2016 Toyota Prius
While almost every major car brand offers some form of hybrid vehicle, it’s Toyota that is truly the hybrid champ, with over 8 million hybrids on the road worldwide. And the vast majority of them are the hybrid that started it all, the Prius. Well, believe it or not, now it’s time for a 4th generation of the popular gas-electric. Let’s see if it’s still a green-machine benchmark.
Not only is this 2016 Toyota Prius all-new, but it’s built on Toyota’s New Global Architecture that will carry a wide variety of new models in years to come; not just hybrids.
And while that might be mostly about cutting costs and simplifying production, it’s a much stiffer platform that is supposed to deliver a more rewarding driving experience; not a past Prius strong suit. Is this the fun to drive Prius we’ve been waiting for?
Well, a first-time double wishbone independent rear suspension is certainly an upgrade over the former torsion beam. It provides both a smoother reaction to bumps, and better grip in corners.
Now, we’re not saying it can now moonlight as a track day ride, but there is clearly a better, more in control feel behind the wheel. Furthermore things have gotten quieter and visibility has improved all around.
Prius is longer than before, by over 2-inches; and appears less bulbous, if also less familiar. In fact, a taller front grille area, most probably for pedestrian crash protection, and a flatter, more defined hood, alters the traditional Prius triangular profile significantly. The stance is wider, lower, and with lots of front fascia character lines, far more aggressive.
Lighting is a big contributor to that theme too, from the standard, menacing slim LED headlights, to the form following signature tails.
New looks and improved driving capabilities are great, but Government Fuel Economy Ratings are far more important to the Prius buyer. While not yet finalized, Toyota estimates 54-City, 50-Highway, and 52-Combined. Or overall, 2 more than last year.
There will also be an Eco model with lighter weight and enhanced aerodynamics that will push the numbers even higher, to 58-City, 53-Highway, and 56-Combined.
As for the hybrid gasoline-electric powertrain behind those gains, it has gotten lighter and more compact.
The gas-fed internal combustion part remains a 1.8-liter I4; but it’s been redesigned top to bottom. And while fuel efficiency is up, power is down. Total output now comes at 121-horsepower.
Transmission remains a CVT, with a combined transaxle/electric motor that is also smaller and more efficient. If only we could figure that trick out for ourselves.
The powertrain space saving translates to more space inside. It was already a pleasant, if not super comfortable environment, but now it’s been upgraded to be a bit more mainstream and perhaps more inviting, but there is still plenty of that “Prius feel” remaining to keep it unique.
The instrument panel now has a hint of a wraparound theme to it, and controls are more in-line with the rest of the Toyota car family. Yet, the wide, and very comprehensive full-color TFT gauge cluster remains in a centrally located dash top bubble.
Steering wheel controls are even more comprehensive, and of course there’s a big center touchscreen for navigation and the like.
Front seat comfort and support have never been Prius strong points. 20-16 makes another stab at correcting that. The cockpit feels wide and airy, and there is excellent small item storage. The rear seat is also more comfy even as the space retains its coziness.
Cargo space is up slightly as well, to 24.6 cubic-ft. with a spare tire, 27.4 without; thanks to the smaller battery pack which is now Lithium-ion in most models, and now located completely under the rear seat.
It seems like everything you buy these days, whether it’s a toaster or toilet boast increased safety, and for ’16 the Prius gets Toyota’s Safety Sense, with Lane Departure Alert, Radar Cruise, Pedestrian Detection, and other active features to keep you from hitting anything or anyone; making the new Prius a borderline autonomous machine.
Pricing starts off at exactly the same place as the outgoing model at $25,035. A top end Four Touring starts just over 30 Gs.
We’ve been down this road three times before with Toyota. As like many of their recent products, their hope is that the 2016 Prius will transition from being a rational purchase to an emotional one. We’re not sure it’s quite there, yet. But bottom line, the Prius will continue to do what it has done for years, expand the hybrid profile to more and more households, and be the gasoline/electric benchmark for others to follow.
Specifications
- Engine: 1.8 liter I4
- Horsepower: 121
- Torque: 105 lb-ft.
- EPA: 54-City /50-Highway
2024 BMW X2
The X1’s Dynamic Alter Ego Gets Bigger and Better
It seems like everyone in the SUV world is trying to out-rugged one another. But over at BMW, they just keep doing what they do: Making stylish, high-performance sports activity vehicles, and even making them more attainable. This latest BMW X2 is proof of that.
At first glance, the 2024 BMW X2 Compact Sports Activity Coupe looks like the more dynamic platform-mate to the BMW X1. Afterall, the X1 utility is just so boring it needed the help. Weel, that’s not at all true, of course, but BMW is the brand that spearheaded the whole coupe-like SUV movement and continues to spread that theme throughout their lineup. So, hence this fast roof X2.
For its second generation, the X2 has gotten a lot bigger, a full 7.6-inches longer, which means it can now call the X1 its little brother. The roof slopes more drastically than before too, with even bigger changes in back, with the SUV-like liftgate and minimal back glass replaced with more glass set in a hatchback-style lid. Some might say the exaggerated fenders and sharp creases are a bit much, but we’re not among them. It looks great, especially with the optional M Sport Package’s 19-inch wheels, unique bumpers, and black trim.
Still, like many stylish small utilities, it is still a little hard to see out of. But that’s what cameras and a myriad of sensors are for. The X2 is clearly more upscale than before with xDrive all-wheel-drive now standard. So, no more front-wheel-drive X2s for now, though that never was a big deal to us, or to the owners of the new MINI Countryman who share this chassis.
BMW’s curved display is easily the highlight of the interior; operating with the ninth generation of iDrive technology, it blends the LED driver display into the central touchscreen. Front seats are both sporty and comfortable, and while many stylish sloped roof SUVs often sacrifice the utility part, rear seat space in the X2 is plentiful. With 25.3 cubic-feet of space, rear cargo capacity is barely less than the X1, and max capacity, at 51.7 cubic-feet, is actually more than the X1 due to the longer body.
Once it got rolling though, power did pour on pretty effectively.
This xDrive28i is the base offering, powered by a 241-horsepower 2.0-liter turbo-4 with 295 lb-ft of torque. For an upgrade, that same engine gets cranked up to deliver 312 horsepower in the M35i; both get a seven-speed DCT. We stuck with the standard 2.0-liter for testing, dialed in Sport mode, and hit the track. And while it does feel very quick on the street, whether it was turbo lag or engine tuning, there just wasn’t a real sense of urgency off the line.
Once it got rolling though, power did pour on pretty effectively, getting us to 60 in 6.2 seconds, and then stayed very consistent down the track. There was even a nice little kick of additional oomph with every gear change. So clearly not the most invigorating BMW experience we’ve had recently, but the 14.9-second quarter-mile, finished at 96 mph, is plenty quick for an entry-level ute, and there’s always the M35i.
We’d also put handling in the “upscale” category. Even with the M Sport Adaptive suspension, softer tuning produced more body roll than expected. Steering was a bit too vague and light for our taste; without the tenacious grip we expected through our handling course. On the other hand, this X2 was very stable and safe, with a more substantial feel than before. In our panic braking test, the X2’s pedal was soft until the very end of travel when it firmed up quickly. But with an average stopping distance of a scant 96 feet, they clearly did their job.
Government Fuel Economy Ratings for the xDrive28i are 24 City, 33 Highway, and 28 Combined. We averaged a quite good 31.1 mpg of Premium. That rates slightly better than average for the Energy Impact Score, 10.6 barrels of annual oil use with 5.3 tons of CO2 emissions.
Pricing starts at $42,995, which is $1,500 more than a base X1. Then a healthy step up to the M35i which starts at $52,395.
While we did appreciate the original X2 for its more stylish take on the X1, there’s a lot more to love this time. The 2024 edition of the BMW X2 is more than just a better looking X1, it’s bigger and better all around. Now, one could argue if any brand really needs three coupe-like SUVs in their portfolio. But when you’ve got the formula for success like no one else, you might as well deploy it in as many ways as you can.
Specifications
As Tested
- Engine: 2.0-liter turbo-4
- Transmission: 7-speed DCT
- Horsepower: 241
- Torque: 295 lb-ft.
- EPA: 24 City | 33 Highway | 28 Combined
- 0-60 mph: 6.2 seconds
- 1/4 Mile: 14.9 seconds at 96 mph
- Braking, 60-0 (avg): 96 feet
- MW Fuel Economy: 31.1 mpg