2009 Toyota Prius Reviews

Ewan Kennedy road tests and reviews the 2003, 2004, 2005, 2006, 2007, 2008, 2009, 2010, 2011, 2012, 2013, 2014, 2015 Toyota Prius as a used buy.

Doing 100km of general running about for less than five bucks in fuel makes motoring pretty affordable. As manufacturers bring out more models with increasingly-amazing frugality, motorists are laughing all the way from the pumps. A generation ago, the 30 miles per gallon mark (9.4 litres/100km in metric speak) was a

That's the lure of hybrids and the reason why cars such as Toyota's Prius is so attractive to green-tinged and fuel-conscious buyers. But are they the be-all and end-all of personal transport?

The debate over the future of motor vehicle drivetrains swings between hybrids, hydrogen and alternative fuel technologies. Toyota has put all its short-term eggs in the hybrid basket; although its hydrogen fuel-cell program is well advanced but for now, the Japanese giant has the petrol-electric hybrid Prius as its main green machine, with the Camry to follow shortly.Its Lexus brand has a number of hybrids in the range; both brands have the aim of a hybrid model within each model range. The keys for a top-spec i-Tech have been flung our way - the top-spec version of the hybrid weighs an extra 50kg, accounted for by extra gear.The i-Tech gets the leather interior, a sunroof, the radar cruise control, an auto-dimming rearvision mirror and the touch-screen that controls the satellite navigation, displays the image from the rearview camera and dictates terms to the JBL sound system.The lack of a normal spare - which may well concern those who cover great distances - also contributes to the weight loss, substituted for a re-inflation compressor system with a leak-sealing fluid.Shutting the doors gives the impression of a lightweight construction - a ping rather than a thud - and the plastics, while being made of "green" plant-based materials, feel a little cheap.But the aforementioned features, as well as climate control, mean there's no shortage of gear on offer for the occupants. It's comfortable without being plush, with room for four adults without too much discomfort, parents and a couple of kids won't have too many issues.Something that isn't overly useful at this time of year - but will no doubt be a god-send come summer - is the solar panel ventilation system. The panel sits in the rear section of the roof and runs a secondary ventilation system to reduce temperature build-up when parked - but I still wouldn't leave a dog in there. The main climate control system also plays a part in remote car-cooling team, as it can be remote-activated to fire up the A/C before you get in the car.DrivingThe first-time hybrid driver may well wait quite a while after pushing the start button before taking off - the centre display has all manner of powertrain graphics but it's the small "READY" light you'll need to watch for.The newest incarnation of the Prius seems more eager, with plenty of punch from the petrol electric drivetrain. The new Prius also seems more intent and content using the electric-only side around town, resorting less to the petrol engine than its forebears.There's no tacho, only the speed (also on the heads-up display on the windscreen ) and the transmission lever, which also has the B function to provide more engine braking for better energy regeneration.Drivers looking for maximum grunt will welcome the Power button, which more readily provides full outputs. Normal mode offers a good all-round drive pattern, with smoother transitions between the petrol and electric side of the drivetrain.Toyota claims an ADR combined (and urban) figure of 3.9 litres per 100km - dropping to 3.7 on the open road. During our time in the Prius iTech the trip computer told us our best leg was just over four litres per 100km. Our overall average - which was predominantly metropolitan work, where the hybrid system gets the most benefit - was 5.4 litres of 95RON PULP per 100km at an average speed of 32km/h.Ride quality was a little rugged from the Bridgestone low rolling resistance rubber, which run at around 40psi, with the suspension keeping half an eye on body control but mainly leaning towards ride comfort.Anyone looking to Toyota for a five-door hybrid sports-coupe will have to wait a little longer (and look to Lexus). Neither brand has a handle on radar cruise control yet, with the Prius using the Lexus system that won't hold a set speed downhill without another vehicle to trigger the radar. The hybrid drivetrain works a little harder at maintaining a set velocity but it's still not up to Europeans.The driver will also have to get used to the split rear window, which can be a little disconcerting in traffic. It's good for parking - when you're not being lazy and letting it park itself - but it does prompt the odd double-take looking rearward.The $53,500 i-Tech, which also features cool LED low-beam and rear tail lights, boasts about $10,000 worth of extras for the $6600 price hike, according to Toyota. It's a large chunk of cash for what it a small car - but it will test the water on just what price consumers are prepared to to pay for frugal, greener motoring.TOYOTA PRIUS i-Tech Price: from $53,500Engine: Petrol - 1.8-litre DOHC 16-valve Atkinson cycle four-cylinder. Electric - series/parallel 100kW full hybrid, AC synchronous 650-volt permanent magnet motor, 201-volt nickel metal hydride battery.Transmission: Electronically controlled continuously variable transmission, front-wheel drive.Power: 73kW @ 5200rpm.Torque: 142Nm @ 4000rpm.Performance: 0-100km/h 10.4 seconds.Fuel consumption: 3.9 litres/100km, tank 45 litres.Emissions: 89g/km.

Hybrid or diesel? It's one of the burning questions of 2009. Rival carmakers each claim to have the perfect answer to the green question of the new millennium, but they can’t both be right when one is trumpeting the economy and efficiency of diesel and the other says a petrol-electric hybrid is the only way forward. So we put them to the test.The contestants We lined the latest Mini Diesel up against the all-new Toyota Prius and put them through their hoops in the real-world disaster zone of commuter travel.To keep thirst and belch low, the Prius relies on switching over to its electric motor – partly charged by capturing regenerative braking power – whenever practical, while the Mini uses an efficient diesel system and stop-start technology that switches off the engine when you’re stationary. And they both do impressive figures on a test cycle.The Prius III’s 1.8-litre engine claims official figures of 3.9L/100km for urban and combined driving, and 3.7l for highway running, with emissions pegged at 89gm/km of CO2.Mini D carries a 1.5-litre diesel engine that also posts an official figure of 3.9l/100km combined - rising to 4.7l in city driving and dropping to 3.5l for the highway - but emits 104gm/km,But a laboratory test is a long way from the stop-start grind of an average Australian workday run. So how would they perform in a series of nightmare commuter runs through Sydney’s peak hour traffic into the CBD? We asked two colleagues to do a couple of commutes in each car, driving in their normal manner, restricting their trips to the work runs and noting their fuel consumption and impressions.Northern trips From Narabeen, Simon Fuller has a commute of about 35km, and takes just over an hour to cover it on average. The two round trips he did in the Prius through morning and afternoon peak hours resulted in an average fuel consumption of 4.6L/100km. Being totally city driving, that’s naturally a bit above the official combined figure, but a fairly economical result for peak hour travel.The same trips in the Mini came in at 4.9l/100km - just 0.2l above the car’s claimed city figure, but with the higher price of diesel a more expensive commute.Southern trips From Oyster Bay, Brett Houldin also travels about 35km and takes just over an hour. His two round trips in the Prius resulted in an average fuel consumption of 4.5L/100km, while his Mini consumption finished at 5.3l. So it seems the Toyota hybrid can ward off the bowser challenge from the Mini diesel. But if you’re going to spend long hours in a car, a great fuel figure is not the whole picture.Fuller on the Prius City driving at any time around peak hour means that there is plenty of stopping and starting in your drive. The Prius’ sluggish take-off but sensitive brakes made this an interesting practice, but this wasn’t too hard to adapt to. And once the car is moving, it has no problem getting up to the required speed. The steering was a pleasure and the turning circle was impressive.But when the electric motor is in control on slow-speed inclines-such exit ramps out of car parks - there is a tendency for the Prius to stop and roll backwards. I learned to put my foot down on the accelerator a lot harder than would feel comfortable in most cars.However I liked the radar cruise control. I didn’t have to brake or accelerate as the speed of the car in front changed. The radar would detect the Prius getting closer to the car in front, brake, and then resume speed once there was sufficient room again. Not sure how much I trust a computer-driven car, but it certainly was fun.As was the parallel park assist function. Once you have lined up a spot to park in, all you have to do is brake as it reverses and steers for you. For many people, the excellent fuel consumption might make it a significant factor in their car choice. If these were priced in a lower price range, I think they would be a lot more appealing.Overall, the Prius was roomy, reasonably powered, and feature packed. But there was no sense of pleasure in the driving. It lacked the feel that a keen driver would be looking for.Houldin on the Prius It’s small and sleek, but powerless. My first reaction - a lawn mower. It was hard to adjust to such a different car from my usual V8 offroader, and that was obvious each time I took off from the lights. But once you got up to around 30km/h, the car was very comfortable and enjoyable to drive around the city, manoeuvrable and easy to control.I enjoyed the positioning of various buttons and the ease of driving. Having the odometer in the middle was at first annoying till I used the illuminated ‘heads-up’ display - this is a fantastic addition. My biggest complaint was the location of the back spoiler. It seemed to be in the way every time I wanted to look through the rear-view mirror. But overall, a good city car and very economical, so it suits its purpose.Fuller on the MiniI was surprised at the spaciousness of the cabin, and felt an immediate sense of excitement at the interior-bucket seats, retro-styled gauges, aircraft-like control switches, two-panel sunroof … it looked like this car had it all.The engine has the hollow burbling noise familiar with diesel engines, but with the doors closed and windows up, you'd have no idea it wasn’t a petrol motor, until you use the accelerator. The distinct difference is the torque that this little beast has to offer compared to a similar sized petrol powerplant. It's definitely not lacking.The clutch and gearbox feel solid and are both easy to adapt to and very smooth. Gear ratios probably couldn't be much closer to perfect either. The steering is firm, and it handles well. There was an initial abrupt reminder that the engine switches off when stationary after you shift into neutral. Not yet trusting the system, I just touched the clutch pedal and the engine fired back up, and very quickly too.The Mini also coped well with a peak-hour commuter’s dread in a manual-stretches of stop-start-crawl on a twisty uphill road. The Mini makes this a piece of cake, with the hill-hold feature kicking in every time you come to a rest while facing uphill, making take-offs so easy and never needing the handbrake. And it used just under half the fuel of my regular vehicle, a turbo four-cylinder Mazda.Houldin on the Mini The manual is annoying in heavy traffic, especially when it turns off during idle. I found the suggested gear change interesting, mostly because it suggested changing before 2000rpm-this is obviously how they claim such low consumption. Very rarely did I get it into sixth gear around town even when it suggested it at 70km/h.But this car is really fun with a go-cart feel. It sounds like many other diesel engines - and this one was similar to an old Herbie. There is plenty of power for a small car and it’s very zippy around the city, but you tend to not focus on how fast you’re going when the gauge is in the middle of the dash. And the mesh cover on the sunroof is basically useless. It should have been solid.But overall it handles very well and you’d recommend it to anyone looking for some basic thrills with minimal running costs.Fuller’s choice The Mini for sure, because although it has great economy and is better for the environment than most cars, it manages to not compromise the driving experience, and still has plenty of power to boot. It's got better visibility and not so many features that I probably wouldn't end up using, like the parking assist.Houldin’s choice I’d buy the Prius, mainly because I know my wife loved it and it’s the type of car she would drive more than me. It had some awesome techno features that were equivalent to a top of the market car. But if I wanted a car just to fang around in, no question - the Mini.Toyota Prius Price: From $39,900 (Prius) to $53,500 (Prius i-Tech) plus on-road costsEngine: 1.8-litre four-cylinder petrol plus electric motorOutputs: 73kW at 5200rpm and 142Nm at 4000rpm (engine); 60kW (motor); net power 100kWTransmission: Continuously variable transmission, front-wheel driveEconomy (official): 3.9l/100km combined and urban, 3.7l/100km highwayEconomy (on test): 4.5l/100km urban, averagedMini Cooper D Price: From $33,750 plus on-road costsEngine: 1.6-litre four-cylinder dieselOutput: 80kW at 4000rpm and 240Nm at 1750rpmTransmissions: Six-speed manual or automatic, front-wheel driveEconomy (official): 3.9l/100km combined, 3.5l/100km highway, 4.7l/100km urbanEconomy (on test): 5.1/100km urban, averaged

But it is about to land in Australia at the same time as it’s running headlong into an economic storm and a sales slump in the US.With global sales of the hybrid pioneer tumbling in economic hard times and falling petrol prices, the Gen III Prius is about to land in Australia.In North America alone, sales of the current car for the first three months of this year totalled just 24,277, about the same number sold in a single month last year.With the official launch of the car set for July, Carsguide this week had an early opportunity to get at close quarters with the radically changed yet still instantly recognisable Prius.In a short drive of the new vehicle, it was obvious designers and stylists had been hard at work — and less obvious just what the engineers had been up to.Inside, styling changes are obvious to anyone who has previously driven a Prius. The driver now sits in a defined "cockpit" space with a floating centre console supporting the gear lever and buttons to select Power, Eco or EV.The other big changes to the interior are greater headroom for rear seat passengers — the result of shifting the high-point of the roofline further to the rear to accentuate the car's wedge styling — and better knee and leg room from a redesign of the front seats allowing for greater scalloping in the seat back.DrivetrainThe Prius still has to make do with the carry-over nickel-metal hydride batteries from Prius II which means the full electric vehicle range is still restricted to about 1.5km at under 40km/h before the petrol engine fires up to take over propulsion and start the recharging process.The new 1.8-litre engine lifts power by 16kW to a peak of 73kW with 142Nm of torque. With an additional 27kW available from the electric motor the Prius III can get from 0-100km/h in a respectable 9.9 seconds and when carefully managed the company claim of 3.9 litres per 100km fuel economy may well be achievable.Pricing and fit-out Toyota is not giving away any clues as to pricing, only saying the car will be competitive — presumably with Honda's Insight which, while delayed into next year, is expected to reach the market at about $30,000.Exact trim levels are also being kept close to the chest although it seems certain that there will be at least two levels offered with the higher grade car winning optional extras such as LED headlights, heads-up driving display and satellite navigation.A world-first air conditioning function offers the ability to turn on a three-minute burst of battery powered air-con remotely from the key fob without needing to start the engine. Also aimed at the Aussie summer is the Prius III's 36-cell solar moonroof — which provides 59 watts of fan power to recirculate hot air out of the car after it has been sitting in the sun.DrivingA redesign of the rear suspension geometry has the dual outcome of increased boot space (an extra 30 litres) and greater rear-end stability on a chassis the engineers claim is generally far stiffer than the outgoing model.It is a claim that had to go untested on this week's short drive but there is no doubt the new model has a better turning circle and steering that feels far more direct and connected than was previously the case.

You can't really get around it. There are others, from the original Honda Insight to the Civic hybrid and even the upcoming Porsche Cayenne and Panamera, but Prius was and is the benchmark. Right?Given the fact that the fuel-sipping Toyota was the petrol-electric trailblazer and kicked off the hybrid movement some 10 years ago, it has definitely earned its place in automotive history.Now, the car's third generation is here and it looks, well, much like the old one.But there is good news too. The all-new Prius is faster, handles more like a regular car, gets better mileage and employs higher-quality materials.It is going to face much tougher opposition, especially from a born- again Insight that looks a lot like the Prius and will be pitched lower on price, but the Toyota headliner is still the car being used to push the one million-a-year hybrid attack by the world's largest carmaker.Size wise, the new Prius is pretty much the same as before. It's just over one centimetre longer and sits on the same length wheelbase as before. The exterior design is a safe evolution of the current wedge- shape and is marginally slipperier through the air.But then you don't buy a Prius to admire it in your driveway. You buy it to make a social statement.Final pricing for the car has not been set for Australia, but the aim in the USA is to have it at $25,000 and to convert even more people than the greenies and movie stars who have already made it a hit _ particularly in California, where it is allowed in the car pool lane with only the driver at the wheel."It will be here in July," says Mike Breen of Toyota Australia, confirming the timing but not the price or equipment levels."It will be competitively priced. The specifications are different from the US, and there are a couple of things we get that the Americans do not, and they make a difference. They make a difference to the vehicle and as a result they have an impact on the pricing."Breen definitely rules out the Japanese plan to run the new Prius alongside the old one, to give a price fighter to combat the new Insight."We are not going to run the old with the new. The market will not sustain the new generation and the old generation being sold simultaneously," he says.He admits it was considered, but rejected."We are selling a Prius. But we keep an eye on all our competitiors."DrivingSitting in the tight new cockpit, I fire up the engine _ or at least push the start button to engage the silent electric motor.Power is up from the outgoing 1.5 litre's 57kW to the new 1.8's 73 at 5200 revs, with 142Nm of torque at 4000. Total power including the electric motor comes to 100kW, and there's an extra 27kW from the carryover nickel-metal hydride battery pack.No, the latest and greatest lithium-ion batteries are not yet in the picture for the Prius.A new front transaxle reduces power losses by up to 20 per cent and is now gear-driven to reduce friction and includes a reduction gear as well, meaning it can run at higher revs and make more power.The employment of the Atkinson cycle 1.8-litre engine is the main reason why the new car achieves a claimed 5L/100km economy, an improvement around five per cent Gently depress your right shoe and you can creep away in stealth mode _ or EV mode, one of three _ at up to 40km/h traveling up to 1.5km before the engine cuts in. Other modes are Eco, which most drivers will use, and Power for those who want quicker merging speeds on highways.The new hybrid might be over 40kgs heavier than the predecessor, but it still turns better and accelerates harder thanks to the new THSII hybrid system which helps it sprint from zero to 100km/h in 9.9 seconds.Using a feather throttle in my short 80-kilometre test around the perimeter public road surrounding Toyota's Fuji Speedway, I managed to move into the 4L/100km range. So Toyota's numbers are right on the money.The bottom line?The new Prius feels less like a hybrid and, well, more like a Toyota.More like a Corolla.Thanks to beefed-up torsional rigidity and revised suspension, there's better straight-line stability and braking response while the brake pedal does not suffer from that spongy feel of past regenerative brake setups.Its electrically assisted power steering has better weight and feedback when you steer into a corner, even though the predominant response is minor front-end push. It also gets a telescopic steering wheel which makes it easier to adjust and find the ideal driving position.Inside, Toyota has moved the fuel display and economy guage to the top of the dash in easier view. You also get a heads-up display which reflects in the lower section of the windscreen but in plain view to keep you up to date with your speed.Unfortunately, however, the driver's seat feels cramped due to the intrusion into the driver's knee and leg space of the rather thick and cumbersome centre console and dash.The Prius will impress many with its technological tour-de-force construction and better handling.But you still have to ask if the economy and so-so handling are enough to pinch buyers from diesel hatchbacks, without relying on the feel- good factor of a benchmark green purchase.

They won’t all be bearing the Prius nameplate – a Hybrid Camry is on the way, and will start rolling out of Toyota’s Altona plant in Victoria next year.But the Prius — the world’s first mass-produced petrol-electric hybrid vehicle — continues to do well here, with 9,300 Australian sales in 2009 showing sales are still improving year on year, and providing a solid base for the third generation Prius due here in July.Drivetrain As we all (should) know by now, the Prius uses what Toyota calls Hybrid Synergy Drive technology which utilises the benefits of its petrol engine and electric motor for optimum efficiency. The petrol engine is used for power in the high speed range and the electric motor uses its spontaneous high torque from rest.The petrol engine cuts out when the car is stationary, or under low-demand conditions like downhill driving and coasting. A regenerative system also captures energy from the brakes and stores it as battery charge. The Prius – and the Camry that will follow it – can drive for short distances on electric power alone, and the four cylinder DOHC petrol engine alone creates 57kW at 5000rpm and 115Nm at 4000rpm. Maximum output for the hybrid system adds another 25kW to 82kW.An electronically controlled continuously variable transmission gets power to the front wheels.Toyota claims that using the recommended 91 RON unleaded fuel will result in an impressive 4.4l/100kms.Exterior The Prius bob-tailed body has become something of a signature shape – and that has been a handy marketing ploy for Toyota in spreading and raising the profile of the car. So they’ve never mucked around with that, and this soon-to-be superceded second generation was merely dressed with body coloured bumpers and multi-reflector headlights, plus 15 inch alloys, a rear spoiler and a rear bumper skirt to give it a sporty touch.InteriorInside, the Prius is minimalist and mildly space-age, with a centrally positioned digital speedo and distinct lack of clutter. Otherwise there isn’t too much that sets it apart from other mid-range models in the Toyota line-up, with a tilt adjustable multi-function power steering wheel, power windows and mirrors and cruise control standard on the Prius. Map pockets, door pockets a decent centre console and cup and sunglass holders give it ample room to stow away travel nick knacks.SafetyEarning itself a five-star ANCAP crash test rating, the Prius safety feature list is impressive and includes a comprehensive airbag package, ABS, electronic brakeforce distribution, brake assist and traction control.PricingThe second generation Toyota Prius is priced from $37,400. The Prius i-Tech which adds a six-stacker stereo, leather seats and wheel, Bluetooth, a satnav and vehicle stability control costs $46,900.DrivingThe Toyota Prius is an important car. It effectively kick started the whole hybrid/green sector for motor vehicles. Now 12 years old, the Prius was launched in 1997 in Japan and has effectively been the only mass-produced Hybrid up until last year.It is also possibly the only example of a significant technology that has not had its roots on the race track. It goes against the old adage that what you see on the tracks this year you will see on the streets next. This year sees the reverse with the introduction of KERS or Hybrid technology to formula One.Driving a Prius can be both fun and frustrating. The silent take-off is still novel. The Energy Monitor screen, if you leave it on, will make you either drive conservatively or annoy the hell out of you if you are accelerating up a hill. It just shows you how much you are draining the battery and the tank.The driving experience is not too different to any other medium size Japanese car. It is extremely competent and whines under acceleration. It is simply a good car with excellent packaging.It is just too expensive….. And very boring to look at. I can’t wait for the Tesla.Summary – good, ground-breaking, important. I just don’t want one