2022 Toyota Prius Review: The Benchmark Fuel Economy Champion

Toyota has done such an impressive job marketing its fuel-efficient "Prius" that the inexpensive, economy-oriented sedan's branded name is precariously close to becoming a proprietary eponym – or a generic trademark – along the lines of Band-Aid (sterile bandage), Coke (soft drink), or Kleenex (facial tissue). So, it's no surprise that I reached out to the automaker for a late-model Prius when my schedule required a 1,000-mile roundtrip drive from Los Angeles to San Francisco.

The Prius name hasn't changed since the vehicle was first introduced to the U.S. market more than 22 years ago. And, to the casual observer, the vehicle's shape has changed very little since its second-generation redesign (for the 2004 model year) when Toyota transformed it into the now familiar compact five-door liftback with a wedge noise and tall trunk, known as the Kammback body style. The makeover was a huge success, and sales exploded –Toyota tripled sales in the first year, and by 2010 it was selling 500,000 units globally.

Today's Prius retains the same unmistakable shape as its predecessors, including the unmistakable slab sides, sharp cutoff rear fenders, and clear rear glass panel to improve rearward visibility. But there are modern angles, crisp LED headlights, and a more aggressive front end that add a bit of character and personality. The Prius has evolved with the times – the exterior still looks fresh.

The passenger cabin of the Prius is purely matter-of-fact and straightforward, meaning it doesn't pretend to be a luxury vehicle. Most surfaces are hard plastic – matte or glossy finish – and all instruments are (now distinctively) moved to the center of the dashboard. Aside from the missing cluster on the other side of the steering wheel and the odd console-mounted joystick shifter (both take only a few hours to acclimate to), all other controls are logically arranged and ergonomic.

Front seat passengers have plenty of room, but the seating position is low, and there isn't abundant storage (aside from the expected door panels, center console, and the center armrest. Adults in the rear seats will find them comfortable, but they lack amenities (other than a pair of USB ports). Overall, the synthetic SofTex seat upholstery feels more durable (and washable) than soft and supple. The five-door's hatchback opens to reveal a spacious trunk, and the seats split/fold 60:40 to improve utility.

The front-wheel drive Prius is fitted with a naturally-aspirated 1.8-liter four-cylinder engine paired with an electric motor. The total system power is 121 hp and 120 lb-ft of torque. Power is sent to the front wheels through a continuously variable transmission or CVT. (Note that Toyota also offers an all-wheel drive variant of the Prius, which uses an electric motor on the rear axle to improve traction at speeds up to 43 mph.)

Toyota allows the operator to choose between four different drive modes (Normal, PWR, ECO, and EV), which alter the throttle response, climate control, and activity of the combustion engine. The default mode is Normal, which is excellent for balanced everyday driving. The vehicle will automatically choose between combustion and electric drive, and the climate control works at full capacity. PWR, or Power mode, increases the sensitivity of the accelerator pedal and adds extra torque by heavily utilizing the electric motor – it is the least efficient drive mode.

Eco, or Economy mode, buffers accelerator pedal inputs to smooth the combustion engine and supplemental electric motor operation. It also reduces the usage of the air conditioning compressor and heater, to further save energy — this is the most fuel-efficient drive mode. Lastly, EV mode forces the vehicle to only rely on electric propulsion. As the motor is small, it can only drive the Prius at low or parking lot speeds for short periods (push too hard on the accelerator pedal, and the combustion motor fires to life to aid acceleration).

It's praise to say that the Prius doesn't overpromise in the driving dynamics category – it accelerates, brakes, and handles precisely as one would expect of a fuel-efficient economy car.

Acceleration from the 121-hp powertrain is best described as leisurely—a stopwatch would reveal a 0-60 mph time of about 10 seconds. It takes some planning, and good timing, to pull into rapidly moving traffic (more often than not, a friendly apologetic wave is required as faster cars slow for your rear bumper). While the Prius will hold its own up long hills or grades, with the combustion engine sounding like wet vac, passing on short straights is likely out of the question. The Toyota Prius wasn't engineered for those in a hurry.

Toyota fits the Prius with hydraulic disc brakes – a very conventional system. However, these are supplemented with a regenerative braking system that uses the motor to convert the vehicle's forward motion (kinetic energy) back into electricity while decelerating. Mixing the two makes the brake pedal feel a bit awkward (someone squishy) at first, but your leg quickly acclimates to the new feel. Braking power is good – there's no lack of confidence in the system.

The suspension in the Prius is configured for a comfortable ride, and it does its job well. Around town, the sedan absorbs the bumps and potholes without distress. And on the highway, it effortlessly floats over the pavement breaks. Overall, the tuning is on the "soft side" of things – load five adults into the cabin, and its rear end sags a bit. Yet on a surprisingly positive note, the Prius handles corners better than expected if the driver manages the body roll and doesn't overdrive the low rolling resistance tires. Driven properly, it will hustle around a bend rather quickly (surprising most other vehicles caught in its path).

As expected, the Prius delivers exemplary fuel efficiency. Moreover, it does this with a light curb weight of just 3,100 pounds (a Chevrolet Corvette sports car weighs about 500 pounds more), impressively low aerodynamic drag (it boasts an ultra-low 0.24 coefficient of drag), and a hyper-efficient hybrid powertrain.

The EPA rates the 2022 Toyota Prius at 54 mpg city/50 mpg highway, but my mileage over 1,000 miles was down by a few percent as I cruised rapidly at 75-80 mph on the highway, and I used heavy throttle while driving around town (in other words, I was not trying to "hypermile"). On that note, my highway fuel economy averaged about 46 mpg on the open road, and my city fuel economy averaged about 51 mpg. According to the vehicle's onboard computer, my overall daily efficiency (mixed driving) averaged about 48 mpg – that's impressive!

More extraordinary is the actual cost of ownership. The well-equipped 2022 Toyota Prius Nightshade FWD model that I tested carried an MSRP of just $31,056 (including a $1,025 delivery fee). Considering the vehicle's miserly fuel expenses, low insurance rates, impressive reliability, and strong resale value, Toyota's hybrid gasoline-electric is one of the least expensive vehicles to operate – no wonder it's the top choice of fleet and mobility operators!

An all-new fifth-generation Prius will likely debut shortly, but it's unlikely that Toyota will stray far from its winning formula. Consider that a good thing, as the popular sedan – the industry’s respected benchmark fuel economy champion – won't be stepping down from the winner's podium anytime soon.