Toyota Prius Review

Introduction

Whether you love or hate it, the Toyota Prius is the car credited with changing the world.

While it wasn't, as many believe, the first hybrid vehicle, it was the first to be mass-produced.

At the time of its launch, many didn't like it, many didn't get it - many saw it as a gimmick that would soon disappear once everyone was over the novelty of it.

But instead, other manufacturers soon followed suit before plug-in hybrids took things even further, followed by the first fully electric cars.

The Prius was definitely a trailblazer then, and then it evolved. Now it’s progressed some more.

While it was initially only available as a self-charging model, known better today as a full hybrid (HEV), it’s now only available as a plug-in hybrid (PHEV) in the UK. However, full hybrid versions continue to be available in other parts of the world.

Secondly, its looks have been refined and modernised over the years, leading us to this newly launched model.

The Prius is officially a liftback, a hatchback with an extended rear end that slopes down far more gently than a traditional hatchback.

Believe it or not, this is already the fifth-generation version - albeit only the fourth to come to the UK. So, Toyota has had two decades to refine its model for British shores.

That said, it originally planned to market something other than this new model in the UK before changing its mind and launching the plug-in hybrid version.

So, is it any good?

That is what we’re hoping to find out.

At A Glance

The Prius looks better than ever but retains its trademark wedge-like shape, which we've come to recognise over the years.

The front is transformed thanks to a new headlight arrangement, which is boomerang-shaped and extends into a gap that separates the front bumper from the bonnet.

As before, only a thin upper grille is found in this gap, while the lower grille is bigger and surrounded by gloss piano black trim.

It looks sharp and even menacing. In some circles, the front end has even been claimed to have been inspired by the Lamborghini Huracan - and if you squint, you can see what we mean.

The bodywork is mainly flat around the sides, but there's a notable straight crease that extends diagonally about halfway between the two wheels. The wheel arches are also defined by creases.

The rear has been modernised, too. It no longer features the glass panel in the boot lid, which sits on the back, beneath the rear window. Although the panel is still there, it is now in gloss black and accommodates a couple of light bars.

There is also some blank space beneath, thanks to the number plate being repositioned to the bottom. This allows for the 'PRIUS' name to be spelt out across the middle of the tailgate.

It is still unmistakably a Prius, but it looks sleeker, bolder and more contemporary.

Key Features

The Prius is available in two trim levels.

The entry-level Design includes 17-inch alloys, a 12.3-inch infotainment system with Apple CarPlay, Android Auto, satellite navigation, DAB radio, a seven-inch digital instrument display, dual-zone climate control, smart entry, and push-button start.

The top-of-the-range Excel version gets 19-inch alloys, eight-way power-adjustable heated and ventilated synthetic leather front seats with a power sliding driver's seat, and a digital rear-view mirror.

You also get power-folding door mirrors, blue ambient lighting and an electrically operated tailgate.

There is only one powertrain available on the Prius in the UK market. It has a 2.0-litre four-cylinder engine mated to an electric motor, producing 223PS with front-wheel drive.

Range & Batteries

Toyota’s new Prius has a 13.6kWh (usable) battery.

That is good enough for a claimed all-electric range of 53.4 miles.

You won't achieve that range in practice. But it's significant in a plug-in hybrid, as the electric range partly determines which Benefit In Kind tax band the car fits into, which is essential to company car users.

In real-world driving, the smaller alloys of the Design trim will give you better range than the larger wheels of the Excel version.

Performance & Drive

The Prius’s powertrain is quite punchy, with a 0-62mph time of 6.8 seconds.

That is more than adequate in a family car, to the point that we’re surprised Toyota hasn’t offered anything with less poke.

Nevertheless, we won’t be complaining – and when the power is utilised to its full potential, an instant burst of torque accelerates the Prius briskly from a standing start.

In hybrid mode, you'll start with the electric motor alone, which isn't as quick but still gathers speed at a decent rate before the engine cuts in as you continue to accelerate.

The engine will turn itself on and off as required. In stop-start traffic and on busy roads where speed is limited, you'll be able to make more than adequate progress without needing the engine at all.

If you floor the accelerator, the engine does sound a little raucous, but the powertrain rarely struggles given the amount of grunt on tap, so you hardly ever need to work it hard.

The gearbox is a continuously variable transmission (CVT), meaning there's only one gear. This doesn't help the engine notes under high revs, but it's one of the better CVTs we've tested. With no gear changes to worry about, it means accelerating is a smooth experience.

In terms of handling, the Prius is quite impressive. Its precise, well-weighted steering provides a good amount of feedback through the wheel. There is a decent helping of grip in the corners, too, albeit nowhere near the levels you’d expect from a car designed specifically for nimbleness around bends.

Body roll is reasonably well controlled around faster corners, and the Prius feels assured on motorways. Indeed, we found it very likeable to drive – especially on a run from the Midlands to Heathrow.

It is not a world beater, but it’s certainly keener than we had expected and provides a good step forward over the previous model.

Despite this apparent boost to its handling credentials, ride comfort is still well maintained, thanks to the absorbing suspension that smooths out potholes. The Prius feels fairly well-planted and stable over less-than-perfect road surfaces.

Wind and tyre noise isn't bad either, plus our Excel trim gets noise-treatment lamination on the rear windows.

Regenerative braking helps to recharge the batteries during deceleration, activating as soon as you lift your foot off the accelerator pedal.

The Prius can also use the SatNav to know where it is, so it can use the regen braking system to automatically slow down when approaching roundabouts and corners. You can also adjust the ferocity of the braking effect.

It is a good system and feels consistent and predictable once you get used to it, although, in its highest setting, it can be quite fierce.

Charging

The new Prius charges at a maximum rate of only 3.3kW.

That is not mega quick, and it means you can't fully take advantage of a home wall box, which typically can support up to 7.4kW.

Nevertheless, a 0-100 per cent top-up of the batteries takes around four hours.

Any public charging point will also be limited by the Prius’s charging rate, so it won’t be any quicker.

Running Costs & Emissions

The Excel-trimmed Prius claims fuel economy figures of 353 to 403mpg and emits 17g/km of CO2.

The entry-level Design model returns 470 to 564mpg, and releases 12 to 14g/km of CO2.

Even with a run-down battery, you’ll still be getting over 50mpg.

Those low emissions and its 53-mile all-electric range figure will make the Prius appealing to company car drivers, as it’ll be in a low band for Benefit In Kind tax.

It’s in the eight per cent band for now, though that’ll become nine per cent in April 2025, 10 per cent the year after and 11 per cent in 2027.

Reliability shouldn't be an issue, either. Toyota is one of the most dependable brands on the planet.

Interior & Technology

The interior of the Prius won’t win many awards for luxury, but it's logically laid out and functional, and it’s a big improvement on the old version.

However, while bits of silver and gloss piano black trim feature in places, it isn’t enough to break up the otherwise dark, monotonal cabin. A splash of additional lighter colours here or there would brighten things up no end.

The steering wheel features a large central airbag box with buttons on each side, while the air vents sit horizontally along the dashboard.

Above the central air vents is the impressive-looking 12.3-inch infotainment screen, and beneath are some physical buttons to operate the climate control. Fortunately, there's no need to delve into the infotainment system to change the temperature.

The hybrid mode selector, which dictates the extent to which the car relies on the engine rather than the electric motor, is also switchable via a physical control on the centre console.

The infotainment system itself features nicely laid-out, crisp graphics, but it's not the easiest to navigate. Some of the menus are overly complicated, so finding your way around isn’t as intuitive as in some competitors.

Some of the icons are also on the small side, while some of the menus have to be accessed by pressing the left-hand side of the screen, which can be tricky if your arms aren’t that long, given the touchscreen's width. At least it’s responsive, and smartphone mirroring and voice control are available through Apple CarPlay and Android Auto.

Behind the steering wheel, you’ll find a seven-inch digital instrument display in place of more conventional analogue dials. Like the infotainment screen, it's sharp and clear but quite cluttered with information and offers nothing in terms of customisation. That is disappointing - even rival cars that offer little customisation will generally provide a couple of alternative layouts to choose from.

Overall, this interior design isn't going to have top marques like Audi worried, but it's an improvement on previous designs, and the overall build quality feels impressive.

There is just a lingering frustration that a couple of extra brighter touches here and there could easily have made it look better inside.

Practicality & Boot Space

Finding a comfortable driving position in the Toyota Prius is undemanding, especially in the Excel-trimmed edition.

It comes with electric seat adjustment as standard, although the Design model only has manual adjustment. Both versions have powered lumbar adjustment.

The steering wheel is also adjustable, although we found ourselves having to choose between an uncomfortable wheel position and being unable to read the lower end of the digital instrument display.

Forward visibility isn’t the best, as the front windscreen pillars aren't the thinnest. They are awkwardly positioned due to the car’s natural shape, so they’re heavily swept back and seem to get in the way.

It is even worse out of the back, with much thicker pillars obscuring over-the-shoulder visibility, while the rear side windows aren’t the largest.

Mercifully, front and rear parking sensors and a rear-view camera come as standard, which helps solve the problem.

The Excel model can also display a camera image taken from a camera on the roof in the rear-view mirror, which further improves things.

There is plenty of room in the front for taller drivers, and while you do feel a bit hemmed in, it shouldn’t cause an issue. Mind you, if you are very tall, you might feel the windscreen is quite close to your head, as the glass is sharply angled and extends quite far back.

Taller passengers in the back are less well catered for, thanks to the roofline slope limiting rear headroom. Legroom, though, is quite generous and should suffice for just about anyone.

Accommodating three adults in the back is just about doable, but longer journeys will leave you quite uncomfortable if all the seats are occupied.

The boot capacity, which was reduced from 457 litres in the old Prius full hybrid to a tiny 191 litres in the predecessor model's PHEV, offers some consolation. Admittedly, the new one doesn't make up much of that reduction, but at least the 284 litres that it now offers are an improvement on the old one.

Toyota doesn’t quote a figure with the rear seats folded down, but they only fold in a 60:40 split, which, although typical of this class, is less convenient than the 40:20:40 split you'll get in some cars.

The boot opening, though, is very wide and accessible, enabling you to take advantage of the available space. You also get an automatic tailgate on the Excel version, adding extra convenience.

A large, heavy-duty polystyrene tray covering virtually the entire boot area provides some underfloor storage. However, there's only a very small loading lip, which is just as well, given that the boot floor isn't adjustable.

You will find a decent amount of interior storage, with a couple of cupholders in the front, a cubby beneath the central armrest, a tray underneath the dashboard in front of the gear lever, and a couple of USB ports.

Safety

Although Euro NCAP crash-testing experts have yet to test the new Toyota Prius, given Toyota's track record, there should be few concerns. Only one of the last nine Toyotas tested has failed to score a five-star rating.

The last Prius was assessed back in 2016 and earned five stars, scoring 92 per cent for adult occupants, 82 per cent for children and 85 per cent for safety assists.

This latest model includes Toyota Safety Sense 3 – the newest safety and driver assistance technology suite. That includes acceleration suppression, full-range adaptive cruise control, overtake prevention support, indicator link control, lane tracing assist, lane departure alert with steering control, road sign assist, and an emergency driving stop system.

Proactive driving assist and dynamic radar cruise control are also included.

Options

The Toyota Prius has a minimal options list, although several body colours are available.

Solid dark blue, known as 'Lunar shadow,' is the default colour, while metallic silver, dark ‘ash’ grey, black, and mustard yellow are also available for a few hundred pounds more.

Pearl white and bright scarlet red are also obtainable but cost even more. There is little of note, though, apart from that.

Rival Cars

There is no shortage of plug-in hybrid competitors these days.

Peugeot’s 308 and Volkswagen’s Golf eHybrid are just two examples, while the Skoda Octavia and Vauxhall Astra also offer good alternatives.

The Kia Optima is another which you may have yet to consider.

If you’re looking at the higher end of the market, the Audi A3 is also available as a plug-in hybrid.

Verdict & Next Steps

The Toyota Prius has taken several steps forward with this latest version.

It offers decent performance, engaging driving dynamics, impressive fuel economy even with the battery depleted, and, with its all-electric range, you'll be able to complete many shorter journeys without even needing to use the engine.

Sadly, though, there’s a frustration that the interior isn’t as nice as it could be. Some simple touches here and there could brighten up its blandness considerably, although it’s still an improvement on the last Prius.

It is also not the most practical family car, given the sloping roofline limits rear headroom, and the boot is still on the small side. Meanwhile, the infotainment system isn’t the easiest to use, despite looking impressive with nice graphics.

We would choose the entry-level Design trim, which offers a longer all-electric range.

That said, the price jump to the Excel trim isn't bad, and on cold British winter mornings, its creature comforts, such as heated seats, might be appreciated additions.

All things considered, despite its imperfections, the Prius remains an excellent choice for eco-conscious motorists - and taxi drivers!

This Toyota Prius is undoubtedly the best version yet.

Where to next?

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**Score based on Select’s unique meta score analysis, taking into account the UK’s top leading independent car website reviews of the Toyota Prius.

**Correct as of 06/11/2024. Based on 9 months initial payment, 5,000 miles annually, over a 36 month lease. Initial payment equivalent to 9 monthly payments, or £3,152.43 (Plus admin fee) Ts and Cs apply. Credit is subject to status.