Toyota Prius review

Toyota Prius plug-in hybrid review

I recently spent a week road testing the revelation that is the fifth-generation Toyota Prius…

When it was launched in 1997, the pioneering Prius may not have been the most attractive of cars, but it was the first mass-produced petrol-electric hybrid, and several million have been produced.

Now in its fifth iteration, it’s better than ever – and it has finally emerged as a swan.

Toyota Prius plug-in hybrid review

Available only as a plug-in hybrid, the new Prius turns heads, for all the right reasons.

Once a favourite of Uber drivers, the latest version – with its futuristic, aerodynamic styling, low roofline, cool C-shaped headlights and stretched wheelbase – has a much broader appeal.

Athletic and desirable, it’s up against a variety of family hatchback PHEVs, including the Audi A3, Volkswagen Golf, Peugeot 308, Skoda Octavia and Vauxhall Astra.

Toyota Prius plug-in hybrid review

Priced from £37,895, the Prius pairs a 150bhp 2.0-litre four-cylinder engine with an electric motor and 13.6kWh lithium-ion battery, giving a healthy total output of 220bhp and a claimed EV range of up to 53 miles.

All that power translates into a 0-62mph time of just 6.8 seconds and a top speed of 110mph, while CO2 emissions are as low as 12g/km.

On paper, it’s capable of as much as 564.9mpg if your journeys are modest and you keep your battery charged up. However, as with all PHEVs, on longer trips it’s simply running as a regular hybrid.

Toyota Prius plug-in hybrid review

The difference with the Prius is that rather than fuel economy dropping down to the late 30s/early 40s mpg (like some rivals), this car is super-efficient.

Without much effort, I achieved 60mpg on a long run and 50mpg in everyday driving.

If I’m honest, part of the reason for that is down to the CVT auto gearbox, which revs uncomfortably high if you accelerate hard, then settles down again. In other words, a sensible, smoother driving style is the only way to avoid the engine din.

Toyota Prius plug-in hybrid review

That said, the CVT is much improved, but it does dent the driving fun, which is a shame because the chassis is more than up to the job.

If you do press on, the car is agile, stays flat in more challenging corners and delivers a decent turn of speed. And because the driving position is low, you feel more involved with the car.

Grip levels are good for a front-wheel drive car, while the steering is light and, overall, the Prius feels planted.

Toyota Prius plug-in hybrid review

You can choose between HEV (default) and EV modes, plus Normal, Eco and Sport drive modes too. There’s also a ‘B’ on the gear shifter, which increases the intensity of the regenerative braking, slowing the car down more effectively and charging the battery on downhill stretches of road.

Inside, there’s plenty of space up front, but taller passengers won’t be so happy in the back, where the low roofline means that headroom is compromised and getting in and out can be a struggle.

It’s not perfect up front though for taller drivers either, because in order to see the driver’s display, the steering wheel has to be lowered so it’s nearly on our lap. Peugeot drivers may be fine with that, but it’s not ideal.

Toyota Prius plug-in hybrid review

Visibility is another casualty of that rakish design. It can be challenging to see round those sharply-angled A pillars. Oh, and there’s no rear wiper on that slim, tailgate window.

The infotainment system is OK and does the job, but it is pretty basic. On the plus side, it’s nice to have physical buttons for climate control, and the heated/cooling seats.

Uber drivers won’t be happy with the luggage space on offer. A shallow 284-litre boot is modest for a family hatchback-sized car.

Toyota Prius plug-in hybrid review

Overall, the build quality is good, but there’s a bit too much hard, black plastic inside the cabin.

The seats are comfy though and the ride is good, ironing out all but the worst imperfections our roads have to offer.

Finally, the Prius offers peace of mind. Toyota has long been associated with reliability. Now the brand offers a market-leading warranty to back that up.

If you service your car at a Toyota dealer every year, the warranty (initially three years) continues for up to 10 years or 100,000 miles.

Verdict: If you’re looking for a super-economical family hatchback with serious kerb appeal and relaxed long-distance cruising, then the latest Toyota Prius should top your shortlist. Just remember to try before you buy because it is not without a few compromises.

Toyota UK

Toyota Prius plug-in hybrid review

Toyota Prius crowned Japan Car of the Year

Gareth Herincx

2 days ago
Auto News

Toyota Prius chief engineer Satoki Oya holds the Japan Car of the Year trophy

The all-new Toyota Prius has convincingly won the prestigious Japan Car of the Year trophy in Tokyo.

Entering the awards ceremony as the favourite to win, the sleekly-styled Prius polled a massive 360 votes. The BMW X1 finished in second place with 150 votes to take the Import Car of the Year trophy, with the Honda ZR-V crossover came in third with 100 votes.

In the first round of voting in early November, jurors selected the “10 Best” cars for 2023 which included the Toyota Prius, Toyota Alphard, Nissan Serena, Honda ZR-V, Subaru Crosstrek, Mitsubishi Delica Mini, Abarth 500e, BMW X1, Maserati Grecale and Volkswagen ID.4.

According to Prius chief engineer Satoki Oya, the car’s reinvention was a case of extremes when former CEO Akio Toyoda recommended that the Prius, a game-changing petrol-hybrid first introduced in 1997, had run its course and should be retired and relegated to taxi status.

But product planners and engineers, believing the Prius’s fate could be turned around, totally redesigned the exterior and rethought the powertrain, making the hybrid pioneer the most stylish it’s ever been with significantly increased performance and better fuel economy.

In the special awards categories, the 660cc Mitsubishi Delica Mini kei-car won the Design Car of the Year trophy, while the Nissan Serena took home the Technology Car of the Year award for its new e-Power system employing a 3-cylinder 1.4-litre hybrid and Pro-Pilot 2.0 driver assist system which allows hands-off driving on highways.

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Peugeot 308 review

Peugeot 308 review

We road test both the hatchback and estate versions of the all-new third generation Peugeot 308

Cards on table time. I had a soft spot for the venerable Mk 2 Peugeot 308. On sale between 2014-21 and winner of the European Car of the Year Award, it was a solid family hatchback (and estate), offering a good, comfortable drive and a choice of solid petrol and diesel engines.

Fast forward to 2022 and Peugeot has got round to rebooting the 308 with the stunning, all-new third generation model which is once again available as a hatchback or estate (branded SW, or Station Wagon).

Unlike its predecessor, the new 308 will eventually be available with a full range of powertrains. So, in addition to basic petrol and diesel engines, there’s a plug-in hybrid (PHEV), with a 100% electric version following in 2023.

Peugeot 308 review

Priced from £24,365, the 308 will once again battle it out with the likes of the Volkswagen Golf, Ford Focus and Vauxhall Astra, plus plug-in hybrids including the Mercedes-Benz A250e and Toyota Prius.

Not only does the 308 usher in Peugeot’s latest design language, it’s also the first model to proudly wear the brand’s bold new logo and feature its latest (and much improved) infotainment system.

If it was judged purely on kerb appeal, the 308 would win any group test hands down. The combination of swooping bonnet, large grille, slimmer headlights and lion’s tooth LED daytime running lights give it serious road presence.

Peugeot 308 review

There’s a nod to the Mk 2 in its athletic profile, while its pert rear is adorned with Peugeot’s signature claw-like LED brake lights. And just in case you’re wondering, the new 308 is 11mm longer and 20mm lower than the outgoing car, but more importantly, the wheelbase has grown by 55mm, theoretically delivering more space inside.

I tested petrol, diesel and PHEV versions of the hatchback and estate, and it has to be said, it looks especially cool in Olivine Green.

Peugeot’s also sprinkled some magic dust over the interior. The highlight is the new i-Cockpit system which features a slick “3D” 10-inch instrument cluster ahead of the driver and a 10-inch infotainment touchscreen in the centre of the dashboard with Apple CarPlay and Android Auto connectivity. There’s also an “OK Peugeot” voice assistant which can control functions such as sat nav and media.

Peugeot 308 review

In short, the new infotainment set-up is a huge improvement, and I like the way Peugeot has stuck with short-cut buttons below the main screen. They may add to the “clutter”, but they are much easier and safer to use than tablet-only systems.

Some things stay the same and, like it or not, Peugeot’s driver setup is as quirky as ever, with a dinky, low-slung steering wheel and an instrument panel set back. Finding the perfect driving position is still challenging, so my advice would be to try before you buy (or lease).

The good news is that the cabin feels roomier with the boot benefitting most, though rear legroom is more adequate than generous.

Peugeot 308 review

At launch, you can choose between 1.2 petrol and 1.5-litre diesel engines, with both pushing out 129bhp sent through an eight-speed transmission (there is no manual option!).

The three-cylinder petrol can sprint from 0-62mph is 9.7 seconds and offers fuel economy of up to 52.1mpg and CO2 emissions as low as 122g/km.

The diesel delivers a 0-62mph time of 10.6 seconds CO2 emissions as low as 113g/km and fuel economy of up to 65.4mpg.

Peugeot 308 review

The two plug-in hybrid options use the same 1.6-litre petrol engine, producing either 178bhp or 222bhp. Naturally the PHEVs are particularly tempting for business users looking for tax benefits thanks to low CO2 emissions (down to 25g/km).

The plug-in is the most interesting powertrain option, mating the petrol engine with an 81kW electric motor and 12.4kWh battery and, in theory, offering pure electric travel of up to 37 miles.

Frankly, there isn’t much differences between the two PHEVs – the 178bhp is good for a 0-62mph time of 7.7 seconds, while the 222bhp is 0.1s faster.

Peugeot 308 review

In theory, fuel economy as high as 200mph is possible if your commutes are short and you keep the battery charged up (charging can take as little as 1 hr 55 mins via a 7.4kW connection).

After my test drives, I suspect the real world EV range is closer to 30 miles, which still means your visits to petrol stations could become rare occasions if you’re a low mileage driver.

But remember, PHEVs are most efficient if the battery is charged up regularly. Tackle a long journey with next-to-no charge and you can expect your fuel economy to plummet to 40-45mpg.

Peugeot 308 review

I sampled the 1.2 petrol (hatchback), 1.5 diesel (estate) and most powerful PHEV (estate) and to be frank, there’s little separating the body styles on the road because they drive much the same, even though the hybrids are heavier. Really it will come down to whether you need an estate.

Either way, the hybrid versions have slightly less luggage capacity because the battery pack is stowed under the boot.

Naturally, there’s more divergence when it comes to powertrains. The Stellantis (Peugeot, Citroen, Vauxhall to name but a few brands) group’s ubiquitous three-cylinder 1.2 petrol is a punchy little performer, only becoming vocal if worked really hard.

Peugeot 308 review

And partly because it’s the lightest of the trio of powertrains, it also feels the most agile on the road.

The excellent 1.5 diesel delivers decent torque and is a refined and relaxed cruiser, but is probably best left to high-mileage users.

The plug-in hybrid is arguably the star of the show, offering an impressive blend of performance and economy. In fact, we suspect the cheaper, lower powered PHEV will suit most customers.

In EV mode it’s just like driving an electric car, while the transition to petrol power in hybrid mode is seamless, even if the petrol motor sounds harsh by comparison – especially when pushed.

Peugeot 308 review

The eight-speed auto box used across the range is occasionally hesitant, but mainly smooth, while quick steering, good grip and minimal body lean give the 308 impressive poise.

The ride is generally on the firm side and it’s at its best cruising comfortably along. There’s still fun to be had, and clearly there’s scope for a hot 308 at some stage in the future.

Verdict: Whether you fancy the stunning hatchback or rakish estate, the all-new Peugeot 308 is right up there with the best-in-class. Comfortable, economical and easy to drive, splash out on the frugal plug-in hybrid for a planet-friendly all-rounder.

Peugeot UK

Peugeot 308 review