Advanced Technology Package ($5,650 -- includes premium HDD navigation, Entune App Suite, eight-speaker JBL audio, adaptive cruise control, pre-collision system, advanced parking guidance system, panoramic sunroof with power sliding shades), Carpet Floor Mats and Cargo Mat ($225)
Naturally aspirated, inline-4, gasoline with auto stop-start
DOHC, 4 valves per cylinder, variable intake-valve timing
Compression ration (x:1)
Horsepower (hp @ rpm)
98 @ 5,200
Torque (lb-ft @ rpm)
105 @ 4,000
Transmission and axle ratios (x:1)
It matters not what mode is selected (PWR, EV, Econ) when the throttle is pressed all the way to the floor -- as that action requests all the available power regardless of source. The engine is noticeably loud during max acceleration, which is modest at best. Traction control can be disabled; however, it returns at/above 30 mph.
Less dive than one might expect from a family-wagon-type thing and no hybrid-regenerative-braking woes in a panic stop from 60 mph. This is the shortest distance we've recorded for a Prius V; perhaps a brake pad upgrade, but more likely a result of the tires that are a different brand, wider, and of a lower profile than all previous Prius V tires we've tested.
Slalom: Steering weight is better than that of other Prii, but still essentially numb and distant in terms of feel. The electronic stability control (ESC) system is conservatively calibrated so it intervenes early and often. ESC rewards smoothness and a single steering input per cone in the slalom. Skid pad: Again, ESC intervenes by taking away the throttle, effectively limiting the speed around the skid pad without the need to check heading with the brakes as it does in the slalom.