Toyota Prius v 2012: Road Test

Price Guide (recommended price before statutory & delivery charges): $35,990
Options fitted to test car (not included in above price): N/A
Crash rating: N/A
Fuel: 95 RON PULP
Claimed fuel economy (L/100km): 4.4
CO2 emissions (g/km): 101
Also consider: Citroen C4 Picasso (from $37,990); Holden Captiva 7 (from $35,490); Kia Rondo (from $31,990);  Nissan Dualis +2 (from $34,690)

With Toyota recently notching up four million hybrid vehicle sales globally, even the most ardent fan of traditional internal combustion propulsion must concede that hybrid hype has well and truly caught on.

Toyota’s confidence in hybrid systems is demonstrated by its ever-expanding range, evidenced here by the new Prius v seven-seat wagon. We were largely impressed on the launch drive, but will living with it for a week reveal hidden character flaws?

Initial impressions are of a regular Prius that has been stretched lengthways, with a bulbous wagon-like rear-end moulded into it. Closer inspection reveals that some of the styling results from function over form -- the pinched nose to cleave the air, the canted windscreen, the rear roof spoiler -- all designed to minimise aerodynamic drag, and thereby fuel consumption.

Inside, Prius v is laid out logically, as you would expect from a Toyota. A couple of nifty tricks add to its family appeal, with the three separate seats in the middle row allowing individual adjustment. The pull-up side window shades are another practical addition. The third row is capable of holding an additional two (small) bodies but also folds down flat, offering decent rear storage space.

The cloth seats are comfortable enough and the curious mix of fabric and plastic finishes found on the fascia and door panels are durable if not the last word in tactility.

Up-front, there are a few small adjustments to be made to prepare you for Prius driving. Firstly, the dash display is located centrally, and though the speed display is closest to the driver, it still requires a minor head tilt. This makes the head-up display (HUD) essential for keeping your eyes on the road.

Driving modes are selectable via buttons on the high centre console, with Electric Vehicle (‘EV’), Eco and Power mode options available, while control of the continually variable transmission (CVT) is mounted on the central fascia. Reminiscent of an 80s computer joystick, there are the usual ‘D’ and ‘R’ options, with an additional ‘B’ which provides engine braking from the 73kW/142Nm 1.8-litre, Atkinson-cycle four-cylinder petrol engine.

A 650-volt electric motor adds up to 60kW/207Nm, powered by a new lithium-ion (Li-ion) battery pack which is exclusive to this model [other Prius variants utilise a nickel metal hydride (Ni-MH) battery pack].

You sit high in Prius v, almost as if you are in a medium-sized SUV. Higher still is the second-row seating, which can cause rear visibility issues when someone is occupying the middle seat. Rear-side vision is also compromised by the small, rearmost side windows, initially requiring a double head check before changing lanes.

Commencing from a cold start, the electric motor quickly gives way to petrol running; it’s around five minutes before the ‘EV’ symbol appears on the dash display [meaning the car can be driven in pure electric mode].

Left to its own devices, Prius v does its best work cruising suburban streets, the electric engine augmenting the power delivery and taking control completely when coasting at speeds under 74km/h. Combined with gentle acceleration that maximises time spent in EV mode, it is possible to achieve the manufacturer’s claim of 4.4L/100km.

Making use of the pure EV mode, which allows for up to 2km of supply on a full battery, can further reduce these numbers, though using it under acceleration appears to drain the battery within 20 seconds; it’s best use is to maintain speed.

In the cut and thrust of a peak hour that saw 35km covered in an hour and a half, economy shot up to 7.8L/100km, the amount of throttle pressure required to keep up with traffic meaning the Prius reverted to petrol power the majority of the time.

In fact, response is positively lethargic in both regular and Eco modes, with a switch to Power mode required for meaningful movement to occur. This mode sharpens throttle response, but does take its toll on economy, relying far more on the petrol motor. Under load, the petrol engine becomes thrashy and is accompanied by the whine of the CVT as it ramps up drive. This isn’t its forte.

Out on the freeway, we covered 183km at an average of 5.6L/100km using Eco mode. A steady 110km/h failed to illuminate the EV symbol, but these figures are still impressive for a seven-seat wagon and far ahead of the competition (of those listed above, only the diesel Citroen C4 Picasso gets close with 6.8L/100km combined).

At these speeds, Prius v feels tall and narrow, strong cross-winds requiring a little steering correction to continue on the set path. Although an improvement over the hatch, there is still a fair amount of road noise filtered into the cabin.

Handling is front-led and nose-heavy, as you would expect with 60:40 weight distribution. But the car rides well, particularly at higher speeds, again revealing its intent as an efficient purveyor of family transport.

In essence, if you can get over the styling and adjust to the unique driving experience, Prius v makes a lot of sense for the environmentally-conscious young family. Add in the keen price ($35,990 MRLP) and the latest member of the Prius family finally appears to present true value, from both an up-front and on-going cost perspective.

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