EV Reviews

The Toyota Camry Hybrid is easy enough to spot in the Cow Hollow Motor Inn downstairs car park. But then that car park becomes a bit tricky when starting up, manoeuvring and moving off into the streets of San Francisco without the familiar accompanying sounds of a petrol engine. The driver's OK, he's expecting this lack of noise once the start-stop button has been given a jab, there's a ready sign on the instrument cluster and the park brake warning sounds, indicating the sedan is ready to move. No, here the problem is with pedestrians, travellers blithely wandering through the parking lot, people who do not understand the Camry (which looks like any other Camry apart from a couple of neat Hybrid badges) is on the move. This happens with most hybrids of course, the silent travel around sprawling car parks, but it's brought into sharper focus when sitting on the left-hand side of the sedan and trying to figure out the quickest, least intricate route out of downtown San Francisco. There are grid systems here, it's just that at some stage a pair of grids intersect at far less than a 90 degree angle. Then there are the trams and cable cars and a series of one-way streets. And don't forget the hills, steep and tough when the next intersection with a Stop sign is half way up Sacramento to Nob Hill. (For the Americans do have a sensible and polite method of controlling four-way, sometimes five-way intersections with Stop signs rather than traffic lights.) Setting off from one of these stops the Camry has a little judder, the electric motor maybe deciding if it needs help to get away. This hesitation is sometimes felt at freeway speeds, where the Camry's been cruising quietly at 75mph (120km/h) and running electric before the need for more power to overtake yet another Prius. (On the West Coast, the Toyota Prius is everywhere, in May there were 24,009 Prius hybrids sold across the US compared with 21,780 Mercedes-Benz models.) The bigger brother Camry Hybrid comes with a 33kW electric motor, 110kW, 2.4 litre petrol engine and Constantly Variable Transmission. And for the most part, aside from those occasional judders under heavy load, it is a quiet and comfortable sedan, if not one for car chases through San Fran's streets. The front end on this one was a touch doughy, and not as responsive at the steering wheel as Australian petrol Camrys. (Toyota Australia says there are no plans at present to bring the hybrid Camry Down Under.) Whether the different feel was down to the Hybrids' steering and suspension or North American specifications, we're not sure. Yet the electric-petrol-CVT powertrain and a soft front end did not stop this Camry Hybrid from a couple of free-spirited runs, one behind a pack of bikers on the twisting, turning Highway One north of San Francisco. And through all of this, climbing steep city streets, running with the pack down freeways and mixing it on country roads, the car returned just under nine litres per 100km. That's not bad for a fair-sized family sedan. Luggage space is more limited than in a conventional Camry, but the car is a usable sedan not lacking any traditional attributes. In the US, Toyota Motor Sales' advanced technologies manager Bill Reinert says changes in modern-day motoring, effectively to reduce the “footprint of mobility”, are coming. Los Angeles has slowed, almost stopped, and building freeways and the car culture among many young Americans is weakening. “The emotional aspect is falling away. Cars are being treated more like an appliance,” he says. Reinert says development of the current hybrid crop, and of electric vehicles, is being driven by a number of factors from long-term supply of oil to emissions and congestion. “Eventually, we may want to rethink the whole concept of the personal car and how it fits in tomorrow's cities,” he says. “Cars using electric propulsion provided from batteries or fuel cells offer more than zero emissions, they also promise complete by-wire operation. With these advances, we could design a car that can drive sideways and automatically park in a parking space exactly the same size as the car. “Eventually, we could double the parking capacity that currently exists in major cities.” (As long as we can hear those cars coming.) Reinert says sustainable mobility needs a holistic approach; he understands a Prius Hybrid may not be the car for rural Texas, and that urban planning and mass transit systems have a part to play. But for now, cars such as Camry Hybrid are helping point the way.  

The two-seat Insight was an expensive, rather odd-looking thing, with performance and handling best described as interesting. The Civic Hybrid that followed in 2003 was a huge step forward and the second generation, petrol-electric Civic launched last year raises the bar again. Fuel economy has been pegged back even further, but by far and away the biggest appreciable difference is in the packaging of the car. The previous model was a practical but rather boring small sedan while this one is not only easy on the hip pocket, it looks pretty good too. Honda continues to offer its hybrid technology as part of its normal line up, instead of as a dedicated model like Toyota's Prius. The new Civic Hybrid is larger and showier, with a breezier, roomier cabin of which many so-called larger sedans would be proud. But what's it like to drive? Readers may remember that we tested the first Civic Hybrid over a period of several weeks back in 2005. Honda has been good enough to come to the party again with an extended loan of the replacement model. The first Civic delivered a claimed 5.2 litres/100km, while this one is rated at just 4.6 litres/100km. We've yet to put this claim to the test, but looking back we averaged 6.4 litres/100km in the previous model. To look at the Civic Hybrid looks like any other Civic apart from the pancake flat alloys which are fitted with special low rolling resistance tyres. It is a probably worth pointing out at this point that our test vehicle was brand spanking new with just 25km on the clock. So we've not only go the job of testing economy but running it in too. Honda lays claim to the fact that the Civic is Australia's most affordable hybrid vehicle at $31,990 (the Toyota Prius is $37,400). That's the same price as the top of the line Sport, making the choice is a clear one _ power or economy? As in the previous model, the hybrid power train consists of 1.3-litre petrol engine paired with an electric motor that together develop 85kW of power (previous Civic was 69kW). Having said this, it's a larger car and weight is up 75kg from 1190 to 1265kg _ so that offsets some of the power increase. The engine is again teamed with a continuously variable CVT automatic transmission. You also get a few extra goodies like climate control airconditioning, six airbags and a six stack CD player with MP3 input. We're also happy to see the inclusion of cruise control which was missing from the previous model.  

LPG has long been the choice of taxi operators and fleet owners, who steer clear of costly petrol. Ford has led the way with LPG in Australia and is the only company to offer a car that runs on gas alone. Holden joined the party in 2005 when it offered its VZ Commodore with dual-fuel, which means the car can run on petrol or LPG. The dual-fuel option has been made available for the VE range, including Omega, V-Series, Berlina, and current wagon and ute. It costs a hefty $3900 to choose the Holden LPG option. The sting of the extra cost is eased by the Federal Government's LPG grant of $2000, trimming it back to $1900. Ford offers the LPG option on its Falcon range for $1400, which is reduced to $400 when you factor in the government grant of $1000. The Commodore gets the full $2000 grant because Holden has its accessory supplier HSV to do the LPG work in Clayton and it is considered a conversion. Ford prepares its LPG cars in the factory at Campbellfield, so it is not considered a conversion and gets the lesser grant. A BASE Commodore Omega fleet machine fitted with the dual-fuel system and airconditioning (a $2000 option) costs $38,390 with the government grant. A dual-fuel Commodore V-Series (airconditioning standard) costs $36,890, with the grant. The Ford LPG system (157kW and 383Nm) uses older technology that pre-mixes the gas with air for combustion. The newer Holden system injects the gas straight into the engine, just as it would do with petrol. That means it has more punch when it is running on gas — 175kW and 325Nm. That is only slightly down on the 180kW/330Nm the engine puts out when it is running on petrol. The Holden system has a 73-litre LPG tank in the boot, behind the rear seats, which adds about 100kg to the Commodore. Holden engineers have adjusted the rear suspension accordingly, adding firmer springs to counter the extra weight. The tank reduces boot space 100 litres to 396 litres. The upside is that using the petrol and LPG tanks means you have a range of more than 1000km, but most people will run only on LPG. Holden's official fuel-economy figure for the Commodore when running on gas is 16 litres for 100km and 11.7 litres for 100km when running on petrol (0.8 litres/100km more than the petrol-only model). Though the LPG option is available across a range of models, the most popular candidate is the base Omega, a fleet favourite, and the V-Series for families.   ON THE ROAD THE Federal Government's LPG rebate has widened the appeal of cars like the dual-fuel VE Commodore. Without the $2000 grant, it could take three or four years to save enough money to cover the initial cost of the system. But with the grant, the VE Commodore dual-fuel system could pay for itself within 18 months if the driver covers 20,000km a year. It is still more expensive than the Falcon LPG option, which, on our figures, could pay for itself in five months, allowing for the LPG grant. The Commodore Omega dual-fuel feels much the same to drive as the regular model. It doesn't go quite as fast — mainly because of the extra 100kg of LPG tank weight. The LPG tank level indicator sits on the dashboard just in front of the transmission. It looks a bit "aftermarket" and shows the tank level in green lights. THE car doesn't show fuel economy figures or a distance-to-empty calculation for either gas or petrol, which is a pain. The dual-fuel system starts on petrol and automatically switches back to petrol. Sometimes the test car beeps until you manually change over to petrol, which you can do on the move. It happens a few times during the test — at idle with the airconditioning on and after hard acceleration. Other glitches with the test car include another beep and a display on the dashboard suggesting the stability control system has flicked when it clearly hasn't — usually the type of thing a mechanic can fix at the next service. Boot space is reduced, but there is enough room for most items. The LPG tank is in the way of the ski port in the middle rear seat, so you can forget carrying long items. More disappointing is the engine/transmission noise in the test car. To me, it sounds like a loud automatic-related (unlocked torque converter) slurring when the engine is under heavy load, but many customers will just notice it is noisy. The dual-fuel conversion should not affect engine noise, but this car sounds louder than other Commodores we have tested. The four-speed auto is fairly crude with its changes. As part of the test, we drive a BF-dedicated LPG Falcon, which is quieter and smoother. The dual-fuel Commodore has the potential to save you a lot of money. But if you don't need to have a Holden, look at the LPG Falcon, which might use older technology but costs less and is quieter.

That is a vexed question and the answer in cold hard economic terms is no. It would take decades to recoup the price differential especially given the fuel efficiency of new sub- 1.8-litre engines. But there is another attraction with hybrid cars and that is their green credentials. If everyone drove one, there'd be no greenhouse crisis, cities wouldn't be cloaked in a grey/ brown patina, oil reserves would last years longer and human health would be better. So, looked at in that light, hybrid cars are worth the money. Honda is one of only three manufacturers with a hybrid petrol/electric car available in Australia. The new Civic Hybrid sedan hit the market this week selling for $31,990. It looks just like the other Civic sedans except for special alloy wheels and is made in Japan, not Thailand. This is the second Hybrid Civic from Honda and is a step up technologically though the mechanical essentials are similar to the previous model. Motive power comes from a 1.3-litre petrol four cylinder with variable valve timing hooked up to an electric motor driving the front wheels through a CVT auto transmission. A battery pack captures and stores electricity from the engine under deceleration and when braking. The car is capable of running purely on electricity at less than 40km/h. Power output is a healthy 85kW with 170Nm of torque - up substantially on the previous model. Average fuel consumption despite more power and weight is better at around 5.2L/100km. On the road, the hybrid is an interesting drive partly because of the one-gear CVT that allows the engine to rev freely and also because everything shuts down when the car comes to standstill. It fires up as soon as the brakes are let off and the throttle is pressed. Performance is pretty good, rating about the same as a 1.5-litre car overall. It's a bit hesitant off idle but accelerates well once underway. Handling and ride characteristics are the same as on the VTi Civic - competent and slightly sporty. The car is well equipped, has six airbags and a comprehensive array of features. But would I buy one? No. I would buy the Civic VTi auto at around $23,000 and put nine grand in my pocket. I'd still have a clear conscience about the environment because the VTi is already an ultra low emission vehicle. It has the edge in performance, the five- speed auto is more user friendly and there would be minimal penalty at the bowser.  

The delayed start for the petrol/electric Civic in Australia is a result of Honda facing a global production shortage. The new car costs $31,990, $2000 more than the first generation Civic hybrid. This car comes with plenty of goods and chattels and has improvements and refinements in regenerative braking energy while the electric Integrated Motor Assist is up on the original Civic by 46 per cent while torque has taken a 14 per cent hike. It develops 85kW of power, giving it a 29kW advantage over the Toyota Prius equivalent and creates 170Nm of torque. There are claimed fuel consumption figures of 4.6 litres/100km (.6 litre better than previous model) but in early real world tests there are indications it is more likely to be up around 6 litres/100km. To justify buying a hybrid over a standard Civic you would need to own the hybrid for more than 16 years, twice the eight-year battery warranty, at current petrol prices, to see any benefit. And according to RACQ research it is understood a replacement battery today would cost close to $2000 or about 70 per cent less than the Prius. The Civic hybrid comes with a compact CVT variable transmission with a wider gear band. There is a space saver spare but there is room for a full size in the boot well, steering wheel-mounted audio controls and a choice of four colours exclusive to the hybrid. The IMA powertrain varies on how it functions depending on road conditions. Both the petrol engine and electric motor work under acceleration and either/or works while cruising, depending on road conditions. Under deceleration the cylinders shutdown and fuel stops flowing, while the electric motor goes into regenerative braking mode, effectively becoming a generator and recovering energy to feed the rechargeable battery. There is a nine per cent wider range in gear ratios for this CVT which helps save fuel. Honda says it will sell 100 a month, optimistically thinking it will pace the Prius. ON THE ROAD The Civic is comfortable and ostensibly does not feel a whole lot different to a conventional petrol model. That is until you spend a few kilometres in one driving around congested Sydney roads. On a 70km loop course from the Rocks, across the northern beaches to Narrabean and back through North Sydney, the hybrid showed a few of its tricks. For starters the brakes at first have a wooden feel to them and there appears to be an ABS (anti-lock brakes) pedal kickback. You can hear the electrics buzz into action when you ride the brakes, sensors sending a signal to the computer so braking power is distributed between hydraulic brakes and the electric generator which maximises regeneration. This is slightly different to the previous model which had a pre-set regeneration and was not designed for variable proportioning of its braking power. So there is better logic under the new hybrid's skin and it is a sweet ride. Our fuel figure rested at 7.8litres/100km after 70km and others on the same drive finished at 5.9litres/100km. The hybrid started to struggle on a couple of climbs, the CVT clearly staying in a higher gear for optimum fuel efficiency. It is doubtful whether the $10,000-plus premium over a standard Civic is worth the hassle. Financially, the hybrid is not a viable option at current petrol prices. Only committed greenies may see a benefit in the environment over dollars equation.

Which is why Toyota is turning to a menu of full-flavour Lexus hybrids, starting with the GS450h.

But their bewilderment is as nothing compared to yours. Not only has this very neat accelerative feat been achieved in a Lexus — a marque certain of us equate with wobble-bottomed, luxo lameness — it has been done with scarcely an aural indication to match what your eyes are seeing but choosing not to believe. Welcome to the GS450h — the world's first mass-production, rear-wheel-drive, luxury hybrid car. Welcome, also, Lexus informed those of us gathered in Bathurst on Wednesday, to the future of motoring. Just for once, the PR blah is more than hubris. As we have seen, the GS450h's unique powertrain can certainly move you. But it's the way in which it achieves forward motion that leads you to concur that this car launch may well come to be seen as one of the decade's most significant. The hybrid variant of the GS range packs an all-new, dual-VVT-i direct injection 3.5 V6 that's good for 216kW, aided and abetted by a 147kW-capable permanent-magnet electric motor. The total power output is "limited" to 253kW. The dual-injected petrol engine, a lovely piece of work in itself, delivers 368Nm at 4800 rpm, but the electric unit's 275Nm is available from absolute zero. Turbo diesel-like lag? Not here. Driven through an unfeasibly smooth Electric Continuously Variable Transmission, this dual-engine combo offers 4.5-litre performance with a posited 2.5-litre equivalent combined fuel consumption of 7.9 litres per 100km. This means the "h" variant has 30 per cent greater range than the eight-cylinder GS430, and about 14 per cent more than the six-pot GS300. It's a potent cocktail of performance and economy. Before hemp-lovers start petitioning the Greens cabal in the Legislative Assembly, the GS450h does all this while emitting an ultra-low level of environmental nasties, making for what Lexus calls "guilt-free performance". Having never experienced the least guilt over performance, I wasn't sure what that meant. But thrusting through the drought-depleted landscape of the NSW central west, even the least penetrable mind must acknowledge there's something in this ozone-layer-depletion stuff. It helps hugely that the GS450h means climbing into a hybrid no longer calls for surrendering your testes. Besides, anything as complex as this that works so seamlessly is surely worth a bit of attitude adjustment. The V6 is the primary source of power and torque, supplemented by two electric motors. One of the latter acts as the starting motor and supplies power to run ancillary functions — steering power assist, stereo, climate control et al. The second electric motor is there to layer additional power and torque over the petrol engine. And this it did superbly during our admittedly brief open-road experience. The GS450h weighs more than 1800kg, so the best will in the world won't imagine it as a sports saloon. But it's a grand tourer of the highest order. CVTs are apt to denude the driver (well, this driver) of feel for speed. Combined with an almost deathly quietness and acceleration that redefines seamless, it's all too easy to achieve licence-voiding quickness without much sensation of having done so. The six set ratios available in the CVT's sequential shift mode provide an engine-braking function that is of the essence, especially when turning this bulky sedan into tighter bends. The stop pedal has plenty of power but is far too short-travel and firm to feel anything other than abrupt in a package that is otherwise silky. There's more fun to be had than simple go-fast acceleration, though, with steering that has a decent amount of feel, and the car's overall weight distributed at 50/50 to extract the most from the rear-wheel-drive dynamics. Beyond its driveline innovation, the GS450h is bountifully equipped, as befitting the GS series. Gagdets include the Lexus Pre-Collision System, active cruise control, adaptive variable suspension and 10 airbags. The surfeit of tech is laid out for ease of use and legibility, points of difference being a power meter instead of a tachometer (there is, after all, more than one engine torquing away here), a read-out that indicates the power source being tapped, a rear-view camera and automatic reverse assist, and hands-free Bluetooth for the phone. The need to shove the battery aft, however, seriously infringes on boot space. A tight 250 litres has to suffice for the golf clubs. All this can be yours for $121,990, so don't expect to see many of them about, much less hear them. (Use of the horn is advised in car parks or at low speeds.) The point of the GS450h's advent, though, is that performance has been added to the hybrid equation. When that filters down to affordable cars, as it surely will, Lexus's claims of revolutionising the "automotive landscape" will come to pass. It will be a deceptively silent revolution.

We're pretty sure you can add the rising price of petrol to this list, because it's unlikely that we'll ever see prices come down again. Expensive fuel is here to stay and in this context, 2006 is sure to see an even bigger swing to more fuel efficient vehicles, led by petrol-electric hybrids and diesel powered Euros. Hybrids have the inside running because they burn petrol and everyone knows and understands this type of fuel. Diesel on the other hand is still the subject of much distrust, based on the noisy, smelly trucks and utes of yesteryear – though this fear is totally unjustified these days. Honda was the first manufacturer to offer a hybrid in Australia and now markets a hybrid version of its popular Civic sedan, with a racier looking update just around the corner. We've had a Civic Hybrid in the garage for a few weeks now and have been impressed with he way it has slipped seamlessly into the family unit. Unless you knew you were driving a hybrid, you'd be hard pressed to tell the difference between this and a standard car. They even look the same. We've clocked up a few kays behind the wheel of our car and the big difference is the time between fill ups. Instead of once every few days, it stretches out to once every couple of weeks. The Civic Hybrid is an easy, comfortable car to live with, if a little conservative in the styling deparment. It's roomy and well equipped, with cruise control the only thing missing – left out because it's not a fuel saver. For commuting or for just running around town, it's an extremely economical prop- osition, particularly as it's not fazed by stop- start city driving. Like Toyota's Prius, the Civic Hybrid uses a combination of petrol and electric power to achieve remarkable fuel economy. It has a small 1.3-litre four cylinder i-DSI VTEC ULEV (Ultra Low Emission Vehicle) petrol engine supplemented by an ultra-thin electric motor that is located between the engine and transmission. The petrol engine produces 63kW of power at 5700rpm and 119Nm of torque at 3300rpm. Combined with the assistance of the 10kW electric motor, total power output rises to 69kW at 5700rpm and 146Nm of torque at 2000rpm, with the electric motor's extra torque instantly on tap. The Civic employs a Continuously Variable automatic transmission (CVT) to maximise performance and economy. The shiftless system is smoother than conventional automatics with less torque loss, allowing the driver to make the most of the engine's characteristics. Aerodynamic aids have also been added to achieve a low wind drag co-efficient. The Hybrid's front bumper, engine under- cover, rear floor side under covers and rear spoiler are shaped to improve airflow over the car. The car also rolls on low rolling resistance 185/70 R14 88H tyres. The resulting fuel economy, Honda claims, is 5.2 litres per 100km. So far our test car's consumption seems to hover around the 6.6 litres per 100km mark, with a best of 730km from one 50-litre tank of fuel. Hybrid Civic is priced from $29,990.  

After three months behind the wheel of Toyota's Prius we thought it only right and proper to devote an equal amount of time to the Honda equivalent, the hybrid powered Civic. Honda was the first manufacturer to offer a hybrid powered vehicle in Australia with the aptly named Insight back in 2001. We were there for the historic launch and the Civic Hybrid followed in February 2004, with a second generation Integrated Motor Assist (IMA) hybrid system and the practicality that comes with of a traditional four-door sedan. By way of explanation, the futuristic Insight, while suited to the role, was anything but practical as a two-seat, three door hatch with so so suspension. Like Prius, the Civic Hybrid uses a combination of petrol and electric power to achieve remarkable fuel economy. The revised IMA system in fact scooped two categories in the 2003 International Engine of the Year awards. The Hybrid has a small 1.3-litre four cylinder i-DSI VTEC ULEV (Ultra Low Emission Vehicle) petrol engine that is supplemented by an ultra-thin electric motor located between the engine and transmission. The petrol engine produces 63kW of power at 5700rpm and 119Nm of torque at 3300rpm. Combined with the assistance of the 10kW electric motor, total power output of the car rises to 69kW at 5700rpm and 146Nm of torque at 2000rpm. This less than the Prius whose larger 1.5-litre engine produces 82kW in total but the Honda is the lighter of the two at 1190kg versus 1295kg. Like the Prius, the Civic employs a Continuously Variable automatic transmission (CVT) to maximise peformance and ecomony. The shiftless system is smoother than conventional automatics with less torque loss, allowing the driver to make the most of the engines characteristics. Aerodynamic aids have also been added to achieve a low wind drag co-efficient. The Hybrid's front bumper, engine undercover, rear floor side under covers and rear spoiler are shaped to improve airflow over the car. It rolls on low rolling resistance 185/70 R14 88H tyres. The resulting fuel economy, Honda claims, is 5.2 litres per 100km. We averaged 5.52L/100km during our stint in the Prius, so it will be interesting to see whether the Honda can equal or better this figure. Hybrid Civic is priced from $29,990 plus on- road costs.  

We have managed to clock up more than 6600km behind the wheel of the Prius in a three-month period. And surprisingly, in that time, the car has managed to endear itself to our family more than I could have anticipated. It is more practical than it looks and sounds, and the two-week interval between fill-ups is especially welcome. As the cost of petrol continues to soar, we'd have been reluctant to part with the car, except for the fact that Honda has offered us a hybrid Civic for comparison, For the uninitiated, Prius is one of those new fangled hybrid petrol-electric cars that runs on the smell of an oily rag, using a combination of petrol and electric power. It has an electric motor as well as a small 1.5-litre petrol engine, that work in tandem to produce a maximum 82kW. Toyota claims Prius uses up to 50 per cent less fuel than an equivalent-sized conventional car. Bold words from the Japanese company but a claim that has certainly be borne out by our family. During the last three months, we have averaged 734km from the 45-litre fuel tank, which we ran right down and refilled to the brim each time. Prius takes ordinary unleaded and the tank consumed an average 40.6 litres of petrol at each fill. During this time, our best figure for a single tank of fuel was 777km before we finally bailed and went looking for a servo. Although Prius has an elaborate trip com- puter, the one thing the car cannot tell you is distance to empty - that depends on too many factors. Prius can probably run on electric power alone for a short period but we didn't want to risk it. After 777km the car took 42 litres of fuel which still left three litres in the kitty so it probably could have made the 800km mark had we persisted. Totalling the kilometres travelled and the fuel we used for the three months, our average fuel consumption for the period was 5.52 litres per 100km. In fact, hard as we have tried, we were unable to push the car into using more than 5.7-litres per 100km. Prius is front wheel drive with a continu- ously variable (CVT) automatic transmission. The transmission performs the dual role of splitting the delivery of energy between the front wheels and generator which powers the electric motor. Any surplus energy generated is stored in the extensive battery system for later use. Braking also regenerates power, so stop-start city driving is not necessarily a bad thing. The petrol engine automatically switches off when the car is stationary or coasting. Apart from its obvious fuel economy what really impressed us about the car was how practical it actually is. We did not have high expectations but once we got used to the car's little idiosyncrasies, it quickly impressed. It's a lot bigger inside than it looks, with plenty of head and shoulder room and plenty of legroom in the back for two adults. It is classy, well finished and has a high level of standard equipment including electronic stability control. There's still room for improvement in the suspension department and the front seats are fairly flat and lifeless, but apart from that its all good. Cars such as Prius start to make more sense the higher the price of petrol goes. In fact, the higher the price the greater the saving driving cars likes this is going to be. Prius is priced from $36,500 plus on-road costs.