The Prius V is longer, wider and taller. That means more room, but it also means an EPA-estimated 42 mpg in the city, so make sure you need the extra space. If you don't, there's little reason to choose the V over the cheaper, 50-mpg Prius.
The Prius V hits dealerships this fall, and I tested a range of models. The V's numeric trims — Two, Three and (bizarrely) Five — roughly mirror those of the Prius. (Toyota wisely began spelling the trim names out this year; it used to designate them II, III, IV and V, but a Prius V V would have singlehandedly secured Toyota the award for Worst Trim Name.)
Going & Stopping
The Prius V retains most of the Prius' hardware. That makes for a similar driving experience, complete with four driving modes; at the extremes, those modes drag out the drivetrain's electric-only propulsion range at one end and maximize acceleration at the other. Even in its most efficient mode, the 134-horsepower drivetrain delivers full power if you stand on the gas pedal, which translates to adequate acceleration. I had to leave bigger gaps before pulling into traffic, but with two adults on board the V had little trouble maintaining 70 mph even on inclines.
Four-wheel-disc antilock brakes with a regenerative function are standard. As in most hybrids, the pedal isn't very linear; it's brick-like at first, followed by a few inches of vague response, then finally biting down during the last inch or so. Smooth stops take some practice.
Toyota expects gas mileage to be 42 mpg overall in combined city/highway driving. In a 51.5-mile drive at mostly highway speeds, another driver and I averaged 43 mpg, according to the car's trip computer. That's well short of the regular Prius' 50-mpg combined rating, but it handily beats fuel-efficient haulers like the front-drive Ford Escape Hybrid (32 mpg) and the diesel Volkswagen Jetta Sportwagen TDI (33 mpg with an automatic) — a testament to how far ahead of the pack the Prius is.
Ride & Handling
The Prius has never been fun to drive, and the V doesn't change that. Its electric power steering delivers artificial sensations at low speeds and becomes a soupy mess going into turns. But the car hunkers down on longer curves, resisting body roll well and delivering better midcorner steering corrections than the initial slop would have you expect. Back on the highway, the car tracks well; you don't need to make many corrections to stay on course.
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