With a Plug-In Prius, Beware the Elusive Outlet
A not-so-funny thing happened on our way to today’s assignment, which is to discuss an intriguing test car, the 2014-15 Toyota Prius plug-in. We’re calling it a 2014-15 because our test vehicle technically is a 2014, but the model continues basically unchanged for 2015.
We’ve been hiding in Florida from the snow, the cold, the potholes, the erratic public transportation, and all the rest of the misery this winter has heaped on New England.
Florida’s flat roads (a highway bridge or parking garage constitute the only hills) and quick warm-up times are ideal for high-mileage hybrids.
Feeling somewhat like a modern-day Diogenes, I was wandering around our condo complex looking for an outlet where the plug-in Prius could be fully charged so I could get my “up to 15 miles of all-electric driving.’’
However, my friend Hank said, “Hey, you can’t plug that in one of the communal outlets. There’s language in the condo rules about that. Why should all the residents of the complex be paying for your electricity?’’
Fair enough. So the next option was to run an extension cord out from our unit so we’d be paying for the electricity.
“Going to use an electric polisher on the car?’’ asked Marty, a member of the board of directors. “It looks pretty shiny already.’’
“No, I want to put it on the charger.’’
“You can’t leave an extension cord lying unattended across the walkway like that,’’ he said. “It’s a hazard.’’
“So how can I charge this plug-in?’’ I asked.
“Dunno,’’ was the answer.
Neither did I. So instead of enjoying what Toyota and the EPA say is a 95 miles per gallon equivalent (MPGe) on electric driving, we had to make do with getting 50-plus mpg driving it as a normal Prius hybrid.
We took the car on a 250-mile road trip to Sarasota with four adults aboard and, for that trip, the on-board computer credited us with 52.3 mpg. Filling the tank was interesting. The fuel gauge was low, but the tank only took 8.5 gallons. Turns out it only holds 10.6 gallons. We’d traveled 425 miles on the 8.5 gallons for an even 50 mpg.
So, where does a plug-in hybrid make sense?
The first answer is any location where you get a bigger tax rebate or incentive for a plug-in over a hybrid. The second answer is: any where you have a charging plug at home and also at work.
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Better still is to have a commute within the EV range along with access to a charging station at work. Recharging the plug-in takes about three hours on a 120-volt outlet, half that time with 240 volts.
Still, it seems that instead of dabbling with all-electric for such a relatively small number of miles, why not go all-in with an EV such as the Nissan Leaf or a Tesla? After all, most of us drive a lot of miles.
In most of those driving situations, our Prius acted like, well, a normal Prius hybrid in the ever-growing Prii sub-brand that now includes the Prius, Plug-In, Prius C, and Prius V wagon. The only difference between the plug-in and normal Prius seems to be the flap you open to plug in the included charging cord and large plug—the one we were unable to try.
The plug-in version comes in a well-equipped base model. Ours had a sticker price of $30,815 (including destination). It’s also available in an Advanced edition ($35,730) that adds simulated leather, an eight-way power driver’s seat, a heads-up display, automatic headlights, more Entune digital options with an upgraded navigation display, and Safety Connect, which includes roadside assistance, stolen vehicle locator, and automatic collision notification. An available technology package adds LED headlights, fog lights, radar cruise control, and pre-collision system.
Comparing this car with the traditional Prius lineup of a half-dozen trim levels, you’re paying a premium for the plug-in. Toyota says the plug-in base model is based on the Prius Three trim level, which would cost you $26,590 for comparison’s sake.
In EV mode, traveling slowly, the plug-in is totally silent. Push the accelerator and you get both road and engine noise in addition to all the oomph you need. The noise is noticeable because, to save weight, there’s not as much sound-deadening material.
Prius buyers don’t generally fall into the spirited driving crowd; that’s a good thing. The Prius, with low rolling resistance tires, is made for more genteel operation.
However, the car is very drivable in normal operation. Visibility, steering, and braking all are fine. The Prius, which has set the standard for hybrids, also has proven itself amazingly reliable and inexpensive to operate. There’s plenty of legroom both front and rear, and there’s plenty more room in hatchback-like cargo space with the option to fold the rear seats.
Millions of owners confirm that the Prius design has stood the test of time.
On the road, for every Prius driver who is trying to max-out fuel economy, we see a dozen flying by in the passing lane.
So it may not be an urban legend that studies claim Prius drivers accumulate more than their fair share of speeding tickets.
Our test car had three mode-selecting buttons on the console—EV, Eco, and Power. Pushing EV in our situation generally generated a “function not available’’ response because of the lack of charging, other than through the regenerative braking. Eco was the default mode and OK for general driving; however, we were forever stopping at red lights, and I found myself pushing the “power’’ option to more easily keep pace with traffic.
At the end of the day, if you push the right buttons to check the driver information available on the hybrid display, you see that repeated 50 mpg average for the day’s driving and you’re reminded what this car has been all about.
It hasn’t lost that focus. Just check your condo rules if you’re looking for a place to put that plug.
2014-15 Toyota Prius Plug-In
THE BASICS
Price, base/as tested (with destination):$30,815/$31,120. Fuel economy, EPA estimated: 95 (electric plus gas)/50 (gas only). Fuel economy, Globe observed: 50.0. Drivetrain: 1.8-liter gasoline engine, 80 HP electric motor, CVT, front-wheel-drive.Body: 5-door hatchback.
THE SPECIFICS
Horsepower: 134 (combined). Torque: 153 lb.-ft. (electric motor). Overall length: 176.4 in.Wheelbase: 106.3 in.Height: 58.7 in.Width: 68.7 in.Curb weight: 3,216 lbs.
THE GOOD
Fuel economy, passenger room (front and rear), ride, wide variety of trim levels.
THE BAD
Road noise, gauge clutter, interior materials.
THE BOTTOM LINE
The Prius brought hybrids mainstream and continue to lead the fuel economy race even as others offer different varieties of gas-electric vehicles.
ALSO CONSIDER THESE HYBRIDS
Chevrolet Volt, Ford C-Max, Honda Accord, Hyundai Sonata, Toyota Camry, Volkswagen Jetta.
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