Toyota Prius 2016 Review

Toyota Prius hatchback
Australian Launch Review
Sydney, NSW

On the surface, the new Prius appears to be more of the same wrapped up in a radical new bodyshell and half-a-litre lower fuel consumption of just 3.4L/100km.

After all, the latest in a line of Prius models stretching back to 1997 is just a couple of inches longer overall, less than an inch wider and around the same height. The highest point of its unmistakable wedge shape moves seven inches forward, liberating an inch more head room up front and a whisker more at the rear, plus two litres more boot space.

It continues to employ a 1.8-litre four-cylinder petrol-electric powertrain and CVT automatic to drive its front wheels, and its claimed 0-100km/h time is actually two tenths of a second more leisurely than before at 10.6 seconds because the new Prius is actually 10 per cent less powerful than the model it replaces.

Heck, it even sticks with the same old nickel-metal hydride battery technology as its three predecessors, rather than the more advanced lithium-ion cells now commonly seen in other hybrids and EVs.

All that would sell the 2016 Prius well short, however. Scratch a little deeper and you'll discover the new car is the first to ride on a hybrid-specific 'GA-C' version of Toyota's new global modular platform (TNGA), which will underpin more than half of all models from the world's biggest car-maker within five years.

Banishing the old model's simple torsion-beam rear suspension, it's equipped with a new double-wishbone independent rear-end and revised MacPherson strut front suspension, bringing big improvements in roadholding, ride quality and refinement.

The new body delivers 60 per cent more torsional rigidity and a 24mm lower centre of gravity, yet is 25kg lighter (although the base model is up 10kg to 1375kg due to added standard equipment).

The result is a much quieter cabin, a greater feeling of solidity, improved body control and a far more settled stance in bumpy bends.

The tauter, more agile body is aided by a quicker steering ratio, which makes for crisper reactions to steering inputs and more willingness to change direction, and none of the bump steer or rack rattle that blighted previous generations.

The new Prius is no sports car and there's still a level of body roll during enthusiastic cornering (and the i-Tech rides noticeably more firmly on lower-profile 17-inch rubber than the base model on 15s), but now asks fewer compromises of keen drivers and is dynamically much closer to European small cars in this price range.

Likewise, its hybrid drivetrain is also more refined, asking fewer concessions behind the wheel. Every component has been improved, from the lower-friction 72kW/142Nm 1.8-litre petrol engine, to the smaller, lighter and more efficient 53kW/163Nm electric motor, reduced mechanical losses in the continuously variable automatic transmission (CVT) and a 33 per cent smaller power control unit and new transaxle-mounted inverter.

Curiously, total system output is reduced by 10kW to 90kW, but thanks to the more efficient powertrain it doesn't feel any slower.

It's still no fireball, but a healthier dose of midrange torque than in the average 2.0-litre small car is accompanied by a smarter CVT that dishes out less 'slurring' and more action under both part and full throttle openings. Like the chassis, the powertrain is quieter and more responsive.

Brake pedal feel is more consistent than before and, although there's still no gearshift paddles, the transmission's 'B' mode provides useful engine braking with the added bonus of quicker energy regeneration.

The transition between electric and petrol power is also less apparent, and although Toyota says coasting in EV mode at speeds up to 105km/h is now possible, the longest we could manage to actually drive before the petrol engine kicked in was 500 metres up a slight incline with a very light throttle up to 58km/h.

Similarly, we saw fuel consumption of 4.4L/100km in Sydney traffic and up the Old Pacific Highway to Kulnura, and then 5.5L/100km on the return trip via the freeway and a peak-hour city crawl. But we don't doubt the ability to match Toyota's super-frugal economy claim.

There's a vast step-up in terms of interior presentation and quality, with soft-touch surfaces now almost everywhere, lower and more supportive new front seats and a nicely presented tablet-like 7.0-inch central touch-screen. Steering wheel tilt adjustment is up by 40mm, but the tiller still lacks enough reach adjustment.

The white centre console looks a bit naff in the same way as the Chevy Volt's, but the fully digital twin 4.2-inch TFT upper instrument screns are both suitably futuristic and intuitive, displaying everything from a large digital speedo to power flow.

On top, all models gain handy new features like a multi-function colour head-up display, 10-speaker JBL audio and wireless phone charging (for compatible smartphones). At base level, there's also new safety aids like all-speed radar cruise control, active lane departure warning and bi-xenon headlights with auto high-beam, in addition to seven airbags and a reversing camera with active guidelines.

Since these features were previously reserved for the top-shelf i-Tech, it now adds a blind-spot monitor, rear cross-traffic alert, leather seat facings, satellite-navigation, digital radio, eight-way driver's power adjustment, front-seat heating and a larger 502-litre boot – 45 litres more than the entry model.

That's because the i-Tech comes with an inflation kit rather than a temporary spare, lowering its boot floor height, though both models offer the added flexibility of a 60/40-split, folding rear seatback because a lighter, smaller (but still nickel-metal hydride, not lithium-ion) hybrid battery is now mounted under rather than behind the rear seat.

Outward visibility is better too, with good rear vision via the twin tailgate windows, large side openings, hexagonal wing mirrors and narrow, well-angled A-pillar trims.

Overall, the Mk4 Prius is a big step forward for Toyota's hybrid hero and there's no doubt the base $2500 price is worth the significant gains in dynamics, efficiency, refinement and standard equipment.

More than ever, however, polarising design and a pricetag at least $10,000 higher than a conventional small car makes being seen to be green the number one reason to purchase a Prius.

Toyota says the Prius is cheaper to run than an equivalent petrol model, thanks in part to service prices capped at $140 each, and there's no doubt it emits less CO2 and harmful NOx than a small diesel that's almost as efficient, without taking into account the extra CO2 emissions involved in hybrid vehicle manufacturing.

There are other questions about hybrid batteries, which Toyota warrants for eight years but remains coy on actual service life and replacement costs, which could amount to around $4000.

That's a major factor in the lower retained values of hybrids, which in the case of the 2015 Prius is 62 per cent after one year according to Redbook.com.au, versus 70 to 74 per cent for all Corollas. After five years the 2015 Prius' resale value drops to just 37 per cent – the same as a base Corolla, but well down on the 40 to 42 per cent for the rest of the Corolla range.

Then there's the lower price of diesel fuel these days, which makes owning a small oil-burner more attractive on a purely economic basis, depending of course on the purchase price premium, how many miles you travel and how long you keep the car.

So far Australians are yet to be convinced by hybrids including Toyota's 'technology flagship', sales of which dwindled to less than 500 buyers last year -- despite hefty price cuts just a year after the Mk3 Prius arrived here in 2010 with a $40,000 starting price. Just 65 per cent of previous Prius buyers were private customers, with fleet purchasers accounting for up to half of the few sold during run-out last year.

Toyota Australia's first Corolla hybrid could change that when it arrives here mid-year with a lower price than the Prius, just as the smaller and cheaper Prius c hatchback and the larger and still-cheaper locally-built Camry Hybrid have proved more popular than Toyota's original hybrid icon.

For now only one thing's certain: They'll still pay more for the privilege initially and won't go unnoticed, but Prius buyers no longer need to compromise on dynamics and refinement to do their bit for the environment and their hip pockets.

2016 Toyota Prius and Prius i-Tech pricing and specifications:
On sale: Now
Price: $34,990 and $42,990 (plus on-road costs)
Engine: 72kW/142Nm 1.8-litre four-cylinder petrol
Motor: 53kW/163Nm water-cooled DC, permanent magnet
Total system output: 90kW
Transmission: Continuously variable automatic (CVT)
Fuel: 3.4L/100km (ADR Combined)
CO2: 80g/km (ADR Combined)
Safety rating: TBC

Also consider:
Toyota Camry Hybrid (from $30,490)
Toyota Prius c (from $22,990)
Nissan LEAF (from $39,990)