@wheelsaustralia 131
NEW
ARRIVALSpace cadet
The Prius’s TNGA architecture allows for a deeper floor as well
as a longer and wider body (though the 2700mm wheelbase and
1490mm height remain the same), resulting in lower seating
positions for greater head- as well as leg-room figures.
Relocatingthehybridgearandbatteryfrombelowtheboot
floortobeneaththebackseatalsohelpsboostcargocapacity
by11litres,to457Linthebasecar,and502Linthei-Techthanks
to the removal of a space-saver spare.3
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002153 WEEK 4URBAN COUNTRY SPORTS FAMILY MOTORWAY
SOMETIMES fortune deals a hand that
couldn’t seem more premeditated if fate
itself was pulling the strings. Case in point –
the latest Toyota Prius.
Launched early last year, only months
after the Volkswagen Group’s diesel
emissions cheating scandal has left every
oil-burner literally under a cloud darker
than the soot that purportedly spews from
their stinking exhaust pipes, the fourth-
gen petrol-electric hybrid has suddenly
found itself standing as one of a handful of
legitimate non pure-electric eco alternatives
to normal petrol cars.
Additionally, the Prius was the first to
receive the hotly anticipated Toyota New
Generation Architecture (TNGA), which is
set to underpin many models in the maker’s
vast empire. Espousing lighter, stronger,
quieter and more spacious engineering, with
a switch to a pair of double wishbones after
years of a torsion-beam rear suspension. It’s
highly promising stuff.
Finally, all that TNGA goodness provided
an opportunity for the reborn hybrid icon to
usher in some fresh design thinking inside
and out, to further help it stand out as the
green car of choice for the masses as we
head towards an uncertain future. Like we
said, it’s as if Toyota’s strategists couldn’t
have timed the Mk4’s debut better.
But the best laid plans... more than
12 months on and the fourth Prius since
October 2001 has yet to fire. And this
is despite headline improvements like
industry leading fuel economy (3.4L/100km
is the official average), improved space and
significantly more active safety gear, such
as autonomous emergency braking, as part
of higher standard specification levels that
more than offset a $2500-plus price jump in
the base version.
If you’re wondering why, consider seeing
an ophthalmologist, because the Prius’
styling – while commendably aero at just
0.24Cd – is provocative at best, and a poke in
the eye at worst. That insectoid snout would
make Mothra squirm. We reckon it blinds
people to the huge steps the series has madein terms of handling, body control, comfort
and refinement.
With previous iterations woefully devoid
of steering feel and ride finesse, I vowed I’d
never own one. That’s why I put my hand
up for a long-term Mk4 after experiencing
the range at the most recent round of COTY
testing. In many ways, and despite the
grotesque looks, the redesign represents
one of 2016’s biggest improvers.
The three-month wait for our i-Tech to
arrive from Japan was worthwhile. I chose
Graphite metallic to help neutralise the
challenging aesthetics, helped out by the
attractive toy car-like 17-inch lightweight
alloys that the upper-spec version brings (up
from the tiny 15-inch items).
For an $8K premium, the i-Tech also
nets satellite navigation, leather seats
with electric driver’s side adjustment
and heating elements for the front pair,
digital radio, blind-spot monitoring and
rear cross-traffic alert systems. That’s on
top of the standard $35,690 Hybrid’s active
cruise control with auto braking, lane-
departure warning with steering-nudging
input, auto high-beam, seven airbags,
rear camera, keyless entry/start, head-up
display, LED headlights, 10-speaker audio
and full multimedia connectivity including
a wireless charger for Android phones. Too
bad I use another platform.
In the first month of getting to know YGJ-
73P, I am struck by how soft and cosseting
the sumptuous front seats are, amused
by the bisected rear window, annoyed by
the foot-operated park brake (I’ve stopped
using it in protest – I guess if it rolls into
something the styling might improve),
pleased by the build quality and delighted
by the economy. Likewise, the performance
is ample and ride nicely absorbent. However
the steering is a tad too low-geared and
feel-free while the brakes are too snatchy
and wooden in feel – a typical Toyota hybrid
trait. Still leagues ahead of before though.
So things are falling into place for the
Prius. This should be interesting.
BYRON MATHIOUDAKISFourth-gen hybrid shows potential for eco-excellence
Commuter belter
OYOTA PRIUS
ate acquired:March 2017
ice as tested:$43,850
his month: 1001km @ 4.8L/100km
verall: 1001km @ 4.8L/100kmTO
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