The Diesel Driver » Toyota Prius

First Look: Toyota’s 53 mpg City Prius c Hatchback

Paul Riegler — Thu, 12 Jan 2012 23:00:03 +0000

The new Toyota Prius c gets an astounding 53 mpg (4.43 l/100 km) in city driving, a figure that is the highest fuel economy rating for any non plug-in vehicle. The Prius c is the fourth member of the Prius family, which includes the Prius, the new Prius v, and the Prius Plug-in Hybrid, which will become available at dealerships early this year.

Toyota sees the “c” as its city car both in size and fuel economy. Its fuel economy is actually better in urban areas than on the highway, where it gets 46 mpg (5.11 l/100 km). The “c” is 157.3” long versus 176.4” for the 2012 Prius.

To fit the Hybrid Synergy Drive from the Prius into the smaller c platform, Toyota had to redesign the system’s major components to reduce both weight and size.

Toyota plans a list price of under $19,000 and this includes a standard 3.5” color TFT multi-information display, Bluetooth telephony, and a USB port with iPod connectivity. A Display Audio system with navigation and Entune is optional. A multi-function steering wheel controls audio, telephone, and climate systems. Keyless start-stop allows the driver open the door and start the vehicle without having to take the key out of his pocket.

The Prius c is powered by a 1.5-liter I-4 that develops 73 hp and 82 pound-feet of torque in combination with an electric motor for a total of 99 hp. The Hybrid Synergy Drive integrates the engine, motor, a 144 volt nickel-metal hydride battery, an inverter, a DC-DC converter, a step-up converter, a hybrid control computer, and a continuously variable transmission.

Three driving modes are available, normal, eco, and EV (electric vehicle). The c can go up to one mile on electric power alone.

Jaguar’s New Hybrid Sports Car: The C-X16 Production Concept

Jonathan Spira — Sun, 02 Oct 2011 03:13:06 +0000

The Jaguar C-X16 sports car is a hybrid albeit a rather unusual one. The high-performance hybrid system is activated via a red button on the steering wheel, adding 70 kW (95 hp) and 235 Nm (173 pound-feet) of torque for up to ten seconds on demand. Passing? Going from 80-120 km/h (50-75 mph) takes 2.1 seconds. The car goes from 0-100 km (0-62 mph) in 4.4 seconds.

The word “hybrid” has far more associations with cars such as the Toyota Prius than with automobiles capable of going 186 mph, which sounds even more impressive as 300 km/h. A few automakers, notably BMW, have used hybrid options to boost performance to some extent as well, but the C-X16 brings an entirely new meaning to what one envisions when one thinks “hybrid.”

To review, the C-X16 starts with a supercharged 3.0-liter V6 producing 280 kW (375 hp) and 450 Nm (332 pound-feet ) of torque which is quite respectable on its own. It’s mated to an eight-speed transmission. Jaguar then adds the “experimental” high-performance hybrid system that boosts output by 70 kW (94 hp ) and 235 Nm (173 lb-ft ).

The battery pack, charged through braking regeneration, is mounted under the front seats. The C-X16 can run on the petrol motor alone, the electric motor, or both. On electric power alone, the top speed is 80 km/h (50 mph ).

The C-X16’s battery pack and electric motor are liquid cooled; Jaguar says this is to; prevent “performance loss” from heat build-up during spirited driving. The battery actually gets chilled coolant from the car’s climate-control system. In addition, the car’s AC compressor isn’t powered by the engine; instead, it uses electric power, to keep the load off the engine.
The car itself is made of aluminum and – with a length of 175” (4,445 mm), width of 80.6” (2,048 mm) and height of 51.1” (1,297 mm) – it is the smallest Jag to come out of Sir William Lyon’s factory since the 1954 XK120.

Presuming it goes into production, the C-X16, which has engine shut-off at idle,will be the greenest sports car on the market.. It meets Euro 6 emissions standards (which come into effect in 2014) and the CO₂ rating is 165 g/km.

Jaguar says that the powertrain was inspired by the automaker’s Limo Green XJ prototype whose rear wheels are driven by a 145 kW electric motor fed from a lithium-ion battery pack (under the floor of the trunk).and by the 778-hp C-X75 plug-in hybrid supercar concept that debuted at the 2010 Paris Show. The Limo Green’s motor is recharged by a small petrol motor that serves as a generator, not a direct power plant. The C-X75 had four electric motors, each driving one of its wheels, and the batteries driving these motors got their power from two diesel-fed micro gas turbines.

WHAT IS A CONCEPT CAR?
The realm of concept cars has changed dramatically in recent years. Concept cars used to be purely experimental. Today, many concept cars are teasers, representative of a model that is soon to be introduced but has not yet been officially announced.

The Jaguar C-X16 is one such vehicle. It’s Jaguar’s vision for the twenty-first century sports car and it will become available at your local Jaguar dealer some time next year.

At the launch party at the Frankfurt IAA (Frankfurt Internationle Automobil-Ausstellung), where it was hardly a secret that this was going to be a production vehicle (even a price range was announced), the room was nonetheless silent when the C-X16 made its rather impressive appearance being driven onto the stage.

Jaguar calls the C-X16 a “one plus one” sports car. It’s a two seater but it’s clearly a driver’s car and the passenger is, well, optional. From a design perspective, Jaguar says it has “seductive looks” but that’s probably because they don’t want to say it’s “pure sex” in print. The C-X16 was not only the belle of the Frankfurt IAA ball but, when it goes into production (presuming it does), it will be one of the most distinctive and beautiful cars on the market.

This is why the design of the car’s rear, which was in part borrowed from the C-X75 concept car (more on that later), is so important. As the C-X16 driver blows the doors off everything it passes, that’s probably all other drivers will ever see.

The Jaguar C-X16 is one of the few cars that gives the appearance of motion even when standing still. You may not notice it at first (simply too bedazzled by its beauty?), but the lines of the car are not only clean but the surface itself is very very smooth. There are no wings or spoilers visible.

Upon closer inspection, you may notice something else is missing: namely, that there are no door handles visible. They are completely flush with the car’s surface. A touch-sensitive sensor built into the handle triggers a silent electric motor that raises the handle for entry. And if you look carefully, you will find a front splitter, which provides down force, and that is complemented by the side sills and rear design which use the Venturi effect to channel air smoothly across the sides.

During the launch event I had occasion to chat privately with Ian Callum, Jaguar’s design director and proud father of the C-X16. He sees the hybrid sports car as “the very essence” of Jaguar’s future.

One look at the C-X16 and one sees a lot of the C-X75 including the front grille and the wrap-around tail lights. I see the influence of the 1961 E-Type although it is hard to pinpoint exactly where. I just got a feeling of it when standing next to the C-X16.

Click here to continue to Page 2 – The Iconic Jaguar E-Type and Multimedia Content

2011 Volkswagen Jetta SportWagen TDI – Review and Test Drive

Jonathan Spira — Mon, 01 Aug 2011 20:51:01 +0000

In 2010, the ratio of buyers who chose the Volkswagen Jetta SportWagen TDI versus the gasoline-powered variant was more than four to one. After spending a week with the JSW (as it’s often called), I quickly discovered why.

The Jetta SportWagen, known as the Golf Variant in its home market, Germany, and sharing only basic components with the completely redesigned Jetta, is updated for 2011, getting a new front end that includes a narrow double-bar grille, angled halogen headlamps in blacked-out housings, and a new lower front fascia. The rear remains the same, which is just fine as far as we are concerned.

The Jetta SportWagen is a five-passenger wagon and comes in S, SE, and TDI (diesel) variants. Standard equipment on the JSW TDI includes 16” alloy wheels, heated mirrors and windshield-washer nozzles, heated front seats (which have a power backrest but otherwise manual controls), 60/40 split-folding rear seat, a leather-wrapped multi-function steering wheel, Bluetooth hands-free connectivity, and a 10-speaker stereo with a very nice touchscreen interface.

Options include a panoramic sunroof, an iPod interface, and navigation. Buyers also can choose between V-Tex and cloth upholstery.

Under the hood is a 2-liter four-cylinder turbodiesel engine that produces 140 hp and 236 pound-feet of torque. Regardless of transmission choice (manual or DSG, which stands for Direct-Shift Gearbox or Direkt-Schalt-Getriebe), the JSW uses only 5.6 l/100 km (42 mpg) on the highway (in city driving, it’s 7.8 l/100 km or 30 mpg). 0-60 performance isn’t bad for its class. While it’s rated at 9.5 seconds, some tests have reported 8.7 and 8.9 seconds.

The JSW TDI attracts buyers thanks to its unusual combination of cavernous cargo space (32.8 cubic feet with rear seats up, 66.9 with them down) and unsurpassed fuel economy for its class. Pass a Prius on the road and you may very well wonder, who needs hybrids?

Indeed, the new Prius v, which has a mere 34.3 cubic feet of cargo space, has an EPA highway rating of 44 mpg but takes over 10 seconds to get from 0 to 60.

In addition, in an age of SUVs of all shapes and sizes, a traditional wagon, believe it or not, still makes sense. Indeed, one thing I noticed immediately was the excellent visibility when backing out of a spot, something most SUVs can’t begin to offer.

The JSW is roomier inside than today’s popular compact crossovers (which include the Volkswagen Tiguan as well as the Chevy Equinox and Kia Sportage). Since it’s a wagon, it is lower to the ground and lighter than these models, making it far more fuel efficient and also more fun to drive.
Click here to continue to Page 2 -Driving the 2011 Volkswagen SportWagen TDI

Report: GM to Enter Diesel Market in U.S. with Chevrolet Cruze

Paul Riegler — Thu, 14 Jul 2011 05:24:15 +0000

Today, a new car buyer in the U.S. looking for a diesel can choose among models from Audi, BMW, Mercedes-Benz, and Volkswagen. That could soon change if General Motors starts to offer the Chevrolet Cruze, currently the most popular new car in the U.S., with a diesel engine.

The Associated Press is reporting that a diesel Cruze could hit showrooms as early as 2013 and that the diesel version could use as little as 4.7 l/100 km (50 mpg). The Toyota Prius uses 4.61 l/100 km (51 mpg) and the diesel variant would help GM compete in this area.

The improved fuel economy would certainly help GM meet upcoming fuel economy requirements.

General Motors sold roughly 25,000 Chevrolet Cruzes in June of this year and this pushed the car ahead of others, such as the Toyota Camry and Honda Accord, which have previously held the title of the top-selling car.

While General Motors doesn’t offer any diesel-powered passenger cars in the U.S., it does offer them in most other markets. Diesels make up 70% of new car registrations in Germany and GM’s Adam Opel division in Europe offers all of its passenger cars with a choice of several diesel engines.

Comparable model diesel sales in the U.S. for 2010 were 32%, meaning that one-third of new car buyers chose a diesel over the comparable gasoline variant. Market leader Volkswagen sold 51,769 diesel-powered cars in 2010; the top-selling diesel model in the U.S. was the Volkswagen Jetta TDI with 6256 units. Total diesel sales in 2010 were 77,877.

Study: Not All Hybrids Created Equal – Toyota Prius and Lexus CT 200h Top Ranked

Paul Riegler — Thu, 07 Jul 2011 03:22:02 +0000

A study by the Union of Concerned Scientists, a science-based environmental non-profit, ranked the Toyota Prius and Lexus CT 200h as the top non-luxury and luxury hybrid vehicles respectively. Other high-ranking hybrids include the Ford Fusion hybrid and Honda Civic hybrid in the non-luxury category and the Lincoln MKZ hybrid and Lexus HS 250h in the luxury category.

The non-profit group ranks hybrids based on a combination of fuel economy, greenhouse gas emissions, and the amount of optional equipment buyers must purchase when getting the hybrid version of a vehicle instead of the gasoline powered variant.

Some hybrids greatly improve their petrol-powered equivalent’s fuel economy, such as the hybrid Lincoln MKZ, which gets 39 mpg (6.03 l/100 km) compared to 21 mpg (11.2 l/100 km) in the gasser. Unlike many automakers, who charge a premium of several thousand dollars for the hybrid version of a vehicle, Lincoln charges the same price for both variants.

Not surprisingly, hybrid versions of many SUVs including the Chevrolet Tahoe and GMC Yukon generally fared poorly in the rankings.

The vehicles that received the lowest rating (“very poor” for hybrid value included the Chevrolet Silverado hybrid and the Volkswagen Touareg in the non-luxury category. In the luxury category, the BMW ActiveHybrid 7 and the BMW ActiveHybrid X6 as well as the Lexus LS 600h L also received a grade of “very poor.”

The group rated 34 hybrids currently on sale in the U.S.   Based on the ratings, the majority of these vehicles do not deliver the fuel economy and lower emissions that hybrid technology should provide and buyers could expect.

An interactive chart from the study is available online.

2012 Toyota Prius v First Look, Review and Test Drive

Jonathan Spira — Thu, 16 Jun 2011 03:41:28 +0000

Toyota hopes that the Prius family of vehicles will eventually be its top-selling model line and promises to offer different prii for different needs. The first new Prius will be the Prius v (the “v” is lower case by design). The v offers 50% more cargo space than the current Prius liftback and, according to Toyota, has more room than 80% of small SUVs.

The roof is higher by 3.3”; the rear doors are longer. Think of it as a station wagon meets SUV meets minivan.

The Prius v comes in three trim levels, the Prius v two, which is the basic model, the Prius v three, which adds Entune (more about that later), and the top-of-the-line Prius v five.

A new color, blue sky metallic, is available for the v, along with six colors carried over from the liftback.

Toyota has done a lot to reduce weight in the v. The panoramic roof is made of resin, not glass, which is significantly lighter and provides greater resistance to heat transfer. The optional SofTex seat material is far lighter than leather.

Other interesting details abound. The rear spoiler has a notch for enhanced aerodynamics and the eyebrow-like piece of plastic on the headlight is an aero fin that reduces wind noise in the cabin.

Once inside, you’ll notice a lot of differences from the current Prius. The interior is all new and the rear seat is split 60-40. The rear seats also recline to 45 degrees. The new color display is much easier to decipher than the liftback.

The new single-dial climate control is easy to use and far more logical than previous controls. Everything is accomplishment from one very large knob.

I had the chance to drive the Prius v three and the Prius v five (both in pre-production form) for several hours in Westchester County on a combination of winding country roads and major highways. The first thing I noticed was that the steering was tight and responsive, a major change from the liftback. I felt engaged in the driving process while I had suggested that, in the liftback, I felt more as if I were being transported.

The new seats are quite comfortable and I experienced little fatigue after several hours behind the wheel of the v.

The v has the same two electric motors and the 1.8-liter four-cylinder gasoline engine delivering a total of 134 hp. The final-drive ratio has been changed from 3.27:1 to 3.70:1. While the additional 232 pounds slow the car down (0-60 mph takes more than 10 seconds), it felt surprisingly zippy. The 42 mpg (5.6 l/100 km) estimated fuel economy is impressive for a vehicle that holds so much – in my drive, I averaged 40 mpg (5.88 l/100 km).

Under the hood, the v has the same motor but there are some engine system changes. One improvement is a shortened warm up time which saves fuel. The v also has bigger brakes and I found them to be quite good.

Toyota is using new technology, pitch and bounce control, to reduce torque to counterbalance bouncing and improve ride quality. Some of the roads in Westchester were in need of repaving and the Prius v did quite well here in cushioning the blow.

Click here to continue to Page 2 – High-Tech in the 2012 Toyota Prius v

2012 Toyota Prius PHV First Look, Review, and Road Test

Jonathan Spira — Tue, 22 Feb 2011 14:41:15 +0000

The Toyota Prius, first introduced in 1997 and now in its third generation, is the world’s standard bearer in hybrid-electric automobiles. It’s also the most fuel-efficient vehicle sold in the U.S. Toyota, however, does not rest on its laurels.

To this end, Toyota is moving beyond the basic hybrid-electric concept by introducing the 2012 Prius PHV, or “plug-in hybrid vehicle.” Before the 2012 models go on sale, Toyota is running a global demonstration program, delivering 600 Prius PHVs with new lithium-ion battery technology to key partners worldwide. In the U.S., Toyota is placing 150 Prius PHVs in the hands of various utilities and government agencies including San Diego Gas and Electric and Syracuse University.

It’s important to note that these vehicles are not prototypes but regular production vehicles, although there may be some changes by the time the PHV is generally available, including a newer battery pack. Toyota hopes to gather real-world data from deployment in these fleets, presumably to address such questions as to whether the 13-mile electric only mode is sufficient, not enough, or more than sufficient for real-world driving.

We recently had a chance to spend a week with a Blue Mica Metallic Prius PHV and there is no question that Toyota has upped the ante in the fuel economy race.

One of the first things one notices about the PHV is the large door in the left front fender where the connector resides (it has a fairly large icon of a plug on it, perhaps to make it clear that one should mistake it for the gas tank, although the power plug resembles a pump nozzle). Other differences are minor. The mirrors, door handles, and tailgate are painted silver, and there are “Plug-In Hybrid” nameplates on the doors. Inside, the PHV has a few additional display modes and the cargo floor is slightly higher to accommodate the PHV’s larger battery pack.

The battery, of course, is key. Instead of the Prius’ nickel-metal hydride battery pack, the PHV comes with a heavier and more costly 3.6 V lithium-ion pack. The new battery allows owners to charge the battery directly from a household electrical outlet (110 V) in three hours (using a 220 V outlet takes 90 minutes). It is also able to withstand the large swings that charge-depleting operation (i.e. large swings in charge/discharge) that result from extended EV mode operation. The lithium-ion batteries also have a higher energy density, which means that you can use more of its rated capacity than with nickel-metal hydride batteries.

While I’ve charged numerous electronic devices ranging from notebooks to mobile phones, I had never charged a car before. It was, however, a non-event and ultimately didn’t require much more effort than what one would indeed do with one’s laptop. There’s even an indicator light on top of the dashboard that lets you know it’s charging.

Once charged, the Prius is capable of travelling 13 miles on batteries alone, which is a tremendous increase over its standard range. (Once the battery power has been depleted, the car defaults to its traditional hybrid-electric mode.)

If driven with care, the Prius PHV can reach 62 mph (100 km/h) on electricity alone. I found this to be somewhat tricky as I tend to have a lead foot when it comes to the accelerator pedal. As a result, the gas engine tended to cycle on consistently before 62 mph.

Unfortunately, even my lead foot doesn’t help with acceleration. The Prius PHV moves from 0-60 mph in 11.3 seconds, compared to the standard model’s 9.8 seconds. But the Prius has never been about raw speed. The Prius has always been all about being economical and it does that very well.

In terms of mileage, it’s clear that the Prius PHV excels here and it’s equally clear why the EPA is having trouble coming up with a fuel economy rating system that makes sense.

Click here to continue to Page 2 – Driving the Plug-in Prius

Lexus CT 200h First Look, Road Test and Review

Jonathan Spira — Wed, 16 Feb 2011 03:33:48 +0000

While the Toyota Prius has long reigned as king of the hybrids, its relatively barebones interior and quirky design have left some buyers wanting a more luxurious Prius, more on the order of a Lexus. Starting in early March, they can get their wish. The Prius now has a more elegant, refined cousin, the Lexus CT 200h.

The new Lexus CT 200h is built on the same powerplant and drivetrain as the Prius, using the Prius’ 98-hp gasoline engine that, combined with an 80-hp electric motor, generate 134 hp. It also shares a fuel-efficient continuously-variable automatic transmission. But that’s where the similarities end. Indeed, no one will ever confuse the Lexus CT 200h for a Toyota Prius.

The CT 200h is Lexus’ least expensive vehicle in the U.S. and the practical and good-looking five-door hatchback has its own platform. You won’t find another Lexus or Toyota like this one. Designed with the European market in mind, the CT 200h is clearly going after the buyers of diesel five-door versions of the BMW 1er Series (not available in the U.S.) and the Audi A3 TDI.

The CT 200h, in base form, is very well equipped. Its starting price is $29,120, close to the top-of-the-line Prius, and it comes with 17” alloy wheels, push-button start/stop, Bluetooth and USB connectivity, and stability and traction control.

Inside, the differences between the Lexus and the Prius are even starker. High-quality and soft materials are everywhere. The standard seats, while not leather, are soft and luxurious and produced in an eco-friendly manner (the vehicle itself is 80% recyclable). They are not only comfortable but very supportive in cornering, thanks to the strategic placement of bolsters. The leather steering wheel is thick enough to have come out of a sports sedan. You won’t confuse the CT 200h’s handling with a BMW but it outhandles other Lexuses we’ve driven.

An important difference between the CT 200h and the Prius is the smoothness of the transition from electric-only power to the gasoline engine, which is barely perceptible here. Since the powertrain is the same, we’re not sure what accounts for the difference but it’s definitely there.

The optional hard-drive based navigation system worked well and you can use Lexus Enform while driving to have destinations automatically downloaded to the vehicle. Our car, which was a pre-production prototype, had the optional rear camera, which was useful although overall visibility from the driver’s seat was quite good.

Click here to continue to Page 2 – On The Road With the CT 200h

2011 Chevrolet Volt Review – Test Drive

Jonathan Spira — Sat, 13 Nov 2010 14:00:06 +0000

What may be most remarkable about the new Chevrolet Volt is how unremarkable it actually is compared to a normal, gasoline-powered automobile. Gone is the futuristic exterior of the original concept car; the Volt now looks like an early twenty-first century four-door sedan.

Unlike hybrids, which command a large premium over their non-hybrid brethren and typically fall into the diesel’s fuel economy range, the innovative technology behind the Chevrolet Volt may represent a true breakthrough in delivering high fuel economy at a reasonable cost.

The 2011 Chevrolet Volt is a “series plug-in hybrid” that uses a lithium-ion battery to power the car’s 149-horsepower electric motor. On its own, this motor has a range of approximately 25-50 miles in city driving (as Chevrolet puts it, this depends on terrain, driving technique, and ambient temperature). After that is exhausted, a 1.4-liter gasoline four-cylinder engine powers a generator that is used to supply the car with enough electricity for approximately 310 additional miles, giving the Volt a range of roughly 350 miles.

One detail that was kept under wraps until the car’s official launch is that, under certain conditions (for example, at highway speeds with a depleted battery), the gas engine does provide a certain amount of direct assist to the drive wheels. This is the only time when the gasoline engine will mechanically power the wheels.

A key difference between the Volt and all-electric vehicles such as the Nissan Leaf is the fact that the Volt can run long after the battery runs down, while the all-electric Leaf can’t. While there is no agreement (yet) on measuring fuel economy for the Volt, published estimates have shown fuel economy of better than 1.2 l/100 km (over 200 mpg). Chevrolet estimates the cost of electricity for a 40-mile commute to be $1.50 per day, although this will vary based on geographic location..

Every aspect of the car was optimized for weight and efficiency, down to the car’s Bose audio system, which is 40% lighter and uses 50% less energy than conventional Bose sound systems.

Inside, thanks to the white iPod-like trim, the interior is a bit futuristic, as is the dash and center console. Immediately after getting behind the wheel, the first thing I noticed is how quiet the car is inside the cabin. Only a few miles of my drive were on battery power (there hadn’t been enough time to fully recharge before my trip). Once the battery ran out, the gasoline-powered generator then took over seamlessly.

Click here to continue to Page 2 – Driving the Volt

Toyota Prius Review

Paul Riegler — Sat, 27 Feb 2010 15:41:40 +0000

From time to time, The Diesel Driver test drives non-diesel powered fuel-efficient automobiles. Here is one such review.

The Toyota Prius, the world’s first mass produced gasoline-electric hybrid automobile, was first introduced to the domestic Japanese market in 1997 and launched worldwide in 2001. Buyers in the United States have comprised more than half of the more than 1.5 million Prius (the plural of Prius is Prius according to Toyota) sold worldwide thus far.

The all-new 2010 Prius is the third generation of this eco-trendsetter. It’s a bit sleeker and sportier than its predecessors and has a larger engine and revised electric-assist steering system that result in even better fuel economy and greatly improved handling (earlier models gave the driver the unsettling feeling of playing a video game with a joystick instead of steering an automobile).

Indeed, it’s clear that Toyota is aiming to give the car mass appeal from the option list alone, which now includes radar cruise control, the automated self-parking system (Toyota calls it the Intelligent Parking Assistant), heated seats, and Bluetooth with support for audio streaming.   Safety features abound, including a lane-departure warning system that nudges straying drivers back into the correct lane. One option not in our test car but worthy of note is the solar-powered ventilation system that provides ventilation to keep the car cooler when parked.   On the minus side, Toyota doesn’t offer iPod or USB integration and the navigation system is relatively slow.

The 2010 Prius is available in four trim levels. The Prius II($22,800) includes keyless entry and ignition, cruise control, a six-speaker sound system, a tilt-and-telescoping steering wheel, and a hybrid display. The Prius III ($23,750) adds Bluetooth connectivity and an upgraded sound system. The Prius IV ($26,550) further adds leather upholstery, heated front seats, an auto-dimming mirror, and driver-adjustable lumbar support. At the top of the lineup is the Prius V ($28,020), which also gets 17-inch alloy wheels, fog lamps, and LED headlights.

Driving a Toyota Prius continues to be unlike driving almost any other car. With an EPA rating of 50 mpg (combined), it is the most fuel-efficient car available in the United States.

The Prius starts out under electric power, silently moving ahead at low speeds, and the gasoline engine turns itself on when needed, a transition which is extraordinarily seamless. The 1.8-liter four-cylinder engine provides power in conjunction with a pair of electric motors (one for propulsion, the other an electrical generator) through a planetary-type continuously-variable transmission, providing 134 horsepower in total.

Thanks to the electric motor and application of sound deadening material, the interior is virtually silent.

The Prius driver has a choice of three modes in addition to normal: EV (battery power for up to half a mile), Eco (sluggish but very economical), and Power (the accelerator pedal’s sensitivity is increased and it provides decent acceleration). I selected the driving mode based on the current driving scenario. EV is good for local trips as driving is limited to 25 mph (40 km/h) and the battery must be at least half charged. Power mode is absolutely necessary for merging into highway traffic and passing. Eco of course is where the Prius and its miserly fuel usage shine.

There is no conventional dashboard behind the steering wheel. Instead the driver has to look to the digital display just below the center of the windshield, which combines the speedometer, fuel consumption, and the fuel gauge with an energy monitor, fuel consumption history, hybrid system information, and additional fuel economy information.   The display is not only off-center but competes with the road for the driver’s attention, despite a touch sensitive display for its steering wheel controls, which Toyota says is designed to help keep the driver’s eyes on the road.

Seats were reasonably comfortable and interior space is more than sufficient.    Cargo space has been increased to 21.6 cubic feet and the split rear seats fold down.

For the center stack, Toyota has adopted the floating console that Volvo has been using for the past few years. It took me a while to realize that the switch for the heated seats was (inconveniently) placed in the open space below the console. It also took me a while to get used to the gear shift lever mounted on the center console.

All in all, the 2010 Prius provides better fuel economy and a greatly improved driving experience compared to its predecessors, as well as more interior space and more cargo room.

[Editor's note: this review was completed before the unintended acceleration problem surfaced. The jury is still out on the root cause of the problem.]