A gentle driving style and light traffic should give the Toyota Prius C a theoretical range of 900km from its 36-litre fuel tank.
Before the Toyota Prius C came along, the hybrid model selection at Borneo Motors (the official Toyota agent here in Singapore) only consisted of two models: the Toyota Camry Hybrid and the more established Toyota Prius. The latter, by the way, is the car of choice for Hollywood A-listers who love showing off their eco-friendly conscience to their fans.
You don’t have to be a celebrity to drive the Toyota Prius C, a compact hatchback that is the entry-level model in Toyota’s newly devised Prius line of petrol-electric hybrid vehicles. Within this range, buyers get to choose between three car sizes: small (Prius C), medium (Prius) and large. Perhaps Toyota should give its eponymous hybrid a suffix before everyone starts calling it the Prius-Prius.
Visibility in the Toyota Prius C is great over the low dashboard, but this also means that the steering wheel sits unusually low.
Now, being part of a family well-established in a specific field is never easy. For instance, if you hail from a dynasty of successful bankers, you’re expected to excel in the field of finance right from the day you learn how to count. In the case of the Prius C, this supermini is expected to meet the fuel efficiency benchmarks set by its far more established stablemate, which is the “Prius-Prius”.
The family ties between these two models mean the Prius C bears a resemblance to the Prius – at least with regard to their front ends. But compared to the Prius’ rather quirky styling (a trait that seems to afflict certain hybrid vehicles), the Prius C’s exterior design is that of a conventionally styled subcompact hatch.
In the Toyota Prius C, audio quality from streamed music is clearer than the radio airplay, while our tropical climate is no match for the ultra-efficient air-con.
Once you’re in the driver’s seat, you’ll notice an attractive main screen with cute and entertaining graphics. The various display modes include a cartoon-like Energy Monitor, with arrows showing the flow of power between the petrol engine, electric motor and battery. There’s even an Eco Scoring system that tracks how efficiently you’re driving and displays a corresponding score – this feature makes it easier for eco-minded drivers trying to cultivate more economical driving habits.
Aside from these useful functions, the multi-info screen also serves to enliven the Prius C’s cabin, made rather staid by its light/dark grey colour scheme. Fortunately, buyers can opt to have the fabric seats upholstered (locally) in leather for an additional $900. Interestingly, this extra cost remains the same regardless of whether the leather in question is in one colour or two-tone.
The Toyota Prius C’s Eco and EV switches should have been placed on the dashboard for easier reach.
Although the cabin’s quality is less convincing than in the Prius, its practicality (at least in the front) cannot be faulted. There’s plenty of room for loose items thanks to the large door bins and handy trays located above the steering wheel and centre panel. Particularly useful is the shelf just above the glovebox, for its placement right beside the USB port makes it an ideal charging station for smartphones.
But in case you find yourself without a USB cable, don’t fret, because the hi-fi system provides both Bluetooth telephony and music streaming functions. Incidentally, the audio quality from both features is much clearer than the radio reception.
Due to the car’s compact dimensions, the rear bench is ideal for two rather than three passengers (unless they don’t mind rubbing shoulders). There’s also little space for knick-knacks back here due to the lack of door bins, but occupants can put some stuff on the boot’s tonneau cover, which doubles as a parcel shelf.
At any rate, the Prius C’s main draw is motoring efficiency, not outright practicality. Giving the car its excellent green credentials is Toyota’s Hybrid Synergy Drive system, which comprises an electric motor powered by a nickel-metal hydride (NiMH) battery pack.
The Toyota Prius C’s cartoonish energy monitor has cuter graphics compared to the Prius.
When quizzed about why Toyota opted for this instead of lithium-ion batteries (which are lighter and more powerful), Prius C project manager, Masahiko Yanagihara, acknowledged the advantages of lithium-ion, but told us that nickel-metal hydride batteries were “the safer choice, since they are already proven to last the lifetime of the car”.
That said, the hybrid system and 1.5-litre petrol engine enjoy a seamless partnership. Starting up the Prius C is an eerie affair, as all you hear is the whooshing of the wintry air-conditioning system. The way the petrol motor comes on is shudder-free, too, provided the vehicle is moving. The slick back-and-forth transition between internal combustion and electric power is also impressive.
The Toyota Prius C’s cabin boasts seven airbags; NiMH battery pack is stored under the seats to free up interior space.
Less remarkable, however, is the car’s CVT (continuously variable transmission). It “discourages” sportier driving with its palpable “clutch slip” sensation whenever you act on the urge to overtake slower cars.
Although the Prius C isn’t particularly quick (since it isn’t a performance hybrid), acceleration is progressive and the ride is well damped. It could do with better sound insulation, however, as the road and engine noise can get quite disconcerting.
More reassuring, on the other hand, are the low fuel consumption figures delivered by the Prius C. Toyota claims that the car is capable of up to 27km per litre on the urban cycle and does a combined average of 25.6km per litre.
These figures are, of course, probably only attainable by professional test-drivers on a mission to deliver said numbers. We regular motorists can achieve these figures, too, if we’re willing to remove all excess weight from the car – including our clothes and shoes.
In the real world, my best average over a four-day period was 21.3km per litre. But whenever my impatience (and leaden right foot) got the better of me, this figure was halved. I was constantly torn between staying patient (which meant driving like a half-asleep 80-year-old) and becoming intolerant (akin to tearing through traffic while battling severe diarrhoea).
Lucky for me, the car’s Eco and EV modes were on hand to help. Eco optimises the overly Arctic throughput of the air-con and tells the car to utilise the electric motor more often, but doesn’t retard the powertrain’s responses (which are relaxed to begin with). The EV mode is perfect for stop-start downtown driving, as it keeps the car in full electric mode until the battery’s juices run dry or when you step a little too hard on the throttle.
The Prius C is not only as fuel-efficient as its more established Prius sibling, it has also managed to set a benchmark of its own – its C02 emission rate, at just 77g per km, makes it the cleanest-running petrol-electric hybrid in Singapore right now.
2012 Toyota Prius C 1.5 (A)
DRIVETRAIN
Type Inline-4, 16-valves,
hybrid
Capacity 1497cc
Bore x stroke 75mm x 84.7mm
Compression ratio 13.4:1
Max power 100bhp at 4800rpm
Max torque 111Nm at
3600-4400rpm
Power to weight 88.3bhp per tonne
Gearbox CVT
Driven wheels Front
PERFORMANCE
0-100km/h 10.7 seconds
Top speed 170km/h
Consumption 26.5km/L (combined)
SUSPENSION
Front MacPherson struts,
coil springs
Rear Torsion beam,
coil springs
BRAKES
Front / Rear Ventilated discs / Drums
TYRES
Type Bridgestone Potenza
RE080
Size 185/60 R15
SAFETY
Airbags 7
Traction control ABS with VSC
MEASUREMENTS
Length 3995mm
Width 1695mm
Height 1445mm
Wheelbase 2550mm
Kerb weight 1132kg
Turning circle 9.6m
BUYING IT
Price $116,988 incl. COE
Warranty 5 years/unlimited km
WE SAY
+ Outstanding efficiency, smooth powertrain, good safety features
– Cramped rear seat, plasticky interior, inadequate insulation
Check out the 2018 Toyota Prius C
Check out the 2018 Toyota Prius
