Toyota Prius Reviews

After two hours behind the wheel of the new Toyota Prius on public roads, we came away impressed -- but also found a serious shortcoming.

A short, slow drive confirms the quality of the latest Prius but new tech will be missing from versions arriving here.

Toyota Prius and Honda Civic Hybrid go head-to-head in this comparative review.

Windows up, aircon off, the only noise to be heard from this Toyota is the faint rumble of its tyres on the roads around Sydney’s Darling Harbour.This device looks like a Prius, feels numb like a Prius and sounds like one – which is to say it barely makes a sound. In fact Toyota’s Plug-in Hybrid Vehicle (PHV) takes the Prius game to the next level, one that takes us one step closer to running our cars off the same power source as our toasters.While the Prius alternates between battery and petrol power – in the manner of what now must be called a “conventional hybrid” – the PHV can run for some 20km purely on its electrically rechargeable lithium ion battery before reverting to normal hybrid operation.It is touted as the answer to what Toyota call “range anxiety”, which sounds like one of those conditions of which you were happily ignorant until the cure was announced.One of five PHVs humming about Australia as part of a three-year trial on three continents, the PHV could be in local showrooms by the end of 2012. It depends largely on whether the ability to do 20km on wattage alone is deemed an adequate distance for this country as it has been in Europe, where some 55 per cent of car trips are of 10km or less. Practically, the more powerful and bulkier underfloor lithium ion battery adds 135kg to Pruis’s kerb weight and reduces its load space to 391 litres from 445, but takes its combined cycle fuel consumption down to 2.6 litres per 100km and emissions to 59g of Co2 per kilometre. Yet the PHV’s output is identical to the third generation Prius – 100kW combined, or 73 from the petrol engine and 60 from the electric motor at any one time. The charging point is on the front passenger wheel guard covered by a push-in flap. The demo model’s power cable requires a 15 amp socket, but those on commercially released PHVs will be able to go into the wall next to the kettle. “It’s a trade-off,” Toyota corporate manager Greg Gardner says. “The greater the battery capacity, the greatr the EV driving range. But more range means a longer charge time and a heavier battery means which increased weight, which harms fuel efficiency and therefore C02 emisions. “And there is also a cost perspective because, frankly, lithium ion batteries are more expensive to manufacture.”Possibly Prius drivers are immune to auto envy, but it’s hard to imagine someone who spends their own money on such a public proclamation of their eco-coolness not going slightly green at a PHV being parked on their same block of solar panelled houses.The plug-in has what is essentially a reverse cycle air conditioner that uses a hand held remote to activate either heating or cooling up to 30 minutes before you drive using household electricity. To the riot of colour and movement that is the Prius’s instrument display, the PHV ads a readout indicating when the car is in Plug-in EV Mode.When the start button is pressed while the battery is being charged from the external source, the plug-in connection status is displayed, as is the time required to fully charge. Driving in EV mode after charging, the energy monitor displays charge level in green for Plug-in EV mode and white for Hybrid, plus EV driving range. If this isn’t information enough, it also, when in Plug-in mode, guides your use of the accelerator via the Hybrid System Indicator.Indeed, though our drive of the PHV was basically a four kilometre doddle around a few blocks, it was enough to grasp that it makes you even more self-conscious than the Prius of driving within constraints that would make Bob Brown beam. The plethora of readout guidance makes it almost impossible not to.Although the petrol engine will kick in over EV mode if you accelerate sharply enough, this act seems utterly foreign in the PHV. Not that you’re going to get off the mark in a particular hurry with that extra heft.But then if you’re among the PHV’s likely buyers, anxiety about performance is one to which you’re immune.

Doing 100km of general running about for less than five bucks in fuel makes motoring pretty affordable. As manufacturers bring out more models with increasingly-amazing frugality, motorists are laughing all the way from the pumps. A generation ago, the 30 miles per gallon mark (9.4 litres/100km in metric speak) was a

That's the lure of hybrids and the reason why cars such as Toyota's Prius is so attractive to green-tinged and fuel-conscious buyers. But are they the be-all and end-all of personal transport?

When Toyota released the Prius hybrid the green debate was in its infancy and climate change sceptics poured scorn on this radical newcomer, but the debate is now driving our choice in cars and the just-replaced second generation Prius has become an option for environmentally aware used car buyers.For many years now we've had laws to limit the emission of unburnt hydrocarbons, carbon monoxide and nitrous oxides, the stuff that causes smog and leads to all sorts of health problems, but those gases are only part of what comes out of the tailpipes of our cars. The bulk of what is emitted is carbon dioxide, now better known as greenhouse gas and blamed for causing global warming and climate change.While it's possible to effectively control hydrocarbons, carbon monoxide and nitrous oxides by treating the exhaust gases before they enter the atmosphere the only way to cut carbon dioxide is to reduce the amount of fuel burnt. Enter hybrids like the Prius that reduce our reliance on the petrol engine, and therefore the amount of fuel burnt, by combining it with an electric motor.MODEL WATCH Toyota launched its first generation Prius hybrid here in 2001 with claims it would cut fuel consumption by 50 per cent and tailpipe emissions by 80 per cent. In 2003 it followed up with the improved second-generation model and claimed it would better those numbers.Driving a Prius was a completely new experience, one that was mostly silent. Silence was something the Prius driver had to come to terms with because there was little of the noise they'd become used to with cars over the decades.The front-wheel drive Prius five-door hatch used a combination of a small 1.5-litre four-cylinder petrol engine and an electric motor for motivation, and depending on the driving circumstances, one or both could be in use.When at rest, at traffic lights or wherever the Prius comes to a halt, there's an eerie silence as neither motor is running. When it comes time to move off the electric motor does the work, it's only when more acceleration is called for that the petrol motor starts and joins in to help out.Once a cruise is reached it's the petrol motor that does most of the work, as it's at its most efficient when running at a steady speed. At that time the electric motor becomes a generator and feeds the system's batteries. Energy is also harnessed during braking and that's also fed into the batteries to keep them charged. The Prius drives smoothly at all times and the changeover between petrol power and electric motivation are seamless.Best of all the driver can observe what's happening with the drive courtesy of an energy readout in the dash, which informs them of the energy being consumed, or better still, that being stored for future use. While the primary aim of designing the Prius was to be frugal and environmentally friendly, Toyota didn't do it at the expense of the driving experience.The Prius was a good car to drive, quiet and smooth with decent performance in traffic and out on the highway. When pitted against the clock it would match a Corolla for acceleration. If the focus was on the hybrid drive system there was also all the features you could want in your daily driver.It came standard with climate-controlled air, cruise, remote central locking, immobiliser, power windows and mirrors, and six-speaker CD sound. The I-Tech model boasted all of that plus a six-stacker CD, leather trim, nine-speaker sound system, reversing camera, and sat-nav.IN THE SHOP Driving a Prius effectively links you to a Toyota dealer, as they are the ones with the knowledge and equipment to service and repair it. The hybrid technology is still relatively new and hasn't flowed on to local workshop level yet.There is some concern about the life of the batteries used in the Prius, for good reason, as they are expensive to replace at around $4000. That said, Toyota says they will last the life of the car, and better still the company says it has only sold a handful through its spare parts service in the eight years the Prius has been on the market here.Because of the complexity of the Prius it's best to adopt a cautious approach when thinking of buying one second hand, and have it checked by a Toyota dealer to make sure all is well. Apart from checking the operation of the hybrid system make the usual checks for crash repairs and regular servicing.IN A CRASH The Prius was packed with all the safety features going. It has dual front airbags, and seat belt pretensioners standard, plus head airbags and side front airbags in the I-Tech. For active safety there was ABS antiskid brakes, brake force distribution, emergency brake assistance, and traction control, but if you stepped up to the I-Tech you also had electronic stability control.AT THE PUMP While the Prius is primarily about reducing greenhouse gas emission owners are keen to point out its fuel-saving virtues as well. But the amount of fuel you save with a Prius is very dependent on the type of driving you do.The more stop-start city driving the more fuel you will save; the savings out on the highway where the petrol engine is used more are much less. Tests of a Prius by carsGuide in 2005 showed that around the city the hybrid would comfortably do 4.1 L/100 km, whereas out on the highway it would run in the high-fives and wasn't any more economical than a small four-cylinder petrol or diesel car.LOOK FOR . Deafening silence. Smooth driving. Low fuel bills. Complexity beyond local mechanic. Comfortable and roomy. Environmentally friendlyTHE BOTTOM LINE It's not a gimmick, the driving future is here, but it isn't cheap and it is yet to be fully proven over the long term.RATING 80/100

The debate over the future of motor vehicle drivetrains swings between hybrids, hydrogen and alternative fuel technologies. Toyota has put all its short-term eggs in the hybrid basket; although its hydrogen fuel-cell program is well advanced but for now, the Japanese giant has the petrol-electric hybrid Prius as its main green machine, with the Camry to follow shortly.Its Lexus brand has a number of hybrids in the range; both brands have the aim of a hybrid model within each model range. The keys for a top-spec i-Tech have been flung our way - the top-spec version of the hybrid weighs an extra 50kg, accounted for by extra gear.The i-Tech gets the leather interior, a sunroof, the radar cruise control, an auto-dimming rearvision mirror and the touch-screen that controls the satellite navigation, displays the image from the rearview camera and dictates terms to the JBL sound system.The lack of a normal spare - which may well concern those who cover great distances - also contributes to the weight loss, substituted for a re-inflation compressor system with a leak-sealing fluid.Shutting the doors gives the impression of a lightweight construction - a ping rather than a thud - and the plastics, while being made of "green" plant-based materials, feel a little cheap.But the aforementioned features, as well as climate control, mean there's no shortage of gear on offer for the occupants. It's comfortable without being plush, with room for four adults without too much discomfort, parents and a couple of kids won't have too many issues.Something that isn't overly useful at this time of year - but will no doubt be a god-send come summer - is the solar panel ventilation system. The panel sits in the rear section of the roof and runs a secondary ventilation system to reduce temperature build-up when parked - but I still wouldn't leave a dog in there. The main climate control system also plays a part in remote car-cooling team, as it can be remote-activated to fire up the A/C before you get in the car.DrivingThe first-time hybrid driver may well wait quite a while after pushing the start button before taking off - the centre display has all manner of powertrain graphics but it's the small "READY" light you'll need to watch for.The newest incarnation of the Prius seems more eager, with plenty of punch from the petrol electric drivetrain. The new Prius also seems more intent and content using the electric-only side around town, resorting less to the petrol engine than its forebears.There's no tacho, only the speed (also on the heads-up display on the windscreen ) and the transmission lever, which also has the B function to provide more engine braking for better energy regeneration.Drivers looking for maximum grunt will welcome the Power button, which more readily provides full outputs. Normal mode offers a good all-round drive pattern, with smoother transitions between the petrol and electric side of the drivetrain.Toyota claims an ADR combined (and urban) figure of 3.9 litres per 100km - dropping to 3.7 on the open road. During our time in the Prius iTech the trip computer told us our best leg was just over four litres per 100km. Our overall average - which was predominantly metropolitan work, where the hybrid system gets the most benefit - was 5.4 litres of 95RON PULP per 100km at an average speed of 32km/h.Ride quality was a little rugged from the Bridgestone low rolling resistance rubber, which run at around 40psi, with the suspension keeping half an eye on body control but mainly leaning towards ride comfort.Anyone looking to Toyota for a five-door hybrid sports-coupe will have to wait a little longer (and look to Lexus). Neither brand has a handle on radar cruise control yet, with the Prius using the Lexus system that won't hold a set speed downhill without another vehicle to trigger the radar. The hybrid drivetrain works a little harder at maintaining a set velocity but it's still not up to Europeans.The driver will also have to get used to the split rear window, which can be a little disconcerting in traffic. It's good for parking - when you're not being lazy and letting it park itself - but it does prompt the odd double-take looking rearward.The $53,500 i-Tech, which also features cool LED low-beam and rear tail lights, boasts about $10,000 worth of extras for the $6600 price hike, according to Toyota. It's a large chunk of cash for what it a small car - but it will test the water on just what price consumers are prepared to to pay for frugal, greener motoring.TOYOTA PRIUS i-Tech Price: from $53,500Engine: Petrol - 1.8-litre DOHC 16-valve Atkinson cycle four-cylinder. Electric - series/parallel 100kW full hybrid, AC synchronous 650-volt permanent magnet motor, 201-volt nickel metal hydride battery.Transmission: Electronically controlled continuously variable transmission, front-wheel drive.Power: 73kW @ 5200rpm.Torque: 142Nm @ 4000rpm.Performance: 0-100km/h 10.4 seconds.Fuel consumption: 3.9 litres/100km, tank 45 litres.Emissions: 89g/km.

Hybrid or diesel? It's one of the burning questions of 2009. Rival carmakers each claim to have the perfect answer to the green question of the new millennium, but they can’t both be right when one is trumpeting the economy and efficiency of diesel and the other says a petrol-electric hybrid is the only way forward. So we put them to the test.The contestants We lined the latest Mini Diesel up against the all-new Toyota Prius and put them through their hoops in the real-world disaster zone of commuter travel.To keep thirst and belch low, the Prius relies on switching over to its electric motor – partly charged by capturing regenerative braking power – whenever practical, while the Mini uses an efficient diesel system and stop-start technology that switches off the engine when you’re stationary. And they both do impressive figures on a test cycle.The Prius III’s 1.8-litre engine claims official figures of 3.9L/100km for urban and combined driving, and 3.7l for highway running, with emissions pegged at 89gm/km of CO2.Mini D carries a 1.5-litre diesel engine that also posts an official figure of 3.9l/100km combined - rising to 4.7l in city driving and dropping to 3.5l for the highway - but emits 104gm/km,But a laboratory test is a long way from the stop-start grind of an average Australian workday run. So how would they perform in a series of nightmare commuter runs through Sydney’s peak hour traffic into the CBD? We asked two colleagues to do a couple of commutes in each car, driving in their normal manner, restricting their trips to the work runs and noting their fuel consumption and impressions.Northern trips From Narabeen, Simon Fuller has a commute of about 35km, and takes just over an hour to cover it on average. The two round trips he did in the Prius through morning and afternoon peak hours resulted in an average fuel consumption of 4.6L/100km. Being totally city driving, that’s naturally a bit above the official combined figure, but a fairly economical result for peak hour travel.The same trips in the Mini came in at 4.9l/100km - just 0.2l above the car’s claimed city figure, but with the higher price of diesel a more expensive commute.Southern trips From Oyster Bay, Brett Houldin also travels about 35km and takes just over an hour. His two round trips in the Prius resulted in an average fuel consumption of 4.5L/100km, while his Mini consumption finished at 5.3l. So it seems the Toyota hybrid can ward off the bowser challenge from the Mini diesel. But if you’re going to spend long hours in a car, a great fuel figure is not the whole picture.Fuller on the Prius City driving at any time around peak hour means that there is plenty of stopping and starting in your drive. The Prius’ sluggish take-off but sensitive brakes made this an interesting practice, but this wasn’t too hard to adapt to. And once the car is moving, it has no problem getting up to the required speed. The steering was a pleasure and the turning circle was impressive.But when the electric motor is in control on slow-speed inclines-such exit ramps out of car parks - there is a tendency for the Prius to stop and roll backwards. I learned to put my foot down on the accelerator a lot harder than would feel comfortable in most cars.However I liked the radar cruise control. I didn’t have to brake or accelerate as the speed of the car in front changed. The radar would detect the Prius getting closer to the car in front, brake, and then resume speed once there was sufficient room again. Not sure how much I trust a computer-driven car, but it certainly was fun.As was the parallel park assist function. Once you have lined up a spot to park in, all you have to do is brake as it reverses and steers for you. For many people, the excellent fuel consumption might make it a significant factor in their car choice. If these were priced in a lower price range, I think they would be a lot more appealing.Overall, the Prius was roomy, reasonably powered, and feature packed. But there was no sense of pleasure in the driving. It lacked the feel that a keen driver would be looking for.Houldin on the Prius It’s small and sleek, but powerless. My first reaction - a lawn mower. It was hard to adjust to such a different car from my usual V8 offroader, and that was obvious each time I took off from the lights. But once you got up to around 30km/h, the car was very comfortable and enjoyable to drive around the city, manoeuvrable and easy to control.I enjoyed the positioning of various buttons and the ease of driving. Having the odometer in the middle was at first annoying till I used the illuminated ‘heads-up’ display - this is a fantastic addition. My biggest complaint was the location of the back spoiler. It seemed to be in the way every time I wanted to look through the rear-view mirror. But overall, a good city car and very economical, so it suits its purpose.Fuller on the MiniI was surprised at the spaciousness of the cabin, and felt an immediate sense of excitement at the interior-bucket seats, retro-styled gauges, aircraft-like control switches, two-panel sunroof … it looked like this car had it all.The engine has the hollow burbling noise familiar with diesel engines, but with the doors closed and windows up, you'd have no idea it wasn’t a petrol motor, until you use the accelerator. The distinct difference is the torque that this little beast has to offer compared to a similar sized petrol powerplant. It's definitely not lacking.The clutch and gearbox feel solid and are both easy to adapt to and very smooth. Gear ratios probably couldn't be much closer to perfect either. The steering is firm, and it handles well. There was an initial abrupt reminder that the engine switches off when stationary after you shift into neutral. Not yet trusting the system, I just touched the clutch pedal and the engine fired back up, and very quickly too.The Mini also coped well with a peak-hour commuter’s dread in a manual-stretches of stop-start-crawl on a twisty uphill road. The Mini makes this a piece of cake, with the hill-hold feature kicking in every time you come to a rest while facing uphill, making take-offs so easy and never needing the handbrake. And it used just under half the fuel of my regular vehicle, a turbo four-cylinder Mazda.Houldin on the Mini The manual is annoying in heavy traffic, especially when it turns off during idle. I found the suggested gear change interesting, mostly because it suggested changing before 2000rpm-this is obviously how they claim such low consumption. Very rarely did I get it into sixth gear around town even when it suggested it at 70km/h.But this car is really fun with a go-cart feel. It sounds like many other diesel engines - and this one was similar to an old Herbie. There is plenty of power for a small car and it’s very zippy around the city, but you tend to not focus on how fast you’re going when the gauge is in the middle of the dash. And the mesh cover on the sunroof is basically useless. It should have been solid.But overall it handles very well and you’d recommend it to anyone looking for some basic thrills with minimal running costs.Fuller’s choice The Mini for sure, because although it has great economy and is better for the environment than most cars, it manages to not compromise the driving experience, and still has plenty of power to boot. It's got better visibility and not so many features that I probably wouldn't end up using, like the parking assist.Houldin’s choice I’d buy the Prius, mainly because I know my wife loved it and it’s the type of car she would drive more than me. It had some awesome techno features that were equivalent to a top of the market car. But if I wanted a car just to fang around in, no question - the Mini.Toyota Prius Price: From $39,900 (Prius) to $53,500 (Prius i-Tech) plus on-road costsEngine: 1.8-litre four-cylinder petrol plus electric motorOutputs: 73kW at 5200rpm and 142Nm at 4000rpm (engine); 60kW (motor); net power 100kWTransmission: Continuously variable transmission, front-wheel driveEconomy (official): 3.9l/100km combined and urban, 3.7l/100km highwayEconomy (on test): 4.5l/100km urban, averagedMini Cooper D Price: From $33,750 plus on-road costsEngine: 1.6-litre four-cylinder dieselOutput: 80kW at 4000rpm and 240Nm at 1750rpmTransmissions: Six-speed manual or automatic, front-wheel driveEconomy (official): 3.9l/100km combined, 3.5l/100km highway, 4.7l/100km urbanEconomy (on test): 5.1/100km urban, averaged

Prince Charles drives a Toyota Prius.Patronage by Britain's green prince tells you everything about where Toyota's eco-warrior has been, but nothing about where it is going.Prius III, which hits Australian showrooms next week, has advanced from a social and science experiment into a real car for real people.Hollywood celebrities will still drive one to prove they care, and Charles Windsor is almost certain to upgrade, but the world's largest carmaker plans to convert more than 300,000 ordinary owners from more than twice as many countries as the old model was sold.The biggest change to the Prius is well hidden and shows important new thinking - it is effectively twinned with the Corolla and RAV4.Sharing platform parts with the compact super sellers has cut costs for the Prius, but also made it into a real car with a no-excuses driving experience.Pricing The price for Prius III has risen a little, starting at $39,900 and topping at $53,500, but value is better with the basic car even picking up a heads-up instrument display, keyless entry and start and seven airbags. The top-line i-Tech model is really loaded, with everything from a solar-powered ventilation system - to reduce cabin temperatures when the car is parked - to an automatic parking system, pre-crash safety package, dynamic cruise control and LED headlamps.Drivetrain The real work has gone into the basics, as the petrol engine has grown to 1.8-litres, the hybrid system is 90 per cent new - and smaller with dozens of fresh patents - and total power is up by 100 kiloWatts while fuel economy is officially 3.9L/100km with CO2 emissions of 89grams/kilometre."Our philosophy is that we can take a complex project and achieve a simple, elegant solution. The essence of this is that nothing is difficult; there are just people who make things difficult," says the chief engineer of the Prius, Akihiko Otsuka.He is in Sydney for the Australian press preview and happy to talk about everything from the 1000 engineers who worked on the car to the need to focus on a better driving experience."Customers told us they wanted more performance. We also improved fuel economy by reviewing the entire vehicle design, especially the aerodynamic characteristics."In the engine room it meant a complete lack of drive belts - and electric air-con, power steering and water pump - while drag was reduced to 0.25, a figure currently only matched by the new Mercedes E- Class coupe.Weight has risen a little but changes include eco-plastics in some areas, a bigger boot, more space for three adults in the back seat and three driving modes, from electric to a genuine power setting.Appearance and packaging The design of the new Prius looks almost identical to the outgoing car, until you put them side-by-side. Then the new car looks more adventurous and trendy, not just around the re-shaped nose but even in the side profile where the highest point of the roof has been moved back to give more head space in the cabin.Market and sales The third-generation Prius will never be a big seller in Australia, just 4500 cars a year, but it has already ignited renewed interested in hybrids and triggered a lot of diesel-versus-hybrid comparisons by European brands which have put their green eggs into the turbodiesel basket.Toyota touts the overall efficiency of its hybrid system, as well as the heavy fumes from 'evil diesel' cars, which produce more than 35 times as many oxides of nitrogen fumes. It predicts tighter European emission standards will quickly tip the balance away from diesel power in favour of hybrids and smaller petrol engines."Companies such as Honda, Mercedes-Benz, BMW, Ford and even Ferrari are embracing hybrid technology," says Otsuka, leaving out Porsche from the companies currently committed.Prius III also points to Australia's first upcoming local hybrid, the Camry, which will adopt a similar Hybrid Synergy Drive system and undercut the hybrid flag bearer on price with more space. Toyota Australia believes the new Prius will win buyers from all sorts of other cars, and not just people who want to fly the green flag."They're concerned about society and the environment, yet they are interested in more than just fuel economy," says Toyota Australia's head of sales and marketing, Dave Buttner."Everything in their lives is a subtle statement about what they stand for. They'll shop at local markets and recycle everything, but they're not eco warriors. They have the latest gear, such as an iPhone and iQ, but they're not tech nerds."The biggest test for Prius III will come when Honda launches its born- again Insight next year, with a price advantage that could be as much as $10,000. Toyota believes it will have the edge on size and with a more-sophisticated hybrid system, but says it is happy to have more companies pushing the hybrid drive.Driving Finally, the new Prius is a hybrid you can enjoy driving.Prius III is still not a sports car, but it has genuinely compliant suspension, good cornering grip, and a power pack with real punch.It's still hybrid super-quiet, and you can dribble around the parking lot in silent electric stealth mode, but put your foot down and the electrically-boosted 1.8-litre engine gives a surprising kick.The hardest thing about driving the Prius briskly is overcoming the belief that you should always put economy first in a hybrid car.Fuel efficiency is still one of the prime objectives, along with lower emissions, but the way the latest Prius goes is good enough to satisfy most regular drivers and it has the right size and cabin space for regular Australian families.It is easy to dip below 6L/100km in everyday driving, even pushing along, and a Sydney commuter run this week in heavy traffic returned better than 4.5L/100km without doing anything special.It takes a while to adjust to the controls, particularly the way to use the constantly-variable transmission, and the steering is never much better than wooden.But it is rewarding to sit at the lights with a zero energy drain, and move away under electric power, just like the earlier Priuses.The difference with this Prius is the way the engineering team has turned it from a real-world laboratory experiment into a worthwhile compact family car. It's not as sharp as a Mazda3 or Ford Focus, but feels as good to drive as a Honda Civic or Hyundai Elantra.That could be faint praise, but it is praise for a car which is still focussed on everything from low-drag tyres to a slippery body and a powertrain that even uses electric air-con, power steering and water pump to cut any parasitic drag on the engine.The first-generation Prius was an oddity, the second generation Prius was effective but unrewarding.There is a lot to like about Prius III and very little to complain about. Some people think the car looks too much like the previous model, the steering column does not have enough adjustment, the press preview cars in Sydney this week had some mis-matched plastic in the cabin, and the vacuum fluorescent digital gauges look cheap with pixelated graphics which are sub-standard for the car and class.But those are only little things in a Prius which is now one to recommend as a car, and not just a green statement machine.