and the nonstandard controls are easy to understand. When pushed to the limit, the tires break loose in a progressive manner, offering plenty of warning. Despite the Prius’ lack of reputation as an enthusiast’s car, it’s actually a bit of fun to cane — if only for the sheer incongruity of such behavior. The battery pack in the rear balances out the front-mounted powertrain and the emphasis on weight reduction means that the high-roof vehicle never feels tippy in tight bends. The steering feel is very good — a boon in tight urban situations. We drove vehicles equipped with both the 16” and 17” tire-and-wheel packages and found no real handling benefit or detriment with either setup. The 17s offer a more finished look, but the 16s are less likely to take a beating from potholes.
Dynamics aside, the real story with the v is in packaging efficiency. We hastily filled the rear hatch with a day at the beach’s worth of gear and had room to spare. If more space is required, the 60/40 rear bench splits and folds — what’s more, said bench is mounted on tracks, allowing for more room in the boot while maintaining passenger-hauling capability.
One other thoughtful detail in the v is something you’ll likely never notice. Built into the car’s throttle-control system is an algorithm designed to combat porpoising over expansion joints. When the car’s systems detect a fore-and-aft rolling motion in the suspension, the computer gently gooses and retards the electric motor to counteract it by shifting the vehicle’s weight. We can’t tell you whether it works or not, but we can tell you we encountered no porpoising on our drive. Our tuna remained dolphin-safe.
And for the all-important fuel-economy numbers? The EPA has just released their rating for the v: 44 city and 42 highway; down from the liftback Prius’ 51/48, but significantly better than Chevy’s 22-city and 32-highway numbers for the FWD 4-cylinder Equinox — a vehicle that the v bests in the cargo-space category. Undoubtedly, CUV owners who gravitate toward the vehicles for their marginally-more-butch appearance won’t touch the Prius, but for those to who place a premium on economy while finding a standard Prius too small, the v will undoubtedly be a compelling proposition.
Pricing will be announced later in the year, but expect it to start in the mid-high twenties. If you didn’t like Toyota’s flagship hybrid before, the v won’t win your heart. If, however, you’re one of the fanatical or merely interested in a something-different family hauler with NPR-set cachet, autumn can’t come soon enough.
