Toyota Prius C 2012 Review

Toyota Prius c

To push the brand towards wider market acceptance, the Japanese giant is this year expanding the Prius line-up, and here we have the first progeny of that strategy.

The new vehicle is not purpose built from the ground up. It's built on the Yaris platform, but it's packaged as a Prius. With some clever remodelling of the drivetrain gear, they've achieved that with little incursion into the passenger and cargo space so central to the Yaris formula.

As part of the pitch to mainstream acceptability, Toyota's marketing line is to look on the c not as a capital-H hybrid, but as a clever, competent light hatch that just happens to have a petrol-electric drivetrain. Which, on balance, it is.

It is, too, starting at $23,990 plus ORCs. But the 'most affordable' line is a bit of a furphy, founded as it is on the notion that people will buy just for the hybrid drivetrain. It ignores the fact that Australia's most affordable hybrid is also a full two segments smaller than the next most affordable, Honda's $30K Insight. It's probably more apposite to view the c is as a premium, high-spec Yaris.

The $23,990 base Prius c comes with keyless entry and ignition, height- and reach-adjustable steering, climate control air conditioning, cruise control and six-speaker audio with USB and AUX inputs. The audio is operated from a 6.1-inch central touchscreen inherited from the Yaris. The wheels are 15-inch steel, and there's a full-sized spare under the boot floor. The four-spoke steering wheel has soft-touch switches for audio, trip computing and HVAC functions.

On the outside are front foglights, a spoiler and a reversing camera.

Predictably for a high-end light hatch, it comes with power windows, a 60:40 split-fold rear seat, map lamp and ambient temperature readout.

Drive aids include cruise control, hill-start assist and an economy meter allowing you to calculate how much fuel you've used and, with the input of a fuel price, how much you've spent on it.

The c comes with switchable Eco and full EV drive modes. EV allows a kilometre or two of all-electric operation; when it detects the battery getting too low for comfort it automatically fires up the petrol burner. Eco mode puts a governor on the air conditioning system and the throttle.

For $26,990, the up-spec i-Tech version adds alloy wheels, self-levelling LED headlamps with washers, privacy glass, upgrades to steering wheel and interior trim materials, better audio, a bigger spoiler and power folding wing mirrors.

In the i-Tech, the base model's seat fabric gives way to an eco-friendly leatherette material, which Toyota says has all the qualities of leather, without the weight or the death. To the touch it's like extremely soft leather.

MECHANICAL

Net output is a claimed 74kW, put to ground through the front wheels via an electronically controlled CVT gearbox.

While the fundamentals remain in place, the package has been through change detailed enough for the company to call it about 70 per cent new. There's little point in listing all the revisions -- they go deep -- but they include friction reductions throughout; a one-piece exhaust manifold-cum-catalytic converter to improve thermal efficiency and emissions; a new power control unit and lighter, more efficient cooling systems for both motors.

A smaller, lighter transaxle has an integrated generator that converts redundant output from the petrol engine into electricity, with which it tops up the battery. To help keep costs (and therefore price) down, Toyota has stuck with nickel metal hydride (NiMH) battery chemistry rather than going to the more fashionable but expensive lithium ion (Li+).

New beltless, electrically operated water pump and air compressor reduce power sapping and allow the air conditioning to work independently of the petrol engine.

The primary aim of the redesign was to get the mass and volume down, and they have -- from 243kg in the larger car to 201 in the c. The most visible -- and palpable -- change has been in the NiMH power pack. They've pared it back enough to fit it under the rear seat, next to the fuel tank.

Fuel economy is up there with the best. On official figures, it's good for 3.9L/100km combined. That breaks down to 3.7 urban and 3.8 extra-urban -- remember, hybrids are at their best in crowded stop-start traffic that takes the burden off the petrol engine.

On launch day, we didn't achieve those figures. But 4.5L/100km from Coolangatta up through the Surfers Paradise metropolis and the back country is nothing to weep about -- not considering how hard we drove it at times.

The Prius c inherits the Yaris's front disc/rear drum brake formula, but integrates it for seamless operation with the energy regeneration system. If the word 'drum' sounds unattractive, a bit of slam testing on an airstrip proved it thoroughly competent with all the assurance the car's target market might want, both straight-line and putting the ABS to the turn-test. The pedal feels supple, progressive.

PACKAGING

The same applies indoors. Just months after Toyota replaced the Yaris's controversial central instrument binnacle with a conventional one before the driver, it's put it back in the middle for the Prius c.

Climb in and you find you sit fairly high, even down as low as you can go. But the newly designed seats are comfortable and supportive, with decent side bolstering. Sharing their fundamentals with those of the new Camry, they're relatively thin in the back, relying on sculpting for their comfort rather than upholstery. The anti-whiplash head restraints are comfortable, too.

The c is fairly generous with storage space, with largish gloveboxes front and centre, and door pockets sufficient to hold a 600ml drink.

As with the MY12 Yaris, Toyota's calling it a five-seater. That's a stretch, but with a little consideration from those up front, rear legroom is at the better end of its class. A relatively low stance -- 55mm beneath the Yaris at the roofline -- does take its toll in rear headroom for six-footers.

Putting the battery under the seat shows up in cargo space of 260 litres -- very little penalty next to the Yaris's 286. There's more with the 60:40 split-fold backrests down, but the gear beneath the seat stops it from folding flat.

And to quell one old preoccupation, Aussies rejoice -- no battery out back makes room for a full sized spare beneath the boot floor.

The powertrain management unit electronically integrates the regenerative and friction braking systems, resulting in seamless brake operation in all drive modes.

The front end has been designed to pass muster in those countries devoting increasing legislative attention to pedestrian safety.

The only safety shortfall may be in the central control panel, which can distract eyes from the road.

Then add the current generation of super-frugal petrol models -- the Honda Jazz, Mazda Mazda2, Skoda Fabia, MINI Ray, Fiat's 500 TwinAir (at a pinch) and yes, the Yaris, and the field starts looking rather confusing.

They all sip fuel. Most of them are razor sharp on equipment and value for money. For this kind of money, you can go up a sector without going too squalid. A recent week in a six-speed diesel Cruze hatch proved it a good thing indeed for its mid-20s price.

Where the Prius c stacks up best is on fuel economy, drive comfort and high-tech appeal.

ON THE ROAD

CVT drivetrains tend to sound slower than they are. On take-off and at low speeds, the drivetrain is smooth and quiet. In city traffic, while it's making the most of the electric motor, the c's cabin a nice place to be.

The engine only gets intrusive when you flatten the go-pedal, when it gives off a loud groan as the CVT tightens up the gear ratio to absorb petrol-guzzling revs. Sweet music it ain't, but it's integral to the system's extraordinary economy.

A bit of Googlework proved my guess of 0-100 in the mid-10s accurate. It's a pity the switchable drive mapping doesn't extend to the larger Prius's Power setting, which works rather well when you need a bit of go.

To get the most out of it in its intended sphere of performance, its computing functions extend to marking you for driving efficiency (52 per cent on the launch program -- a pass conceded). With the input of a petrol price, it will even calculate the cost of a trip. Ironic, given the Prius c runs so cheaply the cost of most trips won't be worth knowing.

Once the car is rolling, its feel belies its lightness. At 1120kg, the base c is 250kg lighter than its larger stablemate. Lift your foot in Drive and it rolls and rolls; less so when you shift to the regenerative braking (B) mode, in which the regen systems absorb more energy during passive deceleration.

Bringing the battery pack inside the wheelbase makes it a better drive than either the big Prius or the Yaris. Though it carries a bit over 100kg more than the latter, it puts it to good use in the bends by keeping it low and apportioning it right both ends. Front and rear, the added gravity plants the c's feet for better cornering, while up front, it helps the electrically assisted steering deliver better feel.

The safety electronics are a mite too vigilant -- you don't have attack a corner like Casey Stoner to get a rise out of the ESP. But that shouldn't prove an issue for this car's target market.

Does the baby Prius succeed in bringing the brand downmarket? The c has the hallmarks of a sales success: a neat USP for its segment, an upmarket feel and decent equipment for the money, Toyota build quality, reliability and resale values and -- important given the bath you can take on servicing elsewhere -- a capped scheduled service price of $130 during the three years/60K warranty period.

Read the latest news and reviews on your mobile, iPhone or PDA at carsales' mobile site…