2013 Toyota Prius Reviews& Test Drives – Green Car Reports

23 Apr 2015 | Author: | Comments Off on 2013 Toyota Prius Reviews& Test Drives – Green Car Reports

2013 Toyota Prius Review

Green Car Reports

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The 2013 Toyota Prius is the latest edition of the quintessential car. It’s the fourth year for the current shape, launched in 2010, and it’s now the of a whole lineup of vehicles Prius, including the Prius V the Prius C subcompact hatchback, and the Plug-In Hybrid, which a larger battery pack can be plugged into the wall to to the classic Prius model.

The Prius and the iconic standard liftback are all but identical on the outside, only a charging-port door on the rear fender–and a handful of details–giving away the identity and the under the skin of the plug-in

As it has for four years, the Prius achieves the highest EPA combined for gas mileage of any car sold in the U.S. 50 mpg (51 mpg 48 mpg highway). That combined in fact, is equaled by only one car–and that’s the subcompact C, which does better in the test cycle (53 mpg) but on the highway (47 mpg).

For the 2013 Toyota Prius the heart of its efficiency is the 1.8-liter engine and the Hybrid Synergy system, which combines a of electric motor-generators into the equivalent of a continuously variable The motors can power the car on electricity (under light loads up to 30 supplement the engine output more torque, and of course the battery under regenerative and on engine overrun.

Total of the powertrain is 134 horsepower, with a time of just under 10 You’ll get a lot of engine howl if you it, though, which tends to more gentle driving for efficiency. Toyota has more than any other maker in regenerative braking with the friction brakes, and the combination flawlessly and imperceptibly under circumstances.

The standard Prius can, at best, eke out a mile or so all-electric power (you can it by putting the car into EV mode, runs only on electricity at speeds until the 1.4-kilowatt-hour battery pack is depleted.

The Prius Plug-In Hybrid swaps out that battery for a lithium-ion pack, which can be into any wall socket to in about 3 hours. Its usable is about three times and the EPA rates it at 11 miles of electric only 6 miles continuous, the engine switches on to deliver the power during part of an EPA cycle.

That points out the aspect to the plug-in Prius: Its motor is so minimally powered under many different of real-world driving, the car can’t the needed power electrically. So its will switch on even if plenty of energy left in the

Toyota engineers argue this is how you deliver the highest fuel efficiency, but for drivers who the car to travel electricity for those 11 it’s disconcerting for the engine to on under more than the acceleration. Electric acceleration short uphill freeway Forget it.

Like all plug-in hybrids, the blended gas mileage across modes depends hugely on how the car is plugged in, how it’s used, and at speeds and temperatures it’s

The high roof and tail of the Prius shape contain a lot of volume: enough for the EPA to define it as a car. There’s plenty of for four adults, and five fit with a bit of negotiation. Rear-seat is boosted by hollowed-out front backs, though those have fairly skimpy

The split rear window, a long, almost horizontal panel in the tailgate, and another pane on the downturn, make the Prius shape one of the most cars sold today–all in the aid of drag at higher speeds to fuel economy.

Inside, the 2013 Prius is to look dated. Not only are swathes of textured hard everywhere, but the instruments are split two areas. Conventional gauges are in a binnacle behind the steering and then there’s the Multi-Information at the top of the dashboard and toward the base of the seems increasingly incoherent and compared to newer hybrids and newer Prius models.

It a seemingly random array of icons, and numeric readouts, and it to the potential confusion for first-time unused to the continuously variable speed–when the engine behavior hence its noise) is completely from acceleration and road

The other aspect of the interior sets a Prius liftback from other cars is the buttress central console, swoops down from the top of the at a shallow angle that it much higher than any family car’s console.

This gives it enough underneath for an awkward-to-reach storage but taller drivers will the hard-plastic console cuts into their knee

Toyota’s traditionally numb power steering is part of the experience, along with than feels less than it actually is. The Prius responds fine to driver and corners capably; it just lifeless and numb through the wheel. Sports-car fans not apply.

Safety ratings are however, and the Prius includes all the electronic safety systems and the quota of airbags. There’s the much-touted Intelligent Parking system, which helps a parallel-park a Prius by controlling the wheel based on input the car’s cameras. Ford’s is better, frankly.

As before, the Toyota Prius offers trim levels, confusingly Two, Three, Four, and (There IS a very stripped-down Prius One trim level, but you buy it; the car is only offered to commercial With the addition of the Prius C at $20,000 to anchor the low end of an expanded range, even the lowest-level Two and Prius Three trims now in the mid-twenties. And it’s possible to a Prius well above by adding either the solar photovoltaic cells power fans to pull hot air out of the cockpit on days–or the Technology Package.

Options include the Touch steering-wheel controls, one of the better of pseudo-mouse technology we’ve on a car, along with like LED headlamps, remote air a navigation system, Bluetooth and more. For 2013, there’s a new Prius Persona Series with special paint interior trim, and 17-inch wheels.

For more details, see the review of the 2013 Toyota on our sister site, TheCarConnection.

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