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

Record number of vehicles on UK roads

Motorway traffic

The number of vehicles on our roads reached a record 41.4 million in 2023, according to the latest SMMT figures.

The new Motorparc data published by the Society of Motor Manufacturers and Traders revealed that car ownership was up 1.6% to 35,694,845.

There were also record numbers of commercial vehicles, with 625,873 heavy goods vehicles (HGVs) and 5,012,632 vans in operation, up by 1.7% and 2.6% respectively.

Despite the rise, average car CO2 dropped 2.1%. In fact, one in 40 of all vehicles on UK roads is now zero emission, including 960,896 cars, 61,161 vans, 2,383 HGVs and 1,922 buses.

Kia EV9 review

Almost half a million new battery electric (BEV) and plug-in hybrid (PHEV) vehicles were registered during 2023.

BEV van volumes rose by 43.5% on 2022 to 61,161, meaning 1.2% of vans on UK roads is now zero emission, while electric HGVs rose 146.4% in 2023.

Elsewhere in the SMMT data, the five most popular cars on UK roads in 2023 were the Ford Fiesta (1,487,925), Vauxhall Corsa (1,050,579), Ford Focus (1,049,818), Volkswagen Golf (1,004,152) and Vauxhall Astra (715,647 ).

Continuing their domination, superminis remain the most popular car type on roads, with one in three drivers choosing these more compact vehicles to get around.

And despite the fact that the UK is the fifth rainiest country in Europe, convertibles account for almost one in 35 cars on the road, with 1,022,849 in use.

Vauxhall Astra Electric review

Vauxhall Astra Electric review

We get behind the wheel of the much-anticipated 100% electric version of the Vauxhall Astra…

The family favourite that is the Vauxhall Astra was originally launched way back in 1980.

Available as a hatchback or rakish Sports Tourer (estate), the eighth-generation model was introduced in 2022.

Vauxhall Astra Electric review

Initially offered as a petrol or plug-in hybrid (PHEV), it’s arguably the new pure electric version that’s the most intriguing.

One thing is for sure, it has to be good because it’s up against some stiff EV opposition from the likes of the MG4, Volkswagen ID.4, Renault Megane E-Tech Electric, Cupra Born and quirky Ora Funky Cat (GWM Ora 03).

Low-slung and sleek, it features Vauxhall’s modern new ‘Vizor’ front end which houses LED headlights, sensors for the driver aids and safety technologies, plus the bold new Griffin logo.

Vauxhall Astra Electric review

Based on the same platform as its Stellantis cousin (the Peugeot e-308), it’s the best-looking Astra ever.

I particularly approve of the long bonnet complete with crease running down the middle – a nod to classic Vauxhalls.

The Astra Electric has a 54kWh battery paired with a 154bhp electric motor powering the front wheels. It can sprint from 0-62mph in 9.2 seconds and has a claimed range of 258 miles (256 miles for the Sports Tourer).

Vauxhall Astra Electric review

Frankly, it feels quicker off the mark than the official figures suggest. Either way, it’s more than enough performance for everyday driving.

There are three drive modes (Eco, Normal and Sport). Eco dulls the throttle response which helps to maximise range, Sport ramps up the power, while Normal offers the best of both worlds.

Vauxhall says the Astra Electric’s heat pump means the electric motor can operate at maximum efficiency in hot or cold weather, and I got pretty close to the claimed 4.2 miles per kWh during my spell behind the wheel.

Vauxhall Astra Electric review

I’d have to spend a week or so with the car to work out how efficient it really is, but I’d estimate the Astra Electric has a real-world range of around 200 miles – more in city driving.

If you have a home wallbox, the battery will charge to 100% overnight. Hook it up to a 100kW public rapid charger and it will boost the battery from 20-80% in just 26 minutes.

Sadly there are no paddles on the steering wheel to adjust brake regeneration, but you can flick the gear selector to B-mode for more aggressive brake regen.

Vauxhall Astra Electric review

Priced from £37,445, there are three trim levels – Design, GS and Ultimate.

The cabin of the Astra Electric has a more conventional look than many of its EV-only competitors, but it’s attractive, if a little dark.

It’s also well put together, but there are very few soft-touch surfaces and the materials used are by no means plush.

Vauxhall Astra Electric review

That said, it’s comfortable, uncluttered and space is OK, while the slick new infotainment set-up, with its 10-inch driver’s digital instrument cluster and a 10-inch central display, is intuitive and works well.

It’s fairly minimalist, but thankfully there are some short-cut buttons below the centre touchscreen, so accessing the heating, for instance, doesn’t involve tapping the touchscreen.

Additionally, there’s ‘Hey Vauxhall’ voice recognition, Apple CarPlay and Android Auto connectivity, plus an impressive list of safety and driver assistance features.

Vauxhall Astra Electric review

If I had one quibble, it would be that I’d prefer a lower seating position – a common problem in EVs.

It’s also tighter for space in the back for adult-sized passengers, while boot capacity is an average 352 litres in the hatch (516 litres for the Sports Tourer), expanding to 1,268 litres (1,553 litres) with the rear seats folded.

The Astra Electric is easy to drive and handles well, offering a composed, if slightly firm ride.

Vauxhall Astra Electric review

There’s a little bit of road and wind noise on motorways, but for the most part it’s refined and comfortable on all but the poorest surfaces. Naturally, the Sports Tourer feels more substantial than the hatch, but it’s still agile and nicely balanced – despite weighing nearly 50kg more.

There’s some fun to be had in the Astra Electric, but it would be an exaggeration to call it dynamic and engaging. When pushed in Sport mode on more challenging roads, body roll is kept in check and there’s good grip, partly down to the balanced weight distribution and the positioning of the battery in the vehicle’s underbody.

Additionally, the steering is light, making it a doddle in town, but just like the Corsa Electric, the brakes aren’t very progressive.

Ultimately, the Astra Electric is a sensible family-sized introduction to electric motoring.

Verdict: The Vauxhall Astra Electric is stylish, straightforward, practical and easy to drive. However, some rivals offer a longer range for less money.

Vauxhall UK

Top 10 most expensive car parts to replace

Car maintenance

New research has revealed the most expensive car parts to replace in 2023, with the engine – the heart of a car – topping the chart.

Electronic car part remanufacturer, Actronics Ltd, conducted the study of the average cost of replacing new car parts for the top five most frequently driven car models in the UK – the Vauxhall Astra, Volkswagen Golf, Vauxhall Corsa, Ford Focus, and Ford Fiesta.

With an average cost of £2,685 an engine replacement took top spot, following closely in second place by the gearbox, averaging around £1,072.

Airbags were in third place, with an average cost of £1,045.99, while the average cost of all the car parts featured in the Top 10 was £787.80.

Next on the list was the Engine Control Unit (ECU) typically costing on average £932.51. The ECU is a specialised electronic component that requires precise engineering and manufacturing. The complexity of its design and the advanced technology involved contribute to its cost.

Moving down the list, next is the sat nav/stereo system, with an average cost of around £639.10 for replacement. Then there is the catalytic converter, which costs an average of £351.67 to replace.

In seventh place is the radiator, with an average cost of around £344.80 for replacement. The fuel pump, shock absorber and ignition coil bottom out the list costing £322.68, £307.40 and £176.80 respectively to replace.

“The cost of car parts is becoming increasingly expensive, putting a strain on many people’s budgets,” said a Actronics spokesperson.

“In some cases, the cost of repairing a car can be more than the value of the car itself.

“We believe that refurbishing car parts is a viable option for many people.

“Remanufactured car parts are often just as good as new parts, and they can save you a significant amount of money.”

Top 10 most scrapped cars in the UK

Gareth Herincx

12 hours ago
Auto News

Ford-Focus-Mk-2

The Ford Focus was the most scrapped car model in 2022, according to new data from the Scrap Car Comparison service.

The Vauxhall Corsa was revealed as the second most scrapped model, with its larger sibling – the Astra – following in third.

It’s no surprise that the Focus topped the chart for the sixth year running. Go back 14 years (the average age of scrapped vehicles) and it was a time when the family hatchback was flying out of new car showrooms.

New additions to the 2022 list of most scrapped cars include the executive BMW 3 Series (more than the 1 Series, 5 Series and X5s combined), the Ford Transit van and MINI hatch.

Top 10 most scrapped car models in 2022

  1. Ford Focus
  2. Vauxhall Corsa
  3. Vauxhall Astra
  4. Ford Fiesta
  5. Volkswagen Golf
  6. BMW 3 Series
  7. Ford Transit
  8. Mini Hatch (Cooper/One)
  9. Vauxhall Zafira
  10. Renault Clio

Ford was also the most scrapped car manufacturer of 2022, followed by Vauxhall and Volkswagen.

New entry car manufacturers to the Top 10 included German brands BMW, Audi and Mercedes.

Top 10 most scrapped car makes in 2022

  1. Ford
  2. Vauxhall
  3. Volkswagen
  4. Peugeot
  5. Renault
  6. BMW
  7. Citroen
  8. Audi
  9. Toyota
  10. Mercedes

“This is the sixth year running where we’ve seen the Ford Focus come out on top as the most scrapped car, and we expect to see it featuring highly in our most scrapped lists for many years to come,” said said Dan Gick, Managing Director of Scrap Car Comparison.

“Popularity will always have a bearing on which cars are scrapped, and 2022’s results help to spotlight the enduring popularity of the Focus model, even if many do eventually meet the scrap heap.”

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