Audi A1 vs Toyota Prius

What's the difference?

If you’re eager for a sporty compact hatchback with premium design and luxury car badges, the Audi A1 40 TFSI is a very, very strong contender. It’s fast, fun, and functional for a little hatchback. It’s just very expensive, and for most people the $10K cheaper 35 TFSI model will tick most of the boxes. I’d recommend you drive it before signing on for the top-spec model.

The Prius can rest its weary head. The Age of the Hybrid has begun. Even though this iconic eco car might have lost its ultimate purpose to more mainstream models in the last few years, it’s still the best execution of Toyota’s hybrid tech on the market and if you can look past its divisive-as-ever looks, it’s comfortable and practical, too.

The brand’s Australian division promises the Prius will stick around in one form or another, so we’re keen to see what its next iteration will look like. Plug-in? Fully electric? Time will tell.

I don’t think I’ve seen a better transformation between generations than the current A1. In its previous guise it was bubbly and cute, but now it’s an angular brute.

This version’s S line sports body kit and funky 18-inch alloy wheels certainly help in that regard, but even the standard lighting signatures - LEDs front and rear - make it stand out as anything but a cutie pie city car.

The good news is that it hasn’t grown too much, either. Sure, it is a bit bigger, measuring 4029mm (on a 2563mm wheelbase), 1740mm wide and 1409mm tall. The last one was smaller (3973mm long on a 2469mm wheelbase, 1746mm wide and 1422mm tall), but this one isn’t elephantine in its proportions and so remains simple to park and squeezy enough to be considered a Light Car by industry standards.

And there are some really, really playful colours available. Like this Turbo Blue (which is only for this spec), and Python Yellow. There’s also black, green, red, three different greys, and two whites. The only issue is that flat white (Cortina White) is the only no-cost paint option. The rest will set out back $490 (for Tioman Green or the blue you see here) or $990 (for the rest). 

And then you can option the paint with a black roof, for $1380 combined with blue or green, or $1880 in all the other colours. The black exterior styling pack adds black highlights around the grille and on the front and rear bumpers. Those little Audi four-ring stickers on the rear doors are standard on this spec.

But to be honest, it stands out no matter what colour you choose, and that’s enough to get people’s heads turning on the street. And the interior design? Well, it has some good and bad points. See the interior pictures below to make up your own mind. 

The Prius is the very visage of economic motoring. Derided by big-engine lovers, and adored by the eco-crowd, the fact that the Prius’s wedge-shaped frame is more about function than form tells you everything you need to know about this car.

It blends with Toyota’s latest design language, the face and bodywork containing some subtle nods to other models that would launch after it, like the Corolla, Camry, and C-HR.

What always surprises me about even this top-spec Prius is its dorky ride height. For a car with such a low drag coefficient, it sits so far off the ground! The 17-inch wheels look almost out of alignment with the body in those wheelarches.

Round the back, the Prius’s integrated spoiler and glasshouse bodywork are as divisive as ever, with more extreme pointed light fittings leaning into the effect created by its boxy, rear three-quarter view and mirroring the shape of the LED headlights at the front.

Of course, this car is less about being looked at as it is about its drag coefficient of 0.24 Cd, which is one of the lowest on any production car.

Inside, things again prove divisive, with a minimalist dash, a swoopy gloss highlight piece that frames the central vents and multimedia screen, and an odd, centrally mounted dash cluster, which is a usability faux pas.

In the case of the I-Tech at least there’s a holographic display which can put up useful information to help prevent your eyes from drifting too far from the road. Still, I can’t help but feel like this whole interior ethos is futuristic for the sake of being futuristic, with a little less thought given to how practical it is, compared to the brand’s other models.

The leather-appointed trim across the wheel and soft plastics in the door and dash-topper are appreciated, and there’s attention to detail in the little ‘Prius’ logos on the vents. However, I found the dull multimedia screen to be susceptible to glare during the day, and the big integrated panel in which it sits is made from a tinny gloss plastic, which will easily to get covered in fingerprints and scratches.

There are elements of the A1’s cabin design that are tremendous. And other bits that are not so tremendous. 

The bad bits include the fact you’re paying about $50,000 on the road for a car that has hard plastic just about everywhere the eye can see.

The good bits are that the textured plastics on the dash are beautiful, and so are the designed elements on the doors. I love the door handles, I love the metallic finish, I love the layout and I love the way it makes you forget that you’re in a luxury-branded car with hard plastic all around you.

The media screen and digital dashboard help, too - it feels technical and premium in the driver’s seat as a result. The graphics are crisp and clear, the menus are mostly easy to navigate, but I had some issues getting Apple CarPlay to work. It has wireless CarPlay, and I had it plugged in, so perhaps that was confusing things.

But the Audi media system also includes Audi Connect in this spec, meaning there are realtime map, traffic and hazard updates, plus a Wi-Fi hotspot, fuel prices, parking, weather and Google maps and services. It’s high-tech, and if that’s what you like, this is definitely going to please you more than a Mini Cooper.

Practicality is good, with bottle holders in all four doors, cup holders between the front seats and a covered centre console and wireless charging bay in front of the shifter. In the back, storage is sparse: aside from the door pockets, there’s nothing - no cup holders, no map pockets. 

There is enough space for four adults in the A1, so if you plan to take your mates to brunch or if you’ve got young kids, you should be comfortable enough in here.

I had the driver’s seat set for my own height (182cm) and I was able to slide in to the rear seat without much fuss at all, with adequate knee and toe room, and decent headroom too. Try and fit three across the back and it’ll be uncomfortable, unless those three are very slim. 

There are dual ISOFIX child-seat anchor points and three top-tether points, and the seat structure is pretty flat, making fitment of these types of seats simple enough.

The boot capacity is good for a car of this size at 335 litres, which is a solid 20 per cent bigger than before. You won’t find a spare under the boot floor, though, as all A1s have an inflator kit. The back seats fold down to allow 1090L of cargo capacity, but there’s a ledge you have to contend with if you’re trying to load larger items in. Maybe skip the IKEA trips in this one, then. 

If nothing else, all of the Prius’s edgy design gives it plentiful interior space. Toyota granted this generation of Prius a low seating position and tall roof, which combine with the distant dash elements to make for a spacious cockpit for the front two occupants.

The seat design in the top-spec I-Tech is also cushy, reminiscent of the seats in high-spec Camrys, and I had absolutely no trouble finding a comfortable driving position. If there’s one thing to be said for the annoying, centrally mounted instruments, it’s that you don’t need to consider the position of the wheel interfering with their visibility.

The Prius’s total glasshouse grants superb visibility out the front and sides, with large wing-mirrors, too. The only downside is that integrated spoiler at the back, which makes for a distracting view out the rear mirror that I’m sure any owner will quickly become accustomed to.

Soft trims across the doors and centre console, even in the back seat, make the Prius cabin a comfortable place to be, too.

Ergonomics have not been forgotten, with the multimedia screen and climate unit having useful and easy-to-reach physical dials and toggles for all the key functions. Even changing gear is a breeze in the Prius, with its odd little rosebud-shaped shifter simply a flick of the wrist from where your arm sits.

I do wish Toyota had made better use of the large area under the climate unit, however. The front part of the centre console is exclusively for the wireless-charging bay alone, and the rest of the space is constructed from a smoothly contoured gloss-finish plastic panel. It has looks to match the Prius aesthetic, but it’s no good for storing anything other than a single phone. It would have been better to make a large bay here with a rubberised finish.

Thanks to the lack of a physical handbrake in the centre or any other buttons or functions, there are two large bottle holders with variable edges.

A huge centre-console box and large door bins round out the Prius’s front-seat storage options.

Room in the rear seat is excellent, my 182cm tall frame had stellar amounts of space for my legs and head, as the roofline continues through to that raised rear spoiler. The comfy seat trim continues, although the padding in the base is notably not as good as it is in the front.

There are some useful pockets on the backs of the front seats and a drop-down armrest with cupholders for rear passengers, too.

Finally, the awkward rear of the Prius makes for a fantastic boot capacity, one advantage this car still holds over its hybrid Toyota stablemates. Capacity for the I-Tech is a mid-size-SUV rivalling 502-litres (VDA), which easily consumed our CarsGuide test luggage set and is even bigger than the base Prius, at the cost of the space-saver spare wheel. The I-Tech only has a repair kit to go with its larger alloys.

This Toyota Prius in top-spec I-Tech form costs a whopping $45,825 before on-road costs, which is a tall order, especially given the fact that the technical advantage this car once had to help justify its price-tag has been lost to the rest of Toyota’s range.

An equivalent Corolla hybrid, even in top ZR trim, can be had from just $34,695, and even the much larger Camry in its highest hybrid SL trim is more affordable, at a suddenly cheap-looking $42,790. All three Toyotas are sourced from Japan.

Not a good start in the value battle, then, especially since those other Toyotas are not just hybrids, but great cars in their respective segments.

The Prius I-Tech’s most direct rival is the similarly shaped and sized Hyundai Ioniq Premium, which can be yours from $40,390 with competitive equipment. Hyundai is not only hunting Toyota with this car, but flexing its deep pockets by selling the Ioniq in Australia as not just a hybrid, but a PHEV and a full EV, too.

Thankfully, the I-Tech comes with some decent gear, sporting 17-inch alloy wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, digital radio, a 4.2-inch digital information display, a holographic head-up display, full LED lighting with auto-levelling, leather-appointed seat trim, auto dimming rear vision mirror, wireless phone charging, 10-speaker audio, and improved interior trims over the base car.

The I-Tech also scores a larger boot capacity and an improved safety suite compared to the base Prius. More on that in later sections of this review.

Is the Prius “good value” then? It's still a no, as all of this equipment can be had in bigger, more mainstream Toyota models, and far more affordable rivals. It’s a shame Toyota hasn’t brought the Prius’s cost down in the five years since this generation launched, because in today’s market it makes less sense than ever.

That said, there is a certain niche audience for this car. One that will always love its little innovations, like the fact that it has one of the lowest drag coefficients on the market, its stellar fuel-consumption number, and its claimed 40 per cent thermal efficiency.

This 40 TFSI model is the big humdinger in the range. It has the donk, right?

Yeah, it’s a 2.0-litre four-cylinder turbo-petrol engine, which is a full litre bigger in capacity than the base model car. And it’s the same engine fitted to the Polo GTI - a proper hot hatch!

It doesn’t quite have double the power and torque of the entry-level 30 TFSI model, but it does have solid outputs of 147kW (at 4400-6000rpm) and 320Nm (from 1500-4400rpm). That’s enough to slingshot this A1 from 0-100km/h in a hot-hatch-rivalling 6.5 seconds, according to Audi.

Unlike the lower grades, it runs a six-speed dual-clutch automatic, which it needs because it has so much torque. The 30 and 35 TFSI variants have a seven-speeder. All of them, including this one, are front-wheel drive.

There is no quattro/all-wheel drive A1 this time around, and there won’t be an S1, either. So this is it if you want your kicks in a compact car from the Ingolstadt-based brand.  

It wouldn’t be a Prius without Toyota’s signature hybrid synergy drive technology. In this most original case it consists of a 1.8-litre four-cylinder petrol engine, which uses the more thermally efficient but less powerful Atkinson combustion cycle, producing 72kW/142Nm, paired to a set of electric motors on the front axle, which can produce up to 53kW/163Nm.

Combined system output is rated by Toyota at 90kW, driving the front wheels only via a continuously variable automatic transmission (CVT). This system is the same one now also employed in the C-HR and Corolla hybrid grades.

The Prius’s electric motors source their power from an older design nickel-metal hydride battery (instead of the more modern lithium-ion setup) located under the boot floor.

Claimed fuel consumption is rated at 6.4 litres per 100 kilometres. You might see close to that on a highway drive, but if you’re primarily city-dwelling like me, then expect higher.

I saw an average of 10.1L/100km during my urban review of the A1 40 TFSI. That was with stop-start engaged the whole time, and the occasional squeeze of the accelerator to test out the claimed acceleration.

Fuel tank size for the A1 is just 40 litres, so if you’re doing what I did with this grade of A1, you can expect to visit the servo every 400km or so.

The Prius’ sandpapered hybrid drive, low drag number, weight reductions, and low-rolling-resistance tyres add up for a stellar official/combined fuel-consumption figure of just 3.4L/100km. While its signature hybrid tech might be available on other Toyota’s, it’s here where the Prius still shines, undercutting the others by almost a whole litre every 100km.

But can it live up to that promise in the real world? Over my week of what I would consider to be reasonable ‘combined’ driving conditions; with plenty of traffic, freeways, and suburban driving, the Prius returned a stellar figure of just 4.0L/100km. This is not just one of the lowest figures I have ever achieved on a test car, it is even lower than the Corolla Hybrid that I tested over a three-month period. I couldn’t get that car below 4.9L/100km, despite by best attempts.

For a true rival comparison, my week-long test of the Ioniq hybrid in 2019 had the Korean managing a fuel number of 4.6L/100km.

You need not worry about kWh energy consumption for the Prius, as its hybrid system’s software manages the state of battery charge on the fly. It will simply run the engine to charge the battery if levels drop too low, although it always feels good to make the most of the motor’s regenerative braking to keep the battery topped up.

It’s clear that the Prius is still the king of hybrid, then. At least for the time being. All Prius models have 43-litre fuel capacities and are able to consume base-grade 91RON unleaded.

You shouldn’t be surprised to know that the A1 40 TFSI feels a lot like a Polo GTI to drive. It’s quick, it’s entertaining, it’s refined… it’s just about 50 per cent more expensive.

That mightn’t matter to you or factor into your considerations. I just want to point out that you can get a car that’s just as good to drive as this one, and still with a premium German brand attached to it, for a lot less.

The A1 does have it’s own spunk, though. It has a more masculine character, more aggressive styling, and more delightful interior design.

But it also has steering that is predictable and easy to judge, helping it feel nimble and grippy. From tight twisty roads to roundabouts, you’re going to be having fun in the A1 if you’re tooling around town. 

It feels planted and grippy - aside from some front-wheel spin during take-offs if the tyres are cold - and you might notice the suspension can be a touch noisy as it pitter-patters over inconsistencies in the road surface, but the ride is firm yet controlled, offering enough comfort over potholed city roads and speed humps for this tester. And there are several of each of those obstacles on my daily drive to work.

The engine is a sweetheart, offering brilliant linearity to its power delivery. It pulls hard from low in the rev range, meaning you’ll be able to zip through traffic without much hassle at all. The powertrain is super responsive to inputs at speed, especially if you put it in Dynamic mode, which also allows you to hear some pops and crackles from the exhaust system. 

That said, there is some vibration, shuddering and hesitation at low speeds, which is a combination of the stop-start system kicking in and out, a small amount of turbo-lag from the engine and some shuffling behind the scenes from the dual-clutch transmission. You might find the lurchy nature of the first-gear take-offs to be a bit hard to get used to, especially if you spend a lot of time in bumper-to-bumper traffic. 

While this is an Urban Guide review focused on city driving, I thoroughly recommend you find a quiet stretch of twisty road outside the city limits. You won't be disappointed.

The Prius was responsible for popularising Toyota’s Hybrid Synergy Drive, and fittingly, it still feels like the best execution of the technology on the market. That instantly available torque from the electric motor is sleek, quiet, and easy. It feels as though the Prius can make more extended use of purely electric drive than not only its rivals, but all other Toyota and Lexus hybrid products.

Despite its awkward exterior looks, the ride and handling of the Prius are excellent, thanks to its robust TNGA-C underpinnings (in fact, the Prius was the car to debut this platform for Toyota). It tilts into corners nicely, despite a frumpy ride height, and deals with bumps in its stride. This is a comfortable car, and the Lexus influence here is undeniable. The steering characteristics are also smooth and responsive. I wouldn’t go so far as to say the Prius is fun to drive, but it is certainly comfortable and compliant.

What the Prius lacks is the lower, firmer, and more aggressive ride and handling characteristics of its Hyundai Ioniq rival, perhaps a telling insight into the trajectory of each brand.

These characteristics add up to an around-town driving experience that really is a breeze. It’s quiet in the cabin and at times genuinely hard to tell whether the car is using its electric motors or the engine. When it comes to bursts of acceleration, the Prius might surprise you. Using both the motor and engine in tandem, I found that the Prius can sprint from the line with an alarming urgency, more so than its Corolla sibling. With the same tech behind the accelerator pedal, it’s hard to imagine why.

Once the electric motor has reached its strictly defined limit, though, the engine breaks in with a vengeance, and this car does have an anaemic follow-through when the electric components fall to the wayside. As in other applications of this drivetrain, the 1.8-litre Atkinson-cycle petrol engine can be thrashy and noisy when a lot is asked of it.

Of course, driving in such a sporty manner is hardly the point of the Prius, and where it really excels is in that day-to-day traffic grind, where the hybrid system works largely in the background to maximise the time spent with the engine off. The best part? While you can really fall into the hybrid system’s addictive fuel-saving displays, which really encourage hypermiling, this is a set-and-forget system. You can drive the Prius like any other car, and it will be trim on fuel consumption anyway. It’s not like I was trying awfully hard to attain my weekly figure of 4.0L/100km, so I’m sure it can do better over the long term.

The Prius wears a maximum five-star ANCAP safety rating to the 2016 standards, although even in today’s market it has a great active-safety suite.

Standard modern active features on all Prius models include freeway-speed auto emergency braking with pedestrian and daytime cyclist detection, lane-keep assist with lane-departure warning, adaptive cruise control, traffic-sign recognition, and auto-high beams. Our top-spec I-Tech adds blind-spot monitoring and rear cross traffic alert, for an overall excellent suite.

All Prius varaints are also equipped with seven airbags consisting of the standard front, side, and head, as well as a driver’s knee airbag, and the standard array of electronic stability and brake controls are also present.

While the VW Polo GTI that this spec of A1 shares plenty with is backed by a five-year/unlimited kilometre warranty plan, the Audi-badged compact hatch still has a lesser three-year/unlimited kay cover. 

The A1 requires servicing every 12 months or 15,000km (just like a Polo), and there’s a pre-pay service pack you can roll into your finance if you so choose.

That service plan covers either three years/45,000km of driving ($1480) or five years/75,000km ($1990). In the case of the five-year plan, Audi is actually better value than the Polo GTI (which costs $2200 for pre-pay). 

Where is the Audi A1 built? You might be surprised to learn the answer is Spain.

Concerned about reliability? Got questions over resale, problems, issues, faults, recalls or something else? Check out our Audi A1 problems page. 

Toyota’s range-wide warranty currently stands at five years or unlimited kilometres, which is really the accepted industry standard and matches its key Ioniq rival.

Annoyingly, however, the Prius needs to adhere to six-monthly or 10,000km service intervals. Said intervals are capped to $165 per visit for the first six visits under Toyota’s “service advantage” program, after which time you fall back to Toyota genuine servicing with significant price hikes to $221.97, and $425.47 for the next two services covering four years or 80,000km.

A year of roadside assist is included, after which time you will need to subscribe to Toyota’s program, from $89 a year.

While Toyota’s offering is on par with many, it’s hardly the cheapest or most comprehensive we’ve seen.