Road Test
Follow-Up Test: 2002 Toyota Prius
Zap Me, Mother Love
We can't keep track. Is geekiness in? Is Bill Gates sexy because of his brain? Does environmentalism and energy conservation get you invited to Hollywood parties, other than those hosted by Ed Begley Jr.?
We'd like to know before we endorse the 2002 Toyota Prius. Ah, the heck with trends, we love this car. We didn't expect to, mainly because its raison d'être is as a showcase for hybrid technology, and, therefore, it's a magnet for the pocket-protected (it was named the Best Engineered Car of 2001 by the Society of Automotive Engineers — 'nuff said). And treehuggers love it, too.
Not that there's anything wrong with that, but we traditionally cheer for powerful internal combustion engines with glorious exhaust notes and little regard for emissions or fuel consumption. We want to be friends with Paul Newman and Jay Leno.
Also, while not exactly ugly, the Prius' looks are somewhere between bland and uninspired, like a visual rice cake. If you own a Prius, no one will ever look at it and say "Nice car."
That is, until they settle into one of its broad, well bolstered, comfortable seats. As they enjoy its airy, bright and well-constructed interior they will marvel at the surplus of leg- and headroom. The eye-catching center-mounted digital instrument cluster will also solicit their approval. And all but the most jaded and disenchanted of your passengers will be wowed by the 5.8-inch liquid crystal information monitor in the middle of the center console.
The monitor shows controls and settings for the audio system, which you can control by either traditional switches or by touching buttons on the screen. Also, if you select "Energy" with your finger, the screen uses a set of nifty graphics to show power flow between the engine, wheels, electric motor and battery. Or if you select "Consumption," you get a bar graph that shows current fuel mileage, average mpg and trip mileage that is updated every 5 minutes.
The monitor also serves as the map screen for the DVD-based navigation system. The multi-use monitor is the closest thing we've ever seen to the on-board control module we imagined in Martian spaceships when we were kids. Really, it's like playing on the bridge of the Starship Enterprise while Captain Kirk is on a smoke break.
When we first reviewed the Prius after its debut in 2001, it had the way-cool monitor, but not the navigation system. New for 2002, the system is a $1,900 option. Other new options are side airbags ($250), cruise control ($250) and daytime running lights ($40).
The best part about the nav system is its touchscreen capability, which makes it much easier to operate quickly, like when you're at a stoplight. Other nav systems that are controlled by buttons and various switchgear are fussier and more laborious to use. That is not to say the Prius' nav system is easy to use. It comes with a 90-page manual, which, unless you're a NASA engineer, you will have to read to operate the system effectively and to its full potential. This is pretty standard for navigation systems, regardless of the automaker: They're complicated tools, but once learned, they are as easy to operate as your average VCR.
As proof, in a few hours, we were able to learn enough to get by — just basic A to B stuff. And once acclimated, we found the maps, guidance system and interface (that is, the computer's voice) user-friendly and helpful.
But like our childhood toys, the novelty of the screen may soon wear off. No problem, the real thrill of the Prius is its hybrid engine. The Toyota's primary power is provided by an all-aluminum 1.5-liter four-cylinder gasoline engine that produces a seemingly paltry 70 horsepower at 4,500 rpm and 82 pound-feet of torque at 4,200 rpm. Sounds like the specs for a sewing machine, huh? Yeah, we thought so, too. But the Prius' big trick is marrying this engine with an electric drive motor. That unit delivers 44 hp across a wide powerband (1,040 rpm to 5,600 rpm) and 258 lb-ft from 0 to 400 rpm. Together, the system produces enough oomph to propel the 2,765-pound sedan with élan in the city and at highway speeds up to 100 mph. And, even at that speed, it manages 23 mpg. Also, when we pressed the throttle at 70 mph, it still had a little left for passing.
At no time during our week in the Prius did it feel underpowered. Not bad for a vehicle with an EPA rating of 52 miles per gallon in the city and 45 on the highway. (During our week with the Prius, we averaged approximately 48 mpg combined city and highway driving.) We actually had fun zipping around town in the Prius. It's especially enjoyable at low speeds when only the electric motor is being used. Truly, motoring along while the gasoline engine is silent and inert is heaps of fun. Looking at other commuters in their noisy, smelly internal combustion contraptions, you can't help but feel a little superior.
We have a few complaints, though. A cassette player, rather than a CD player, is standard. Nowadays, even CDs are anachronistic oddities for techies, so, at the very least, a CD player should be standard and perhaps some digital music capabilities made optional.
Also, we found the cupholders too shallow and too close together for those in a commuter car. In the morning, you must be able to trust that your car can carry two or four grandes without losing a drop. And, though the Prius sports a large center console, map pockets and door cubbies, there's no drawer for coins. Where are you supposed to put your change for tolls and parking meters? While the 11.8-cubic-foot trunk is ample, we wish the rear seats would fold for longer loads. This limits the size and shape of cargo you can tote in the Prius.
And back to the Prius' looks. We understand that Toyota wanted to make its hybrid showcar stand out from other vehicles without appearing freakish (read: Honda Insight). But why does it have to be the automotive equivalent of a sensible shoe? What about dropping the hybrid system into a Celica body? Maybe then we could carpool with Jay Leno.
We'd like to know before we endorse the 2002 Toyota Prius. Ah, the heck with trends, we love this car. We didn't expect to, mainly because its raison d'être is as a showcase for hybrid technology, and, therefore, it's a magnet for the pocket-protected (it was named the Best Engineered Car of 2001 by the Society of Automotive Engineers — 'nuff said). And treehuggers love it, too.
Not that there's anything wrong with that, but we traditionally cheer for powerful internal combustion engines with glorious exhaust notes and little regard for emissions or fuel consumption. We want to be friends with Paul Newman and Jay Leno.
Also, while not exactly ugly, the Prius' looks are somewhere between bland and uninspired, like a visual rice cake. If you own a Prius, no one will ever look at it and say "Nice car."
That is, until they settle into one of its broad, well bolstered, comfortable seats. As they enjoy its airy, bright and well-constructed interior they will marvel at the surplus of leg- and headroom. The eye-catching center-mounted digital instrument cluster will also solicit their approval. And all but the most jaded and disenchanted of your passengers will be wowed by the 5.8-inch liquid crystal information monitor in the middle of the center console.
The monitor shows controls and settings for the audio system, which you can control by either traditional switches or by touching buttons on the screen. Also, if you select "Energy" with your finger, the screen uses a set of nifty graphics to show power flow between the engine, wheels, electric motor and battery. Or if you select "Consumption," you get a bar graph that shows current fuel mileage, average mpg and trip mileage that is updated every 5 minutes.
The monitor also serves as the map screen for the DVD-based navigation system. The multi-use monitor is the closest thing we've ever seen to the on-board control module we imagined in Martian spaceships when we were kids. Really, it's like playing on the bridge of the Starship Enterprise while Captain Kirk is on a smoke break.
When we first reviewed the Prius after its debut in 2001, it had the way-cool monitor, but not the navigation system. New for 2002, the system is a $1,900 option. Other new options are side airbags ($250), cruise control ($250) and daytime running lights ($40).
The best part about the nav system is its touchscreen capability, which makes it much easier to operate quickly, like when you're at a stoplight. Other nav systems that are controlled by buttons and various switchgear are fussier and more laborious to use. That is not to say the Prius' nav system is easy to use. It comes with a 90-page manual, which, unless you're a NASA engineer, you will have to read to operate the system effectively and to its full potential. This is pretty standard for navigation systems, regardless of the automaker: They're complicated tools, but once learned, they are as easy to operate as your average VCR.
As proof, in a few hours, we were able to learn enough to get by — just basic A to B stuff. And once acclimated, we found the maps, guidance system and interface (that is, the computer's voice) user-friendly and helpful.
But like our childhood toys, the novelty of the screen may soon wear off. No problem, the real thrill of the Prius is its hybrid engine. The Toyota's primary power is provided by an all-aluminum 1.5-liter four-cylinder gasoline engine that produces a seemingly paltry 70 horsepower at 4,500 rpm and 82 pound-feet of torque at 4,200 rpm. Sounds like the specs for a sewing machine, huh? Yeah, we thought so, too. But the Prius' big trick is marrying this engine with an electric drive motor. That unit delivers 44 hp across a wide powerband (1,040 rpm to 5,600 rpm) and 258 lb-ft from 0 to 400 rpm. Together, the system produces enough oomph to propel the 2,765-pound sedan with élan in the city and at highway speeds up to 100 mph. And, even at that speed, it manages 23 mpg. Also, when we pressed the throttle at 70 mph, it still had a little left for passing.
At no time during our week in the Prius did it feel underpowered. Not bad for a vehicle with an EPA rating of 52 miles per gallon in the city and 45 on the highway. (During our week with the Prius, we averaged approximately 48 mpg combined city and highway driving.) We actually had fun zipping around town in the Prius. It's especially enjoyable at low speeds when only the electric motor is being used. Truly, motoring along while the gasoline engine is silent and inert is heaps of fun. Looking at other commuters in their noisy, smelly internal combustion contraptions, you can't help but feel a little superior.
We have a few complaints, though. A cassette player, rather than a CD player, is standard. Nowadays, even CDs are anachronistic oddities for techies, so, at the very least, a CD player should be standard and perhaps some digital music capabilities made optional.
Also, we found the cupholders too shallow and too close together for those in a commuter car. In the morning, you must be able to trust that your car can carry two or four grandes without losing a drop. And, though the Prius sports a large center console, map pockets and door cubbies, there's no drawer for coins. Where are you supposed to put your change for tolls and parking meters? While the 11.8-cubic-foot trunk is ample, we wish the rear seats would fold for longer loads. This limits the size and shape of cargo you can tote in the Prius.
And back to the Prius' looks. We understand that Toyota wanted to make its hybrid showcar stand out from other vehicles without appearing freakish (read: Honda Insight). But why does it have to be the automotive equivalent of a sensible shoe? What about dropping the hybrid system into a Celica body? Maybe then we could carpool with Jay Leno.
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