The Prius has earned this. Whereas the humble city car once represented the avant-garde of electrification, it’s now a veteran in the space and, in some sense, the victim of its own success. The vehicle’s hybrid technology—what Toyota calls Hybrid Synergy Drive—now powers the RAV4, Corolla, Highlander, Crown, Sienna, and a litany of Lexus models. Even as fully electric models have proliferated over the last few years, both conventional (parallel) hybrids and plug-in hybrids from automakers across the globe are in huge demand. As Toyota group Vice President and General Manager Dave Christ put it, “The weight of the Prius name is heavy—it carries with it the identity of an entire category of vehicle powertrain.”

The new Prius, launched last year for 2023, may not deserve your undying passion as a driver. That would be a stretch. But it does deserve your respect. Not only is this fifth-generation the best-driving Prius in the model’s nearly three-decade run, it’s by far the best-looking, all while remaining a committed MPG maven.

Heavy may lie the crown, but this latest Prius is only marginally porkier than its predecessor. Base curb weight is up between 50 and 150 pounds, give or take, depending on trim. That’s despite a larger, 2.0-liter gas engine and significantly more overall power than the outgoing fourth-generation car. Whereas the prior Prius’ 1.8-liter engine and hybrid system peaked at 121 hp and 105 lb-ft of torque, here output ratchets up to 194 hp and 139 lb-ft (or 196 hp with all-wheel drive). That translates to a 0-60 time of 7.2 seconds for the new front-drive Prius, versus 9.8 seconds for the car it replaces.

Toyota says that the new Prius’ second-generation TNGA-C platform is lighter and more rigid than before. The battery pack now uses lithium-ion chemistry rather than nickel chemistry, saving space and as much as 40 pounds while increasing output by 15 percent.

Specs: 2024 Toyota Prius Limited AWD

Price: $37,160 (base); $39,938 (as-tested)
Powertrain: 2.0-liter four-cylinder gas engine, two electric drive motor/generators (one front, one rear), one integrated starter-generator; electronically controlled continuously variable automatic transmission
Output: 196 hp combined; 150 hp @ 6000 rpm, 139 lb-ft @ 4400 rpm gas engine
Layout: All-wheel-drive, four-door, five-passenger liftback sedan
EPA Fuel Economy: 49 mpg city, 50 mpg highway, 49 mpg combined
Competitors: Honda Civic Hybrid, Hyundai Elantra Hybrid, Kia Niro

Given that we’d previously reviewed a 2023 Prius Prime, the plug-in variant that comes exclusively with front-wheel drive, for 2024 we went with a Prius Limited with all-wheel drive. The $37,160 Limited is the loaded trim, incorporating the XLE’s standard features plus a 12.3-inch touchscreen, JBL eight-speaker audio system, heated steering wheel, heated and ventilated seats, eight-way power driver’s seat with memory, and a power rear liftgate. Optional extras on our loaner: the Advance Technology Package’s 360-degree camera and automatic parking ($1085), heated rear seats ($350), carpeted floor mats and cargo mat ($299), door sill protectors ($250), a rear bumper appliqué ($69), mudguards ($150), and a dash camera ($375). All in, MSRP came to $39,938 including destination fees.

For nearly 40 grand, a mainstream car better turn heads, and the Prius does. We got a number of neck snaps and stares from Prius drivers in particular. The new design is sleek and elegant, rather than the drab or dorky appearance that usually results from cars drawn exclusively for their aerodynamic efficiency. Sure, the car’s lines are significantly cleaner and simpler than the overwrought fourth-gen Prius it replaces, but the success of this design starts with its proportions. The car’s roughly one inch of extra width allows for a more planted stance and a lower hip point. The roofline is two inches lower, and the wheels are pushed out closer to the bumpers. Our Limited tester rides on standard 19-inch wheels, which hamper fuel efficiency by about 4 mpg over smaller wheels, but look damn stylish in the process.

Nothing about the interior suggests outright luxury, but neither does it betray obvious cost-cutting. Behind the better-than-average-quality plastics is a logical, practical, unfussy design. The starter button is right where you expect it to be. Climate functions operate via two rows of buttons positioned below the center screen. Two of the car’s six USB-C ports are situated just below that, alongside a 12-volt accessory port and conveniently above a handy phone tray. Press the release lever on the tray and you’ll find yet another storage tray—this one perfect for hiding valuables out of view when the car is parked. I wouldn’t call the center console generous, but given the other storage options in the vicinity, it’s alright. As for the phone slot in which you can lay your phone on its side—twofold brilliance. It charges in there wirelessly, and while stored there it seemed much less tempting to reach for at long stop lights. 

Longtime Prius fans may notice a few other important shifts. For starters, the giant iPad-like screen from the upper trims of the outgoing car has been replaced with a much more handsome center touchscreen. Beyond that, the instrument cluster now sits behind the steering wheel on a little perch, rather than up in the center of the dashboard behind the display. The shifter, too, is positioned in a more conventional location between the seats rather than on the dashboard like some electro-mechanical proboscis. All of these choices indicate a kind of design maturity—the Prius doesn’t have to constantly remind you it’s a hybrid, because the West has already been won. Instead it can focus on, well, being a thoughtful and useful car.

To wit, the new Prius’ liftback body style works great in daily use. The trunk is nice and wide, with a reasonably low load height. The all-wheel drive hardware on the rear axle—an electric motor and its accompanying components—contribute to a slightly taller trunk floor, but it’s within reason. On either side of the main floor are useful cubbies, perfect for the odd single grocery bag or tote. My favorite feature: a molded plastic piece on either side of the rear seats that, when said seats are folded, keeps the seat belt in position and out of the way of large cargo. 

The interior’s sole weak point I found during a week with the Prius is that rear-seat headroom is worse than before. (The price we pay for that sweeping roofline.) The seats could use a bit more support for longer drives. Oh, and when the windows are open at speed, the wind causes the moonroof shade to flap like a beached carp.

My only other major gripe concerns the noise of the gas engine when it kicks on from pure-electric operation. (It stays on if you select B mode, which better charges the battery.) The 2.0-liter sounds hoarse and unhappy, as if it just swallowed a cylinder of black peppercorns. 

That clatter arrives in contrast with what is otherwise a serene driving experience. The ride is composed, comfortable, and not excessively floaty. Turn-in isn’t exactly crisp, and the steering feels artificially weighted, but the Prius changes direction with poise. It’s sure-footed on bumpy roads, twisty roads, freeways, you name it. The car’s biggest achievement is how it blends brake feel, resulting in a seamless transition between mechanical and regenerative braking—no easy feat. (Those brakes do groan a bit at low speeds, however.)

In several hundred miles of mixed driving, the Prius had no problem getting 50 mpg, equaling its mixed highway rating from the EPA. The new car’s combined rating of 49 mpg is 2 mpg greater than the outgoing XLE e-AWD’s 47 mpg, but the older Prius highway rating beats this car’s 50 mpg rating by 1 mile. Suffice to say, the new car is about as efficient as the Prius it replaces while offering much more useful passing power and far superior handling. 

All that said, unless you live in an area that experiences severe winter weather, I’d much sooner buy a set of top-shelf winter tires for a base Prius LE ($29,470) or a mid-grade XLE ($32,490) and stick with front-wheel drive. This Prius makes a lot more sense as a mainstream car that punches way above its weight than it does as a luxury-adjacent commuter, and the LE returns an impressive 57 mpg. 

In fairness, the heated seats are nice and the 360-degree camera works flawlessly, but for $40,000 a Prius—even one this good—is facing competition from the Audi A3s and Mercedes-Benz CLAs of the world, not to mention the more spacious Honda Civic Sport Touring that comes with a standard hybrid powertrain for 2025. Hell, for the same price you could lose 6 or 7 mpg and pick up an Accord Hybrid Touring, which is a whole lot more spacious and luxurious.

Naturally, none of the above can boast Toyota’s track record for reliability. That and low long-term maintenance costs remain major factors in new-car decisions, which also explains the Prius’ generally fabulous resale value.

So far in 2024, its first full year of sales, Toyota is on pace to sell about 45,000 examples of the new-generation Prius. That’s a long way off from the heyday of the early 2010s, when sales topped 200,000 for three years running. However, don’t take that to mean the Prius has lost its way—if anything it has found it, maturing into a well-sorted and sophisticated hybrid commuter nobody should be embarrassed to drive. Think of this fifth-gen car as the Prius entering its golden years as a silver fox—older, wiser, and relieved from the burden of carrying so much early water for hybridization. Like it or not, this is the Prius’ world; we’re just living in it.

2024 Toyota Prius Limited AWD

Price: $37,160 (base); $39,938 (as-tested)

Highs: Useful power, practical interior, handsome styling. Excellent brake feel. And, of course, 50 mpg.

Lows: Sub-par headroom in the back seat. Noisy gas engine. Limited’s nearly-$40K price pits it against more spacious rivals.

Takeaway: Far and away the best-driving, best-looking Toyota Prius in history.

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Ever since it came to North America, but especially since its second generation in 2004, the Prius has dared to be different. It was Toyota’s first hybrid and the car that defined the brand in the 2000s. Its styling was clearly shaped in a wind tunnel, simultaneously futuristic and dowdy.

The Prius was the car for people who didn’t want a typical car. It was quirky, with its own brand of anti-styling, but that was sort of the point. With the latest ground-up redesign for 2023, it looks … kinda good! Even if you don’t love it, the new digs are cleaner, sleeker, and still distinctive.

When it first debuted as a 2012 model, the new plug-in hybrid version of Toyota’s third-generation Prius had just 11 miles of all-electric range. For its next iteration, this time called Prius Prime (2016 model), EV range grew to 25 miles. To better distinguish it from ordinary hybrids, the Prime got unique front and rear fascias as well as a swoopy new backlight. It was a somewhat out-there design variant of an already strange-looking fourth-generation Prius.

The 2023 Prius Prime falls back in line with the appearance of the standard Prius, which is fine by us; the hybrid’s sleek new look is one of the most refreshing (and frankly, surprising) designs of the year. But how does this plug-in hybrid drive? We attended a two-day media event in Carlsbad, California, to find out, spending time behind the wheel on both highways and canyon backroads.

For 2023, both the Prius and Prius Prime are all-new, sharing a 2.0-liter inline-four gasoline powerplant that produces 150 hp. While the standard Prius uses either a 111-hp electric motor in its front-drive configuration or a 40-hp electric motor in the rear in all-wheel-drive form, the Prime pairs its gas engine with a 161-hp front electric motor for a combined 220 hp. (All-wheel drive is not available for the Prius Prime.)

You probably notice that the Prime’s total power output doesn’t match the sum of max output from the gas engine and front motor. That’s typical for hybrids that strive for efficiency; rather than having 311 hp scratching at the pavement through two 195/50R19 all-season tires, the Prime relies on its electric power to assist the Atkinson-cycle four-cylinder for sure-footed acceleration. In other situations, the electric motor can power the car on its own. The Prime’s electric motor is fed by a 13.6 kWh lithium-ion battery that can be charged at home with either a 12-amp, 120-volt, or a 16-amp, 240-volt circuit.

For some context, Toyota kept a previous generation Prius Prime on hand to drive back-to-back with the new model. The contrast was stark, and we’re not talking just about the literal contrast of the infotainment screen. The touchscreen in the previous Prius responded promptly, but the angle of the screen and its coating, presumably designed to reduce glare, washed out the whole display. The new car is, thankfully, much better in that regard.

If the previous Prime had any advantage, it was the abundance of 10-gallon-hat headroom. So much that it was genuinely confusing. Who needed this much headroom? It seemed more like a strangely packaged minivan than a car. The new Prius is cozier but still functional. At six feet three inches tall, I had the driver’s seat placed near the back of its travel and still had space. I could even sit behind the driver seat when it was adjusted for me, although at that point the seat did begin to encroach on knee room. A rear-seat passenger of my height, however, did have to settle down into the slightest of a slouch to keep from brushing the headliner.

I spoke to a current Prius Prime owner, my sister, who specifically asked about the rear seats. She reported that the previous Prime had an odd headrest geometry for the second row that made it less than comfortable. I noticed no such ergonomic issue in the current car. With just a cursory test we found that the back seats should be perfectly fine for most passengers, with only taller occupants finding things a bit cramped on a long road trip.

The most shocking disparity behind the wheel is how much more refined the 2023 Prime is compared with its predecessor. The new car is quieter, the engine noise is more isolated from the cabin, and the ride and handling are more refined—sure-footed like a middle-of-the-road midsize car rather than an economy-conscious fuel-sipper. The previous Prime’s tires, too, would protest with unhappiness under any kind of cornering load; even modest steering angle brought a quiet but noticeable chorus of humming from the tires. The new Prime just drives on, dutifully performing the tasks one asks of it.

Step on the accelerator and the new Prime is far more enthusiastic, as you’d expect with an extra 100 hp, and it pulls away from stoplights with surprising authority. Toyota says 0-60-mph sprints are handled in 6.6 seconds, which is not bad at all and roughly how quick an F-150 SVT Raptor did the deed back in 2011.

Specs: 2023 Toyota Prius Prime XSE Premium

• Price: $33,445 / $40,265 (base/as-tested)
• Powertrain: 2.0-liter DOHC Atkinson-cycle inline-four/161-hp permanent magnet AC synchronous motor
• Horsepower: 150 hp @ 6000 rpm (gas engine), 220 hp combined with hybrid boost
• Layout: Front-wheel-drive, four-door, five-passenger hatchback
• EPA-Rated Fuel Economy: 50/47/48 mpg (city/hwy/combined)
• Electric range: 39 miles (84 mph max)
• 0-60 mph: 6.6 seconds
• Competitors: Hyundai Ioniq PHEV (ended production 2022), Kia Niro PHEV

What It Does Well

For those that want to drive something that looks different, the Prius still achieves that goal. With 44 miles of EV range for the SE model (39 miles for the XSE Premium we drove), the Prius Prime could suffice for all-electric commutes for a huge contingent of Americans, saving its gasoline engine for longer weekend trips. When the all-electric range runs out, the Prime acts like a totally normal car, albeit still providing a smooth, quiet ride. We asked Toyota how a seldom-used gasoline powerplant would factor into routine maintenance, and Toyota says that service intervals will be set by region.

Changes We’d Make

The 2023 Prius Prime does make some tradeoffs compared with its predecessor. Combined fuel economy is down from 54 mpg combined to 52 mpg combined (SE model). However, that slight downgrade will likely be worth it considering the improved performance that will make itself felt in daily driving, although the average buyer will likely be more thrilled with nearly double the electric-only range. And as much as we like the sleek new roofline, it does reduce rear headroom a bit. The front half of the car might lend itself nicely to a taller hatchback rear, creating a wagon like the old Prius V to return even more space.

Who’s it For?

Toyota, usually one of the more conservative automakers in terms of strategy, took some big risks with this generation of its beloved Prius. However, with plenty of other hybrid Toyotas on the market now, the grandfather of hybrids may finally have some room to differentiate itself. That combination of emissions-free range, a gas engine that allows for up to 600 miles on a tank with a full battery, and attractive styling is sure to lure in city and suburban drivers not quite ready to make the leap to an EV.

2023 Toyota Prius Prime

Price: $33,445 / $40,265 (base/as-tested)*

Highs: Smooth ride, plenty of power, and sleek styling. Much improved EV range.

Lows: Slightly less roomy than its predecessor, busy instrument panel.

Takeaway: A near faultless commuter with useful EV range, good looks, and a trusted Toyota badge.

*The Prius Prime starts at $33,445, with the range-topping XSE Premium starting at $40,265. Cars should start arriving at dealerships this May.

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The post 2023 Toyota Prius Prime Review: Killer commuter appeared first on Hagerty Media.

Audi’s latest concept goes from crossover to truck with the push of a button

Intake: What a bizarre and intriguing concept to come from such an unexpected source. This is the fourth concept in a series of four from Audi, and it’s called the Activesphere. A “four-door crossover coupé with an astonishingly versatile body design is now making its debut.” The “highly elegant car is more than a mere luxury-class sports car,” as the Sportback rear of the Activesphere “can turn into an open cargo bed  at the touch of a button, perfect for carrying recreational equipment such as e-bikes or water and winter sports gear.” In other words, press a button and it’s a pickup truck.  It’s a U.S. creation, conceived at the Audi Design Studio in Malibu, California. Studio manager Gael Buzyn and his team are the creative minds behind the project. The idea: “The Activesphere is unique. It is a new type of crossover that cleverly combines the elegance of an Audi Sportback, the practicality of a SUV and true offroad capabilities,” if he does say so himself.

Exhaust: It’s electric, of course, and we’ll never see such a vehicle from Audi, but Subaru could maybe pull it off. Still, says Oliver Hoffmann, Member of the Audi Board of Management for Technical Development: “As a perfect all-rounder, the Audi Activesphere concept is ideally suited for the high demands of a future-oriented generation of Audi customers – people for whom individual mobility and sustainability are not mutually exclusive. “ —Steven Cole Smith

Colin Chapman’s own Lotus Elan could be yours

Intake: A 1972 Elan +2 owned by Lotus founder Colin Chapman will go to auction in the U.K. in February. The car is finished in its original Tawny paintwork with a contrasting silver roof and an oatmeal vinyl interior, while the dashboard is a single piece of walnut veneer. When the Elan +2 was launched in 1967 its job was to move Lotus upmarket and perhaps even tempt buyers away from the likes of Jaguar. For that reason, it was the first Lotus not also offered in kit form for DIY mechanics to assemble. Although it was larger in every dimension than the original Elan, the +2 stuck to its founder’s lightweight principles and remained an agile, entertaining drive, just with a dash of luxury never previously available. Chapman drove the car for its first 6,600 miles and it then spent many years at the Lotus museum before being sold into private hands. Less than 400 miles have been added since and the car still wears its original Dunlop SP tires. For sale at Silverstone Auctions on February 25 it is estimated to fetch £60,000–£70,000 ($74,000–$86,500) and joins seven other celebrity Elans on the block whose previous owners include Peter Sellers, Jochen Rindt, and Rob Walker, as well as the car driven by Diana Rigg as Emma Peel in The Avengers.

Exhaust: Despite its importance in repositioning the Lotus brand the Elan +2 has never quite had the same appeal to collectors as the two-seater S1. The Hagerty valuation guide shows that a #1 Concours S1 would be worth $54,600 while a +2 in equivalent condition would fetch $10,000 less. Being owned by Chapman himself this car will, no doubt, buck the trend. — Nik Berg

Ford recalls 462,000 SUVs for rearview camera issues

Intake: Ford is recalling more than 462,000 SUVs globally for rearview cameras that may be defective. The recall involves Ford Explorer and Lincoln Aviator SUVs from the 2020–23 model years and Lincoln Corsairs from 2020–22, all of them equipped with a 360-degree camera. The recall covers almost 383,000 vehicles in the U.S. Ford said it is aware of 17 minor accidents that may have resulted from the defect. The video output of the cameras may fail, preventing the rearview camera image from displaying and increasing the risk of a crash while in reverse, according to a recall report submitted Monday to NHTSA.

Exhaust: Ford really doesn’t need any more recalls, but fortunately this is a minor one, and apparently can be fixed with a software update. — SCS

Public Citizen is still mad at Toyota

Intake: Ralph Nader’s Public Citizen advocacy group has been openly protesting Toyota and its chairman, Akio Toyoda, since Toyoda said we should pump the brakes a bit before we push everyone into electric vehicles prematurely. They picketed the Washington, D.C. auto show where Toyota was showing the new Prius, claiming that Toyota, almost criminally, should have made it all-electric, calling the new car “a monument to pollution and stagnation.” Now that Toyoda has said he will step aside from the CEO job in April, Public Citizen is still at it. Says Deanna Noel, climate campaign project manager, about Toyoda’s replacement, Koji Sato: “This change of leadership appears to signal Toyota knows it’s far behind on EVs and must rush to remake itself… Along with committing to a 100 percent ZEV future, Mr. Sato must reverse Toyota’s anti-climate lobbying and commit the company to clean up its supply chain and protect human rights. Without a clean, fossil free, and equitable supply chain, ZEVs will fall far short of meeting climate imperatives.”

Exhaust: No comment, aside from: Give it a rest.  — SCS

First days of Mecum Vegas motorcycle auction bring shocking prices

Intake: The Mecum Las Vegas motorcycle auction is the largest motorcycle-specific auction and was primed to sell over 2000 bikes this year. The sales reports are just starting to cross our desk, and there are a few sales of note already: a 1973 Kawasaki Z1 900 sold for $55,000 (plus buyer’s premium), and a 1972 Honda CL350 equipped with the “Flying Dragon” dealer-installed gas tank and side panels netted $72,000. If sales like this are any indication, it is shaping up to be a wild year.

Exhaust: “Prices that were shocking last year are being eclipsed by double or more in some cases this year. And that’s only Thursday of the auction week,” says Hagerty senior information analyst James Hewitt. That Z1 sale is $20,000 over the current #1-condition pricing, so the seller is likely quite happy to celebrate the 50th anniversary of the Z1 model with a payday like that. The CL350 Flying Dragon is a truly odd instance as a #1 (Concours) Condition CL350 is $10,000 and the dealer-installed Flying Dragon parts can still be sourced NOS for prices in the $3000–5000 range. Since these were not factory parts, there is no way to tell the bike was originally sold with these wild-painted parts so it rarely bumps value in this significant way. — Kyle Smith

Integra Type S prototype will bow at Daytona

Intake: Acura will debut a camouflaged version of the forthcoming Integra Type S at the Rolex 24 Hours of Daytona this weekend. The car will be wearing a special camouflage wrap and will be in the paddock the entire weekend, also serving as the lead car for the start of the race. The Integra Type S will be powered by a larger four-cylinder engine than the standard car (2.0-liters vs. 1.5-liters) that Acura says will produce north of 300 horsepower. Expect a lot of the mechanical bits on the Type S to come from the new 2023 Honda Civic Type R. More details about the car will arrive closer to launch later this year.

Exhaust: If our time with the new Civic Type R is any indication, the Integra Type S should be an absolute riot to drive. We’re a little worried about pricing, however; The Civic Type R already clears $40,000, and there’s a real chance we might be looking at a $50,000 front-wheel-drive compact here. Still, it will be neat to see the car out in front of the packed field for this weekend’s endurance race. Let’s go racing! — Nathan Petroelje

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