2017 Toyota Prius Prime
The 2017 Toyota Prius Prime offers more, but not too much more, than the typical hybrid; though it certainly offers more than the Prius plug-in that it replaces.
By way of explanation, the EV-only range of the Prime is now 25-miles at up to 84 miles-per-hour. That’s double the range it claimed before, but still only half of the Chevrolet Volt’s EV range.
The mileage increase comes by way of both powertrain updates, enabling both motor-generators to now power the car, and a larger 8.8kWh lithium-ion battery.
The gas engine itself remains the same 1.8-liter Atkinson-cycle I4; and combined system output continues at 121-horsepower.
Government Fuel Economy Ratings are estimated to be 55-City, 53-Highway, and 54-Combined; with an EV-mode MPGe rating of 133.
Charging time is a bit over 2-hours on 240-volts; about 5½-hours on standard 120. But, the battery never gets fully depleted, as normal Prius operation kicks in when EV-only range is reached. Toyota puts total range before plugging in, or topping off, at 640-miles.
The Prius Prime’s new mission calls for a new look; as both front and rear styling are distinctive from standard Prius fare.
Sharper lines, a black facia with bigger air intakes, and ultra-low profile LED headlights portray both a more eco-conscious look, and at the same time, add some sporty flair as well.
Wheels are 15-inch alloys, but with 2-tone covers that are designed to maximize air flow.
In back, things are very different with full-width LED taillights, a dual wave rear window, and a carbon-fiber rear hatch. Primarily in place for weight-saving, it also makes opening a little easier. Space beneath it, is taken up somewhat by the larger battery pack, reducing cargo capacity from 27.4 cubic-ft. to a still good 19.8.
Nothing major stood out to us in terms of ride quality, during our drive time in Southern California. Prime feels smooth and composed over just about any road surface.
There is about 300-lbs. of additional weight; you won’t really notice it so much in handling situations, but you can certainly feel it off the line. There’s a lot of buzzing and whirring going on, but not much propulsion; expect a 0-60 time of 10 seconds plus.
Shuffling between power sources remains as seamless as always; and at cruising speeds, except for some tire noise, things are pretty quiet. Visibility remains very good all around.
Overall, the interior is just fine, even if our car’s, heated, simulated-leather covered seats were still not truly long distance comfortable. There are a host of tech upgrades for Prime, and trim structure differs from the standard Prius; going from Plus to Premium to Advanced. All except for Plus trim sport a larger Tesla-like 11.6-inch central touchscreen. It really blends in quite nicely and looks great. But we found actual function to be a little laggy.
There’s only adequate width for two in the rear seat, but plenty of leg room to be found, even if the slopping roof takes a toll on adult headroom.
While the Chevrolet Volt may offer more range, the Prime has quite an advantage when it comes to pricing, as it is still a very reasonable $27,965. Whether that’s worth the $2,400 over a base Prius depends on your green driving desires. Top level Advanced trim moves closer to Volt at $33,965. Regardless, the Prius, in all of its iterations remains a lot of eco-minded car for the money.
With that being said, it’s hard to envision the 2017 Toyota Prius Prime being a major player. As it still seems to appeal to the few people who want a bit more battery range than a traditional hybrid can offer, but aren’t yet ready to make the jump to a full EV. But there’s no denying it’s a better option than the preceding Prius plug-in, which may be enough to make it a “prime mover” for the Toyota faithful.
Specifications
- Engine: 1.8 liter
- Horsepower: 121
- 0-60 mph: 10.0-11.0 seconds
- EPA: 55 mpge city / 53 mpge highway,
2024 Toyota Land Cruiser
Toyota’s Go Anywhere Globetrotter Returns To U.S.
Every once in a while, we all need a reset. A time to get back to basics and prioritize the things that really matter. Well, for the Toyota Land Cruiser that time is now. So, let’s find out if that means bigger and better things for Toyota’s iconic off-roader.
The Toyota Land Cruiser’s status among the global off-road community is legendary, and it’s hard to imagine there’s any corner of the earth where a Land Cruiser hasn’t kicked up a little dust or mud. Well, 2024 sees the return of the Land Cruiser to the U.S. market after a 3-year hiatus, getting a major reset for the journey.
The reset comes mostly by no longer being based on the large three-row “300-series” chassis, but a new version of the smaller “200-series,” now known as the J250. As with the latest Tacoma, it uses the Tundra pickup’s full-size steel frame.
While the main Land Cruiser model, which goes by simply Land Cruiser, is packed full of luxury and convenience features, there is also a stripped-down model known as the 1958, honoring the first year the Land Cruiser made landfall here in North America. And it is that 1958 we have here, and we were glad to see it, as it also celebrates the original’s back-to-basics approach as a blank canvas for you to personalize as you tackle more and more adventures.
Not that it’s fully stripped down, as 8-inch touchscreen infotainment, a 7-inch full-color multi-information display, and automatic climate control are still standard. Plus, some seriously durable materials, and great heated cloth front seats that throw off some get serious 1990s Tacoma vibes.
But outside, there’s a definite lack of flashy trim and basic looking 18-inch wheels with Yokohama Geolander all-season tires; plus, big chunky bumpers and tilt-up back glass, which is a rarity that we appreciate. Though there is a little too much plastic in places that are sure to see some abuse if you do any significant off-roading.
It even feels a little rough around the edges, but for us it just adds to the rugged old-school utility vibe in a good way.
We did just that, both here in the Mid-Atlantic as well as in the California desert; and while there are some tech-forward driving aids, the actual hardware is in most cases plenty to get things done. That includes standard full-time dual-range four-wheel-drive, locking center and rear diffs, and 8.7-inches of ground clearance. A front stabilizer bar disconnect is also available to allow for increased articulation.
Who needs a V6 or even a V8 when you’ve got Toyota’s i-FORCE MAX setup at your disposal with 326 horsepower and 465 lb-ft of torque coming from a 2.4-liter turbo-four with an electric motor sandwiched between the engine and its eight-speed automatic transmission. Low speed torque delivery is impressive. It even feels a little rough around the edges, which may be a turn off to some, but for us it just adds to the rugged old-school utility vibe in a good way.
And it certainly feels quicker than an off roader needs to be, with an instant torque dump as soon as we eased on the throttle at our Mason Dixon test track; helping us get to 60 in 8.1 seconds and through the quarter-mile in 16.3 seconds at 86 mph. Considering the Land Cruiser’s terrain conquering mission, it behaved quite well in our handling course; it was plenty responsive to inputs, with less body roll than we expected and plenty of grip from the tires. The steering was light and quick but as expected didn’t provide much feel. Other than significant nosedive, braking performance was exceptional. Only 107-feet to panic stop us from 60 mph.
With the shift to the smaller size, there’s no more third row available, and cargo capacity now comes in at 46.2 cubic-feet with a max of a still healthy 82.1. Now, the best part of the Land Cruiser’s return is the entry price of $57,445. That’s about 30-grand less than what the last Land Cruiser went for back in 2021.
Whether it’s over the top fashion trends, mullets, or zombies; just when you think they’re dead, they come roaring back to life. Of course, we’re much happier to see the resurrection of this 2024 Toyota Land Cruiser than any of those things. Toyota is one brand that still recognizes the value of full-framed rugged rigs and has also acknowledged that sometimes less really is more. The Godfather of Toyota off-roading is back and better than ever.