2017 Toyota Prius Prime

2017 Toyota Prius Prime

Episode 3613
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

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. 


  • Engine: 1.8 liter
  • Horsepower: 121
  • 0-60 mph: 10.0-11.0 seconds
  • EPA: 55 mpge city / 53 mpge highway,
2023 Mazda3

2023 Mazda3

Still The Same Mazda3, Just A Bit Better

Episode 4304
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

When the fourth-gen Mazda3 arrived for 2019, it grew a little more stylish, a lot more upscale; and loads more practical too, adding all-wheel drive into the mix for the first time. How does it get better than that? Well, for ’23 the 3 adds an engine update that promises to deliver more power and better efficiency. Time to speak truth to this power.

The Mazda3 has always been a great compact car, big on both fun and value, and has earned numerous MotorWeek Drivers’ Choice Awards over the years. This current-gen has been on the road for 4-years now, and it gets even better for 2023.

Starting with the powertrain, the base 2.0-liter I4 has been eliminated leaving just 2 versions of the 2.5-liter 4-cylinder, turbo and non-turbo. Base versions get a 5-horsepower bump to 191-horsepower, along with updates for its cylinder deactivation system. The 2.5 Turbo fits standard all-wheel drive and outputs the same 250-horsepower and 320 lb-ft. of torque as last year; provided you use Premium gas. Max ratings drop to 227-horsepower and 310 lb-ft. with Regular.

2023 Mazda3 6
2023 Mazda3 2
2023 Mazda3 5
2023 Mazda3 3
2023 Mazda3 4
2023 Mazda3 62023 Mazda3 22023 Mazda3 52023 Mazda3 32023 Mazda3 4

A 6-speed manual transmission remains available in front-wheel drive 3s, but AWDs come exclusively with a sport-tuned 6-speed automatic. We found it well-sorted and seemingly always on the same page as us whether we were shuffling through back roads or sitting in traffic. There is a softer overall feel compared to Mazda3s of old, which you’ll appreciate when encountering harsh pavement, but it still feels plenty agile when called upon.

That softer feel certainly carries over inside, where it has gotten much quieter, and quite nicely finished, consistent with Mazda’s Audi-like premium intentions. All 3s get an 8.8-inch center display, and all of the fingerprints on our test car’s screen signifies most people assume it’s a touchscreen. It’s not, however, as inputs are made with a rotary controller on the console. It’s not the most intuitive system, but once you’re past the learning curve, it’s tolerable.

The rear seat room doesn’t have the roomy feel of the Subaru Impreza, but space is certainly more than adequate compared to the rest of the compact set. Rear cargo space for this hatchback rates a good 20.1 cubic-ft. with trunk space in the sedan coming in at 13.2 cubic-ft. So yes, the Mazda3 remains available in both sedan and hatchback, but we still prefer the 5-door hatch both for its practicality and for its sporty looks. Top Turbo Premium Plus gets gloss black aero treatments including a roof spoiler and front air dam.

At the test track, power from the 2.5-turbo felt more than adequate off the line, using all-wheel-drive grip to bite into the pavement and get up and go to 60 in 6.0-seconds flat. There was virtually no turbo lag, and the engine felt nicely refined with its power delivery. Transmission operation was equally as smooth and kept the power flowing quite effectively throughout the ¼-mile, which ended in 14.5-seconds at 95 miles-per-hour. We really appreciate a well-tuned 6-speed in this world of overactive 8 and 10 speed automatics.

2023 Mazda3 1

While there was definitely some understeer to manage in our handling course, the 3 turned in quickly and provided real, sporting feedback through our cone course. I-Activ AWD features G-Vectoring Control Plus, which uses both engine torque vectoring as well as selective braking to minimize body roll, and preserve the lively feel we’ve come to expect from Mazda. In panic braking runs, the pedal was soft, but that kept ABS pulsing to a minimum; and the results were great, as we averaged a very short 106-feet from 60, with minimal nose dive and stable, straight stops.

Government Fuel Economy Ratings for an all-wheel drive Turbo are 23-City, 31-Highway, and 26-Combined; we averaged a good 28.4 miles-per-gallon of Regular.

Obviously by eliminating the previous base engine, prices have taken a jump for ’23, but so has everything else. Still they remain more than reasonable. The base S now starts at $26,855, with the top Turbo Premium Plus at $37,815, with many options in between. And sedan prices are even more sensible, starting at $23,715.

Like most brands, Mazda seems to be going all-in on SUVs; as the 3 is the last family sedan and hatchback in their lineup. And it would be a real shame if that were to change. As the 2023 Mazda3, the hatchback in particular, is just about the perfect car, offering utility vehicles levels of practicality along with better than average luxury, plus handling performance that few crossovers can match. So, long live the Mazda3!


As Tested

  • Engine: 2.5-liter Turbo-4
  • Horsepower: 227 | 250
  • 0-60 mph: 6.0 seconds
  • 60-0 Braking: 106 feet (avg)
  • MW Fuel Economy: 28.4 MPG (Regular)
  • Transmission: 6-speed auto
  • Torque: 310 lb-ft. | 320 lb-ft
  • 1/4 Mile: 14.5-seconds at 95 mph
  • EPA: 23-City / 31-Highway / 26-Combined