I never did understand the charm of the 1st generation Toyota Prius. The first Prius was small, underpowered, clumsy, and only had a slight advantage in the MPG department than your run of the mill Honda Civic LX or Toyota Corolla. The 2nd generation Prius (introduced in 2004) promised to offer the latest hybrid technology and a more civilized ride, but the propaganda wasn't enough to spark my interest. That was until recently, when I got the chance to drive a new Prius from San Francisco to Seattle Washington.

Styling: 1/10

When Toyota introduced the 1st generation Prius to the American market in 2000, I couldn't imagine a company conjuring up a less attractive design: that was until the 2nd generation Prius hatchback was unveiled a few years later. Unlike the herd of hybrids on the market, which all use the same basic sheet metal as their non-hybrid counterparts, the Prius resembles no other Toyota model. Unfortunately the Prius' unique styling doesn't translate to good looks. On the contrary, the Prius' almost continually arced body shape is awkward, if not homely. To add insult to injury, Toyota sits the Prius on tiny 15" alloy wheels (they look more like 13's due to the Prius' tall profile). The Prius' design is, however, functional. With a drag coefficient of just 0.26, the Prius' funky design is one of the slipperiest on the road. Note: For about $800 dollars extra, Toyota does offer a Touring trim level, which upgrades the Prius with more appropriate 16" alloy rims, xenon headlamps, fog lamps, and a larger rear deck spoiler.

Performance:

Acceleration: 7/10

With a few exceptions, hybrid cars generally aren't very quick, and so the story goes with the 2007 Prius. The Prius is, however, not nearly as sluggish as I had expected. Although the Prius has a miniscule net horsepower rating of just 110 (with its 1.5-liter VVT-i 4-cylinder gas engine and electric motor working together), the Prius provides surprisingly strong acceleration. Floor the Prius' throttle and it gets up and goes effortlessly and though it's not particularly fast, it certainly won't leave you in the dust at stop lights: I can't say the same about the 2007 Civic Hybrid.

One of the worries I had with taking a Prius to Seattle and San Francisco was that it would have a hard time climbing those almost vertical hills in the city. However, even with four adults in this car, the Prius showed no signs of strain while climbing SF and Seattle's steep city streets. Overall, acceleration is on par with most non-performance 4-cylinder vehicles on the market equipped with automatic transmissions. There certainly wouldn't be any compromise in acceleration by switching from, say, a 2005 VW Jetta GL 4-cyl/auto to a 2007 Prius.

Engine refinement: 10/10

The beauty of the Prius is how incredibly refined its powertrain is. Though the Prius may not offer exhilarating acceleration, its engine is quiet, smooth, and the transition form this vehicle using solely electric power (at idle or when cruising at speeds below 40 MPH) to using both the conventional engine and electric motor (at highway speeds or when acceleration is needed) is seamless and almost unnoticeable. The Civic isn't nearly as smooth. If you have never driven a hybrid vehicle with Toyota's Hybrid Synergy Drive System, it shouldn't take much time getting accustomed to this technology. Although the Prius uses both a regular 1.5-liter gas motor and an electric motor, this powertrain feels much like any other vehicle equipped with a high quality conventional gas 4-cylinder engine, at least most of the time. At idle and at low speeds, the Prius' gas engine shuts down allowing the Prius to run silently on just the electric motor. Floor the Prius' throttle, however, and the gas engine instantaneously comes to aid of the electric motor. Even when the gas/electric engine are pushed to their limits, the marriage of these two power sources doesn't emit any more noise than a new 4-cylinder equipped Honda Accord or 4-cylinder equipped Toyota Camry. Note: Because the Prius uses an electric powered air compressor to drive both the power steering and air conditioning, neither put a hamper on performance.

Transmission: 10/10

Like most hybrid cars on the market, the Prius comes with a CVT (no manual gearbox is available). Unlike a conventional transmission that shifts from gear to gear when accelerating or decelerating, the Prius' CVT transmission slides over a virtually infinite number of ratios. The result is that the Prius is always in an RPM range that is optimal for engine power and efficiency. If you are used to driving a vehicle with a conventional automatic, the Prius' CVT does have a strange feel to it since you won't feel it shift from gear to gear while accelerating. However, getting used to this type of transmission doesn’t take long, and in the Prius' case its CVT is a lot smoother than most conventional autos that are equipped in similarly priced midsize vehicles.

Getting accustomed to the Prius' CVT wasn’t nearly as much of an issue as it was getting accustomed to its electric shifter. To start, the shifter juts out of the dash like a joystick and instead of your typical PRNDL type set-up, Toyota provides RNDB; B acts sort of as a lower gear while still receiving the benefits of regenerative braking (beneficial for coasting down hills). This shifter isn't terribly hard to use, but if you are used to a conventional automatic shifter, it feels awkward and takes some time to get accustomed to. After having my Prius for 4 days and well over 1600 miles, I still found myself fumbling to get this shifter to operate properly.

Handling: 6/10

While the '07 Prius corners with significantly less body roll than the pre 2004 models and steering feedback has improved enormously, handling still could be improved. The '07 base model that I drove pitched and wallowed through harsh turns, and though it doesn't feel horribly unstable, the Prius doesn't feel nearly as nimble as its main hybrid competitor, the Honda Civic Hybrid. I am also not a fan of the driving position. Because of the steeply racked windshield and the long dash, the Prius' driving position is reminiscent of a minivan's. While this doesn't relate directly to poor handling, it's hard to drive a car aggressively on twisty roads when you are put in a minivan-ish environment. If you are looking for improved handling, checking out Toyota's sportier "Touring" trim level (offers a tighter suspension and bigger wheels with wider tires) may be in your best interest.

Braking 9/10

Under light brake pedal use, the Prius uses regenerative braking, which slows the vehicle while also capturing energy that would normally be lost with just a conventional set of brakes. During this process conventional brakes are not used, saving on the brake pads. If you need to stop quickly, the conventional (front disc/rear drum w/ABS) brakes come into play. So do they work? Absolutely. The Prius stops just as well as it goes; the brakes exhibit no fade or vibration under heavy use. If you've never driven a vehicle with regenerative braking, there really isn't a marked difference in the way the brakes feel versus a conventional braking set-up, at least not with the Prius.

On the highway: 9/10

Aside from a few unfamiliar noises under the hood from time to time (most likely due to the transitions of electric and gas power), the Prius is an incredibly quiet car on the highway. Even at high speeds upwards of 75 MPH, wind, engine, and general road noises are kept isolated from the cabin. Also, despite its suspension being relatively stiff, the Prius absorbs bumps beautifully, even on extremely rough road surfaces. The Prius also feels surprisingly stable at high speeds and though the Prius has a relatively tall profile, it doesn't feel all over the road when the winds get gusty.

The only slight gripe I have with the Prius' highway manners is its inability to tackle steep inclines on the highway with as much prowess as many cars in its price range. While I was able to maintain 75 MPH on 7% and 8% grades while driving up I-5 through Oregon, it required the accelerator to be pushed to the floor. On the plus side, even when my foot was mashed to the floor, the Prius' engine never sounded fussy or stressed like many smaller cars on the market, i.e. Toyota's own Corolla or my own Civic EX for that matter.

Fuel Economy: 9/10

According to the Prius' window sticker, it should get 60 MPG in the city and 51 MPG on the highway (about 6 MPG more combined than the Civic Hybrid). According to Toyota's trip computer, however, I averaged about 39 MPG with around 90% highway and 10% city driving using the recommended 87 octane. I found the trip fuel economy gauge to be fairly accurate; at 402 miles of driving I filled up with regular petrol and was able to squeeze in 10.1 gallons (39.8 MPG). The 2nd fill up was slightly better at 40.5. The 3rd fill-up was down again to 39.5. Although I did drive my Prius a little harder than how most people will drive theirs, I was expecting better gas mileage, aggressive driving or not.

Interior

Quality: 9/10

I have heard a lot of people say things like "why buy a Prius, when a much cheaper Corolla or Yaris receives almost as good fuel economy." That's rational thinking, except the Prius isn't just about good fuel economy. It's truly a much nicer car than a Toyota Corolla or Yaris. The Prius' dash is nicely textured, the plastics used throughout the cabin are generally high quality (much higher quality than the Corolla) and the Prius offers more standard gadgets than the Corolla could ever dream of. The cabin is also styled tastefully; there are neither crazy amounts of chrome accents nor any tacky wood trim. Overall, the quality of the Prius is more on par with a comparably priced Camry than the Corolla or Yaris that it often gets compared to.

Layout: 8/10

The Prius' uniqueness isn't limited to its exterior design, it's interior layout is equally as odd. Instead of a conventional instrument cluster that houses a temp gauge, tach, and speedometer, the Prius has a digital speedometer/gas gauge that is set far back on the dash. Also, instead of buttons or switches for things like the HVAC controls, most of the switchgear is located either on the steering wheel or on the touch screen LCD. I personally prefer a conventional set-up (as found in the Honda Civic Hybrid), but the LCD isn't terribly hard to use while driving and offers a lot of cool info about the vehicle. I especially appreciate the energy monitor, which shows how Toyota's Hybrid Synergy Drive System is working as you accelerate, decelerate, brake, etc. In way a way, the energy monitor teaches you how to drive for optimal fuel efficiency. Note: A navigation system is optional with the #5 or #6 packages costing an extra $3,280 and $4,550 respectively.


Seating: 8/10

Although the Prius' cloth front bucket seats (leather is optional with package #6) could benefit from more pronounced seat bolsters, the front bucket seats in the Prius are comfy making them perfect for long road trips. The Civic Hybrid’s seats, in comparison, are much more supportive, but lack adequate cushioning for long distance travel. I prefer the Prius' seats. The rear seats are made of the same high quality cloth and are also quite cushy.


Room/ Stowage 9/10

Usually cars that boast 50-MPG EPA ratings aren't very roomy. The Prius, however, is an exception. Aside from some rear headroom issues, there is ample room throughout the Prius' cabin. I am especially impressed with how much legroom this car offers. Even with some relatively tall passengers, there was still plenty of legroom to spare. The only slight rant I have with creature space is the somewhat narrow rear seats. Toyota claims that the Prius' rear seats can fit 3 adults, however I couldn't imagine 3 people sitting in the back, at least not comfortably.

Stowage space is excellent as well. Inside the Prius you'll find lots of cubbies throughout the cabin, dual front and rear cup holders, and map pockets behind both front bucket seats. Trunk storage is also good. With the seats up there is enough for every day items, i.e. groceries and small boxes, but with the 60/40 split seats folded flat, the cargo area is increased substantially. There is also a security cover for the rear cargo area: a nice touch.


Amenities: 10/10

Standard on all Prius' is an ice cold AC, power windows/locks/mirrors, a push button start ignition, steering wheel mounted controls, cruise control, a 6-speaker sound system, two 12 volt power outlets, front/side/side-curtain air bags, and an LCD monitor. Toyota offers 6 packages for its Prius, and depending on how much money you have to spend, you can have a well equipped car to a downright luxury cruiser. My Prius came with package #2 ($1,175), that in addition to said standard amenities, comes a smart keyless entry system (automatically unlocks the car when it senses the key nearby and allows you to start the car without a key), a back-up camera, and vehicle stability control.

Price/Warranty:

The price range for a Prius ranges from its affordable base price of just $22,175 to around $27,000 for a fully loaded model with package #6. My Prius with package #2 came in at $23,569 after the economic saving bonus of $600. While the Prius is about a grand more than a comparably equipped Honda Civic Hybrid, I'd definitely fork out the extra cash for the Prius. As for the warranty, Toyota offers a 36-month/36,000 mile bumper-bumper warranty, a 5-year/60,000 mile powertrain warranty, and an 8-year/100,000 mile warranty for the hybrid components.



Overall: 8.5/10

Although the 2007 Prius could use a trip to the plastic surgeon's office, it offers a lot of bang for the buck. Not only does the Prius offer loads of new technology, but at the same time it's a civilized car that is roomy, comfortable, and enjoyable to drive. If you are on the market for a midsize car that just so happens to be very fuel efficient, the Prius is recommenced 100%.



-Thanks for reading!!!



Amount Paid (US$): 23,600
Condition: New
Model Year: 2007
Model and Options: CVT Automatic