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New Models
DRIVEN: Prius V Expands Hybrid Icon
The biggest member of Toyota's gas/electric family provides family-size accommodations with impressive fuel mileage.
Toyota grew its popular Prius hybrid into a roomy family car with the new V model, just in time for soaring gas prices. (Photo: Toyota)
Now that gas prices are once again spiking to the stratosphere, there’s a lot of renewed interest in gas/electric hybrid power. Sales of the most popular hybrid, the Toyota Prius, have been soaring as nervous drivers prepare for more projected gas-price hikes.
Although from the outset, the original hybrid Prius has presented some potential owners with a dilemma, that it’s not roomy enough to use as a practical family car.
The up-sized Prius V is designed to address this issue, with a big, fully adjustable rear seat and a huge cargo area. The V seems big enough to have a third seat, but the hybrid batteries probably make that problematic. On balance, I prefer the accommodating back seat to a skimpy combination of middle row and third row.
The designers realize that the profile of the regular Prius has become iconic of hybrid cars, so they did not go too far afield in the V’s styling. The newest compact Prius model, the youth-targeted C, also channels the design spirit of the standard Prius.
The V ends up looking something like a baby whale, bulbously streamlined for efficient air flow and a roomy interior, a bit like a smoothed-over minivan.
The drivability is decent but nothing too special. What certainly is special is the seamless interplay between the gas engine and the electric motor designed to provide the best possible fuel mileage at the least cost of performance. Toyota has been at the hybrid game for quite a while, and they have certainly gotten good at it.
Inside, there’s loads of room up front, and the back seat slides fore and aft, reclines and folds 60/40 to boost cargo capacity as needed. Behind the rear seat, there’s more than 34 cubic feet of space, which turns voluminous when the rear seat is folded down. The center console is also big inside, plus there are numerous cubbies and stowage spaces. And yes, the “V” in its name stands for “versatility.”
There are four electronic driving modes, basically varying response for economy or performance. I mostly traded off between the Eco driving mode, which dials back throttle response and the performance of the continuously variable transmission, and the Power mode for improved acceleration. There’s also a standard driving mode and an EV driving mode, which allows for more driving on electric power only.
Like the regular Prius, V starts off under electric power and holds it under low speeds until the gas engine cuts in to supply more power and regenerate electricity. In the EV mode, it’s fun to see how long you can keep V rolling along on nearly free electricity.
The Eco mode is economical but acceleration can be unpleasantly sluggish. I found, and I’m sure plenty of Prius owners have also found, that it’s best to toggle between the economy modes and the Power setting for the best drivability plus high mileage. Set it to Power when you’re accelerating from a stop, passing, hill climbing or other times you need more pull, then switch to Eco or EV once up to speed.
Eco or EV work perfectly well for regular highway cruising or driving around in traffic, and you can easily toggle over to Power if need be. This driver engagement is also kind of cool and helps maximize the Prius’ capabilities.
Although from the outset, the original hybrid Prius has presented some potential owners with a dilemma, that it’s not roomy enough to use as a practical family car.
The up-sized Prius V is designed to address this issue, with a big, fully adjustable rear seat and a huge cargo area. The V seems big enough to have a third seat, but the hybrid batteries probably make that problematic. On balance, I prefer the accommodating back seat to a skimpy combination of middle row and third row.
The designers realize that the profile of the regular Prius has become iconic of hybrid cars, so they did not go too far afield in the V’s styling. The newest compact Prius model, the youth-targeted C, also channels the design spirit of the standard Prius.
The V ends up looking something like a baby whale, bulbously streamlined for efficient air flow and a roomy interior, a bit like a smoothed-over minivan.
The drivability is decent but nothing too special. What certainly is special is the seamless interplay between the gas engine and the electric motor designed to provide the best possible fuel mileage at the least cost of performance. Toyota has been at the hybrid game for quite a while, and they have certainly gotten good at it.
Inside, there’s loads of room up front, and the back seat slides fore and aft, reclines and folds 60/40 to boost cargo capacity as needed. Behind the rear seat, there’s more than 34 cubic feet of space, which turns voluminous when the rear seat is folded down. The center console is also big inside, plus there are numerous cubbies and stowage spaces. And yes, the “V” in its name stands for “versatility.”
There are four electronic driving modes, basically varying response for economy or performance. I mostly traded off between the Eco driving mode, which dials back throttle response and the performance of the continuously variable transmission, and the Power mode for improved acceleration. There’s also a standard driving mode and an EV driving mode, which allows for more driving on electric power only.
Like the regular Prius, V starts off under electric power and holds it under low speeds until the gas engine cuts in to supply more power and regenerate electricity. In the EV mode, it’s fun to see how long you can keep V rolling along on nearly free electricity.
The Eco mode is economical but acceleration can be unpleasantly sluggish. I found, and I’m sure plenty of Prius owners have also found, that it’s best to toggle between the economy modes and the Power setting for the best drivability plus high mileage. Set it to Power when you’re accelerating from a stop, passing, hill climbing or other times you need more pull, then switch to Eco or EV once up to speed.
Eco or EV work perfectly well for regular highway cruising or driving around in traffic, and you can easily toggle over to Power if need be. This driver engagement is also kind of cool and helps maximize the Prius’ capabilities.
The Lyonheart K
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