FIRST DRIVE – 2010 TOYOTA PRIUS

Platinum Ride

Review and Photos by Shaun Keenan

The first wave of Toyota Priuses hit the pavement in Japan nearly a dozen years ago. North America and Europe

followed in 2001, and, while it’s a lot harder for some recording artists to (realistically) sell more than a few million records these days, the Prius went platinum – so to speak – a little over a year ago.

Gas-electric hybrids like the Prius are very much in vogue these days. Whether spurred on by an influx of über celebrity owners or eco-conscious governments and citizens during the past decade, the number of cleaner-running and more fuel-efficient hybrid vehicles on the road is growing every day.

Several manufacturers have at least one hybrid in their lineup, but Toyota’s Prius remains perhaps the most recognizable of them all – a star in its own right – and one with a bright future indeed. In fact, Toyota more than doubled the number of patents it holds on hybrid technology born out of the Prius (more than 1,000 of which came out of the redevelopment and redesign of this third-gen model) to the bane of the competition’s own hybrid vehicle programs.

For 2010, Toyota’s Hybrid Synergy Drive System was significantly overhauled and is now lighter and more efficient. This Prius gets its largest engine yet – a 1.8-litre Atkinson-cycle four-cylinder making 98 hp and 105 lb-ft of torque at 4,000 rpm – as well as a continuously variable tranny with several drive modes. A nickel-metal hydride (Ni-MH) battery-powered permanent magnet synchronous electric motor generates 80 hp (about 60 KW) and 153 lb-ft by itself. When the two are combined, net horsepower is 134, which is good enough for a 20 percent increase in power over past models.

Thanks to a new electric water pump, the 2ZR-FXE engine with dual VVT-i is Toyota’s first beltless powerplant and the default drive mode comes preprogrammed to offer good all-round performance. The additional drive modes are accessible via a series of buttons on the centre console that offer easy changeover to other modes, including the “ECO” fuel-saving choice. While suitable for everyday driving, the less aggressive programming makes the Prius feel a bit sluggish at times (particularly during launches and passing manoeuvres), but the benefits of running in this mode are as obvious as they are actual.

Next, “EV” mode allows the Prius to run on electric power alone at speeds up to about 40 km/h for short periods of time. It’s very useful in situations like traffic jams, parking lots and cruising, but not much else. EV mode automatically cancels itself with too much acceleration and/or when the battery is low.

Lastly, “PWR” mode improves launches, provides more oomph for passing and is great for those days when you’re feeling a bit frisky behind the wheel. You won’t win many races in power mode with this car, but you might “tree” a few unsuspecting motorists with the brisk starts it produces.

During a week-long test of the new Prius, I was constantly switching between the last two modes and managed to achieve 6.44 L/100 klicks combined over 310 km. That’s a few points higher than Toyota’s stated 3.7L (city) and 4.0L per 100/km (highway), but still very respectable.

The unique gear selector is simple, non-intrusive and effective – the joystick goes into either Drive, Reverse, Neutral or B (engine braking mode) and software takes care of all shifts. The CVT uses a single planetary gear, so there was no reason to get any more complex than this. I would, though, prefer a more traditional shift-into-Park-lever versus the button you must press every time you get to your destination. At least there’s a normal parking brake, but I’m still looking for a forward trunk release mechanism.

Seeing as those are basically my only qualms with the car, let’s get back to the electrical goodies for a moment. Regenerative braking, of course, helps keep the battery topped up; this technology has become common fare on many hybrids to date. But, Toyota engineers figured out that by recovering and recirculating hot exhaust gases, they could warm up the engine coolant and fuel faster for more efficient hybrid operation whilst maximizing fuel economy and reducing emissions. Search “hybrid exhaust heat recovery” at Howstuffworks.com for further explanation.

The 2010 Prius is larger than the new Honda Insight – both on the outside and inside – and it’s noticeable. Along with its exceptionally low 0.25 Cd coefficient of drag (compared to 0.26 Cd on the outgoing model), the more aerodynamic updated body aligns better with Toyota’s current and future design language.

The optional power moonroof with solar panels is not a first. What it’s being used for is. It’s actually the heart of the world’s first remote air conditioning system, a nifty extra (part of a premium solar options pack) that generates enough power for a small fan to circulate cooler outside air every ten minutes for up to three minutes without the gas engine ever turning over. The system is operated via the Smart key fob.

It wasn’t quite hot enough for me to try it, but, before dismissing it as a gimmick, I considered how much fuel is wasted and emissions produced when a traditional A/C running on full blast for five minutes is used to cool down a scorching-hot interior. Still, I’m unimpressed the solar panel serves no other purpose than to run a little blower. Could it not be used to help recharge the vehicle’s battery pack, run more accessories and/or even plug back into the local grid to keep the neighbourhood electricity supply topped up?

The battery pack and other hybrid powertrain components are smaller than before and, thus, the interior feels more welcoming inside. The cargo area is bigger than before and the 60/40-split rear seat affords sufficient space for larger objects. Here, Toyota has furnished the Prius interior with several different bio-plastic trim materials made from natural plant fibres like kenaf and ramie.

Naturally, a full complement of safety and technology features also come standard – VSC, traction control, ABS and seven airbags, for example – along with new touch tracer steering wheel controls for climate and audio. Designed to keep the driver’s eyes on the horizon when using these iPod-like controls, the system overlays information onto the multi-information display on the dash where the Eco drive monitor is also found.

The Prius has evolved like most other passenger vehicles, yet it is different in so many ways. What it finally evolves into, no one really knows. In a year or two, expect a lithium-ion (Li-ion) battery-powered plug-in version to enter the mix. Toyota is slated to release about 500 prototypes into various markets for shakedown purposes later this year.

If you can’t wait that long and/or need a car of the future now, the 2010 Prius comes pretty close.[PSGallery=13fhqjb48]

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