For 2012, the all-new Prius c joins the Prius family that already includes the third generation Prius Liftback, the new Prius v and the Prius Plug-in Hybrid. The folks at Toyota tell us the letter “c” represents “city” in the Prius c name because it was designed to function in an urban environment.
Toyota also says the “c” will find favor with younger shoppers seeking a smartly designed, fuel-sipping subcompact. Well, what about older buyers and empty nesters? Few automakers have ever been successful targeting younger buyers as the only market for trendy new products. Those pesky older buyers seem to want the same things younger shoppers do.
That said, the “c” was more likely created to be an entry-level gateway into the larger Toyota family, using the Prius name.
Like it or not, the Prius c has an inherited resemblance to the rest of the family. Even the side mirrors have fins and smooth aerodynamic shapes. However a small rear window and rear seat head restraints limit the view to the rear. Regardless of visual appeal, its excellent aerodynamic styling gives the Prius c a 0.28 coefficient of drag.
The Priusc interior is nicely designed to create a space that looks and feels better than you would expect in a subcompact. The Prius c’s seats use a urethane foam that reduces seat thickness, mass and weight. Front seats offer enhanced seatback support and felt just fine after several hours of test driving. Rear seats are a bit more Spartan and really are not suitable for adults, but they’re available as full-fold or 60/40 split fold. Lightweight trim materials are used to reduce weight, but have a cheap look and feel.
A 3.5-inch full-color display in the instrument panel provides much of what you need to use the features unique to hybrid vehicles. The display shows drive information and energy usage in an easy-to-understand way. To enhance fuel economy bragging rights, an ECO-savings display lets you calculate gasoline costs of another comparison vehicle and provide an ongoing estimate of the actual cost savings enjoyed driving the Prius c instead of that other vehicle.
The Prius c is smaller and lighter than its midsize Prius Liftback sibling with 19.1 inches less length, 542 lbs. less weight and a wheelbase nearly six inches shorter. As such, there was no way currently used drivetrain components would fit, so each of the system’s major components was re-designed to reduce weight and size.
The smaller space needed for smaller drivetrain components yields 104 cu. ft. of interior volume (87 cu. ft. passenger volume, 17 cu. ft. cargo volume with 2nd row up). Surprisingly, there’s plenty of cargo space for a week’s worth of groceries, but fitting in that full set of golf clubs could be a challenge.
Clever packaging of drivetrain components within the chassis allows for a lower hood angle for good forward visibility. The Prius c’s short front overhang contributes to its tight 15.7-foot turning radius, making it extremely maneuverable in typical urban settings. Even U-turns on city streets can be done without backing up.
Like other Prius models, Prius c uses two power sources, a gasoline engine and an electric motor, either in parallel or serial operation. During deceleration and braking, the electric motor/generator returns energy to the system’s battery. Levels of power application, power split, and regenerative flow are managed by computer control.
The Prius c uses a 1.5-liter in-line, four-cylinder gasoline engine that uses the Atkinson cycle to modify the intake valve operation to maximize efficiency. The engine is mated to a new transaxle assembly that contains two high-output motors. One acts as a starter/generator, a power split mechanism, a speed reducer device, and an open-type differential.
The Prius c includes a 144-volt nickel-metal hydride battery pack with 20 battery modules connected in series. A new power control unit weighs three pounds less than the unit on the Prius Liftback, and it includes an improved cooling system.
Prius c offers three drive modes: Normal, ECO, and EV modes. Using a drive mode switch, operators can engage ECO and EV modes to best suit their driving needs. In ECO mode, the throttle opening is reduced by a maximum of 12% and the air-conditioning system operates with less capacity to reduce energy use.
The Prius c uses the same suspension design as the Yaris subcompact, with a Macpherson strut design up front and torsion-beam rear hardware. Either 15- or 16-inch wheels are available with low rolling resistance tires. Column-type electric power steering is there to reduce energy consumption.
The Prius c is available in four grades, offering many standard features such as automatic climate control; tilt-telescopic steering wheel with audio, climate, multi-information display, Bluetooth hands free phone controls and remote keyless entry with illuminated entry.
Three audio system configurations are available; the Prius c One grade’s audio system features four speakers and includes AM/FM CD player with MP3/WMA playback capability, auxiliary audio jack, USB port with iPod connectivity, hands-free phone capability, phone book access, and music streaming via Bluetooth wireless technology. The Prius c Two grade has the same audio features with a six speaker system.
The Prius c Three and Four grades have an audio system with navigation and Entune with six speakers. It includes a 6.1-inch touchscreen, SiriusXM Satellite Radio capability, HD Radio with iTunes tagging, and advanced voice recognition. Toyota’s Entune multi-media system functions through a smart phone interface that brings applications such as Bing and Pandora to the vehicle audio display. This audio configuration also features real-time traffic, weather, fuel prices, sports, and stocks.
The Prius c is equipped with nine airbags, including driver and front passenger Advanced Airbag System, driver and front passenger seat-mounted side airbags, driver and front passenger seat cushion airbags, front and rear side curtain airbags, and driver’s knee airbag.
The Prius c test drive included everything from creeping, crawling stop-and-go traffic to full-speed interstate travel and it handled everything remarkably well. The hybrid powertrain performed flawlessly, especially during the transition from regenerative to friction braking where you can’t feel anything and have to watch the battery meter to know what’s happening. Acceleration is quick enough to merge safely into interstate traffic.
Steering is quick and sensitive, but lacks the on-center feel of better systems. Ride characteristics are just fine for smooth city streets, but the 15-inch wheels and low rolling resistance tires let you feel every pavement irregularity. And like other small cars, the c’s short wheelbase makes it hop over larger bumps rather than absorbing them.
The good maneuverability and decent performance of this little subcompact make it fun to drive. For now, it has the highest rated city fuel economy of any vehicle without a plug, 53 mpg in the city, and 46 mpg on the highway, for a combined rating of 50 mpg. Prices start at an MSRP of $18,950.
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