Prius Not Just a Gas Pincher Anymore

The new Prius has matured from green car poster child to a nicely refined, midsize hatchback that happens to be a gasoline-electric hybrid that is EPA-rated for 51 mpg around town.

Most people know this pop-culture icon as a hybrid and a Toyota, but the redesigned 2010 model may be less of a rebel.

For those who haven't been inundated with Prius trivia, it is a full hybrid with a nickel-metal-hydride battery pack. It can be driven on battery power alone, gasoline engine alone or a blend of both.

The new model comes in five trim levels, with pricing that starts at $21,750. The top-line Prius V test car starts at $28,020 and was $33,079 as tested. The entry-level model has not been released and likely will remain a basic car to do battle with the new Honda Insight, which has a starting price of $20,510.

The new Prius is just slightly larger than the 2009 model but in useful dimensions: it's a half-inch longer, three-quarters of an inch wider but not taller. The size increase added 110 pounds, which was overcome with a larger gasoline engine, more powerful electric motor generator and more energy from the same number of batteries: 168 1.2-volt cells.

With all those additions, fuel economy was improved. City mileage went from 48 mpg to 51, still using 87 octane. Highway mileage went from 45 to 48. (Using more battery power in town supposedly gives the higher fuel economy, but many owners report they still get higher mileage on the highway.)

Toyota also made it easier to make more of an environmental impact. There are four distinct driving modes, selected by a button on the center console:

— The standard setting gives decent performance for everyday needs. Power mode puts a jolt in acceleration response.

— ECO electronically blunts sharp acceleration when the driver cannot control his or her right foot. The mode seems maddeningly sluggish, but it ensures conservative fuel consumption.

— EV allows electric driving at low speeds for about a mile. The last model did not have this function, though many owners found ways to adapt their Priuses at the risk of losing warranty coverage. EV mode had been a feature on Japanese-market cars.

— On the standard and ECO settings, I was able to cruise on battery power up to 25 mph, but weight, options and using the air conditioning depletes the battery pack faster and causes the engine to run more frequently. Switching between electric and gasoline is still seamless.

Ride quality is good, partially helped by a slightly longer wheelbase. There is some noise at highway speeds from the low-rolling-resistance tires.

The exterior design remains recognizable as a Prius — but balanced and sophisticated in a futuristic way. The multi-reflector, projector-beam headlamps are key facial features. The optional 17-inch wheels, which are standard on higher-level models, help prop up the styling, but the car still looks too big for its wheels. And the larger tires push the turning circle to 36 feet. It's not unwieldy, but nearly 2 feet wider than before.

The arc of the roofline allows a functional interior, but creates a dashboard that will look enormous early on. The doors open wide, sightlines are unhindered and the height of the cargo floor is easy to use. There are storage areas throughout, a folding rear-seat back and a substantial basement under the cargo floor.

Despite what appears to be a tall architecture, tall occupants will have headroom (barely), but they will be looking into the windshield header, not through the High Solar Energy-Absorbing glass.

The new interior is a stylish update. The design of the instrument panel makes the previous car's layout look primitive. This one is more flow-through and wraparound, but still with the quirky center grouping of gauges and readouts. Toyota says it helps drivers keep their eyes on the road.

Also new in the gauge array is the Touch Tracer display, activated when using the steering-wheel buttons to adjust audio or cabin features. The display is a three-dimensional image that highlights selections. It's trendy, but the driver still has to look right and down a bit to view the choices.

Other techno-options include a sunroof with solar panel that powers a vent fan while parked to lower cabin temperatures. That helps the air conditioning work more efficiently, which is a good idea because the air conditioning takes awhile to get cold on a hot day. Also new are Lane Keep Assist and Intelligent Park Assist, part of the $4,500 Advanced Technology Package.

The parking system has evolved from one used in the Lexus LS, and it will park the car faster in a smaller space. But letting the computer park the car is like sitting with a parallel-parking novice. It's so frustrating you just want to grab the wheel and do it yourself. Someday when IPA is streamlined, it will enhance this car as an urban-use vehicle.

It's hard to believe that this is Prius' third generation. The car is now a much better fit for families and people with active lifestyles.

The other generations were different for the sake of being different, but this one is a nicely crafted small car that just happens to be a hybrid.


SPECS BOX

2010 TOYOTA PRIUS V

Body style: compact, five-passenger, front-wheel-drive, gasoline-electric hybrid hatchback

Gasoline engine: 98-horsepower, DOHC 1.8-liter, Atkinson-cycle four-cylinder with variable valve timing

Electric power: 80-hp, permanent magnet synchronous motor with nickel-metal-hydride battery pack

Net power: 134 hp

Acceleration: 0-60 mph: 9.8 seconds

Transmission: electronic continuously variable automatic

EPA fuel economy estimates: 51 mpg city, 48 highway; 87 octane recommended


FEATURES

Standard equipment includes: Smart Key remote entry system with push-button ignition; High Solar Energy Absorbing glass; air conditioning with electric compressor; automatic power windows; manually adjusted driver seat with height adjustment; six-speaker CD audio system with MP3 playback; cruise control; 60/40 folding back seat; tilt/telescopic steering wheel with audio and climate controls with digital display; multi-reflector projector-beam headlamps, power folding and heated outside mirrors, four-wheel-disc brakes with regeneration during braking

Safety features include: seven air bags, including driver's knee bag; front active head rests; stability and traction controls


PRICING

Base: $28,020, including $750 freight charge; price as tested $33,079

Options on test car: carpeted floor mats and cargo mat, $200; Advanced Technology Package, $4,500

Where assembled: Japan

Hybrid warranty coverage: eight years/100,000 miles, basic coverage including the nickel-metal-hydride battery pack, battery control module, hybrid control module and inverter with converter. In California and Northeastern states, hybrid-related component coverage is 15 years/150,000 miles with the exception of the hybrid battery, which is warranted for 10 years/ 150,000 miles

Mark Maynard is driving in cyberspace at mark.Maynard@uniontrib.com.