Toyota unveiled the Prius c concept at the January 2011 North American International Auto Show. The Prius c has a lower list price and is smaller than the previous Prius hatchback. The production version was unveiled at the 2011 Tokyo Motor Show as the Toyota Aqua, and was launched in Japan in December 2011.[94] The Prius c was released in the US and Canada in March 2012,[95][96] and in April 2012 in Australia and New Zealand.[97][98] The Prius c is not available in Europe, where instead, Toyota is selling the Toyota Yaris Hybrid since June 2012.[99] The Prius c and the Yaris Hybrid share the same powertrain.[100] The Aqua ranked as the second best selling car in Japan in 2012 after the Prius brand, as Toyota reports together sales of the conventional Prius and the Prius α.[101][102] When sales of these two Prius models are broken down, the Toyota Aqua ranked as the top selling model in Japan, including kei cars, with the Aqua leading monthly sales since February through December 2012.[103][104] Thereafter, the Aqua has been the top selling new car in Japan for three years running, from 2013 to 2015,[105][106][107] and it is considered the most successful nameplate launch in Japan in the last 20 years.[108]
The Range Rover P400e uses a 2.0-liter, turbocharged four-cylinder engine assisted by an electric motor. Together they produce 398 hp and 472 lb-ft of torque, which is enough to get this big SUV moving with some haste. Land Rover claims the P400e will do 0 to 60 mph in 6.4 seconds, and reach a top speed of 137 mph on pavement. But, as with other Range Rover variants, the P400e is set apart from other utility vehicles by genuine off-road capability.
More optimistic views as of 2006 include predictions that hybrids would dominate new car sales in the US and elsewhere over the next 10 to 20 years.[97] Another approach, taken by Saurin Shah, examines the penetration rates (or S-curves) of four analogs (historical and current) to hybrid and electrical vehicles in an attempt to gauge how quickly the vehicle stock could be hybridized and/or electrified in the United States. The analogs are (1) the electric motors in US factories in the early 20th century, (2) diesel electric locomotives on US railways in the 1920–1945 period, (3) a range of new automotive features/technologies introduced in the US over the past fifty years, and 4) e-bike purchases in China over the past few years. These analogs collectively suggest it would take at least 30 years for hybrid and electric vehicles to capture 80% of the US passenger vehicle stock. [98]
Fuel efficient SUVs are something of a contradiction. The big car manufacturers understand that the battle for the best SUV will include the question of fuel efficiency. Obviously, a smaller SUV will be more fuel efficient (although the smaller luxury SUVs tend to drink fuel), even so it may consume more fuel than a large sedan. From a study conducted by our analysts, available in an infographic on http://suv.reviewitonline.net/fuel-efficient-suvs/, it is not surprising that the most fuel efficient 2012 SUVs, and 2013 SUVS, are Crossover SUVs with the Nissan Juke SUV Crossover and Mazda CX-5 SUV Crossover providing the most fuel efficient ride.
^ Millikin, Mike (20 May 2016). "Worldwide sales of Toyota hybrids surpass 9 million units; Prius family accounts for 63%". Green Car Congress. Retrieved 22 May 2016. The Prius family accounts for 63% of Toyota's total global cumulative hybrid car sales: 5.691 million units, consisting of Prius liftback: 3.733 million; Aqua, Prius c: 1.249 million; Prius a, Prius v, Prius +: 0.634 million; Prius PHV: 75,000.
In 2019 the term "Self-Charging Hybrid" became popular in advertising, though cars referred to by this name do not offer any different functionality than a standard hybrid vehicle provides. The only self-charging effect is in energy recovery via regenerative braking, which is also true of plug-in hybrids, fuel cell electric vehicles and battery electric vehicles.[90]
Porsche’s Panamera 4 E-Hybrid is a multi-tasker. First, it’s positioned near the middle of the Panamera hierarchy. It’s more powerful than the base car and more affordable than either of the high-zoot Turbo models. Second, it’s also a plug-in hybrid capable of Porsche-like performance one minute and zero-emissions driving the next. Going from one mode to the other requires only a simple push of a button.
^ Millikin, Mike (20 May 2016). "Worldwide sales of Toyota hybrids surpass 9 million units; Prius family accounts for 63%". Green Car Congress. Retrieved 22 May 2016. The Prius family accounts for 63% of Toyota's total global cumulative hybrid car sales: 5.691 million units, consisting of Prius liftback: 3.733 million; Aqua, Prius c: 1.249 million; Prius a, Prius v, Prius +: 0.634 million; Prius PHV: 75,000.
In a parallel hybrid vehicle an electric motor and an internal combustion engine are coupled such that they can power the vehicle either individually or together. Most commonly the internal combustion engine, the electric motor and gear box are coupled by automatically controlled clutches. For electric driving the clutch between the internal combustion engine is open while the clutch to the gear box is engaged. While in combustion mode the engine and motor run at the same speed.

There are two principal battery packs, the High Voltage (HV) battery, also known as the traction battery, and a 12 volt battery known as the Low Voltage (LV) battery. The traction battery of the first generation Prius update (2000 onwards) was a sealed 38-module nickel metal hydride (NiMH) battery pack providing 273.6 volt, 6.5 Ah capacity and weighing 53.3 kg (118 lb)[165] and is supplied by Japan's Panasonic EV Energy Co. They are normally charged between 40–60% of maximum capacity to prolong battery life as well as allow headroom for regenerative braking. Each battery pack uses 10–15 kg (22–33 lb) of lanthanum, and each Prius electric motor contains 1 kg (2 lb) of neodymium; production of the car is described as "the biggest user of rare earths of any object in the world."[166] The LV battery is essential to starting the car and providing initial power to the computer.
Drivetrain aside, it’s still a Porsche. It looks like a Porsche and, importantly, it handles like one. It accelerates like one, too, thanks in part to the instant torque provided by the electric motor. When we drove it in Germany, we were impressed with the quality of the materials in the cabin. The biggest downside to the E-Hybrid is that the aforementioned battery pack eats up about three cubic feet of trunk space, reducing capacity to 14.3 cubes with four adults on board.
This practical, fuel-efficient sedan has all the virtues that small-car shoppers seek, backed by its strong reliability track record. Despite its compact proportions, the Corolla has a relatively roomy interior, with a spacious backseat. Handling is secure, and the ride quality is a cut above for its class. The ho-hum engine with middling power won’t excite drivers, but the trade-off is stellar fuel economy of 32 mpg overall. On our highway test circuit, the Corolla achieved 43 mpg. Also very meaningful: This car comes standard with advanced safety features that include forward-collision warning, pedestrian detection, automatic emergency braking, lane-departure warning, and lane-keeping assist. The Corolla is a smart purchase that won’t let you down.
Land Rover promises the plug-in hybrid powertrain doesn’t compromise off-road ability, and it even claims the P400e’s all-electric mode allows for greater control at low speeds on slippery surfaces (on the road, Land Rover claims 31 miles of all-electric range). This plug-in hybrid SUV can wade into 35.4 inches of water, according to Land Rover, without sacrificing comfort. It also sports a luxurious, leather-lined interior and Land Rover’s latest InControl Touch Pro Duo infotainment system, with two 10.0-inch touchscreens.

The Prius is a power-split or series-parallel (full) hybrid, sometimes referred to as a combined hybrid, a vehicle that can be propelled by gasoline or electric power or both. Wind resistance is reduced by a drag coefficient of Cd=0.25 (0.29 for 2000 model) with a Kammback design to reduce air resistance. Lower rolling-resistance tires are used to reduce road friction. An electric water pump eliminates serpentine belts.[154] In the US and Canada, a vacuum flask is used to store hot coolant when the vehicle is powered off for reuse so as to reduce warm-up time. The Prius engine makes use of the Atkinson cycle.[155]
There are two principal battery packs, the High Voltage (HV) battery, also known as the traction battery, and a 12 volt battery known as the Low Voltage (LV) battery. The traction battery of the first generation Prius update (2000 onwards) was a sealed 38-module nickel metal hydride (NiMH) battery pack providing 273.6 volt, 6.5 Ah capacity and weighing 53.3 kg (118 lb)[165] and is supplied by Japan's Panasonic EV Energy Co. They are normally charged between 40–60% of maximum capacity to prolong battery life as well as allow headroom for regenerative braking. Each battery pack uses 10–15 kg (22–33 lb) of lanthanum, and each Prius electric motor contains 1 kg (2 lb) of neodymium; production of the car is described as "the biggest user of rare earths of any object in the world."[166] The LV battery is essential to starting the car and providing initial power to the computer.
[MUSIC PLAYING] ELANA SCHERR: This is the 2019 Nissan Rogue. It has newly added driver safety aides, a comfortable ride, and plenty of room for cargo and people. But is that enough for the Rogue to compete with more recently redesigned small SUVs? Let's find out. If you like these videos, subscribe to our channel. And make sure you visit Edmunds for all your car shopping needs. The initial door open on the Nissan Rogue is sort of a surprise, like a happy surprise. And it does look really nice, especially in these upper trims, where you can get different color leatherette, and shiny piano black. There is a lot of hard plastic still in this car. I guess I would call it semi hard plastic. It actually feels better than it looks, except on the steering wheel. This is just a really weird decision that the Nissan designers made. There's a heated steering wheel, which seems super luxurious. I would have given that up to just have a nicer material on the steering wheel. I just don't want to touch it. It's like I want to drive it like this. But the rest of the materials feel pretty good. The front seats are very firm, maybe even a little too firm for long term driving comfort. And the space in the front is a little bit cramped. Tall people don't have the most head room, maybe partially because of the sunroof. And the seats are narrow. Also, on the passenger side, the way that the dash comes in around the knee is difficult for taller passengers. The back seats, however, are really spacious. There's a great amount of room back there. And I would say it's actually more comfortable to ride in the back of the Rogue than it is to drive it. A lot of the safety stuff that people are starting to expect in these cars is standard on the Rogue. And it all works very well, which is good, because the car has a pretty big blind spot. There's also a lot of good infotainment controls. Apple and Android, which is something that some of the competitors do not offer. It's got a touch screen that's small, but works well, and is easy to see. But the controls for everything are just all over the place. It's almost like this is a car that was designed many years ago. (WHISPERING) It was. And they decided to add in all of the new technology, but they hadn't originally designed the car to have space for it. (WHISPERING) I think that's true. So there's this kind of strange Easter egg hunt that you get to do every time you want to control. Like hm, the heated steering wheel is over here. And also the sport and eco modes are over here. But the heated seats are down here. And the camera's over here. You have to remember where things are. I like it better when you kind of have the idea like, oh, all the climate stuff is here, and all of the safety control is here. There's room for small stuff in the console. Again, some strange decisions made about what and where. There is a cell phone pocket back here, the big cup holders. And there's sort of like a weird square spot up here that has a rubber no slip mat as if it's for holding a cell phone. But it would only work if you had a perfectly square cell phone. And there's a USB port and a 12 volt. I would say that that about covers it for the magic in the front seat of the Rogue. Let's take a look at the backseat. The backseat of the Rogue is, again, a mix of things that are thoughtful and things that could have used a little more thought. First, the good stuff. It's comfortable. It looks nice. There's a lot of leg room. It's adjustable, which is kind of nice for a second row. They aren't always. And the seat belts tuck away. So if you're sliding across to the middle, you don't hit your bum against them. But there are no USB ports. Could use a little more headroom. And the armrest is kind of a lot of work. In many ways the Rogue trails its competitors. It doesn't have the most horsepower and it doesn't get the best miles per gallon. But it shines in cargo space. It has the most. 39.3 with the seats up, and 70 with them down. That's kind of a lot for a little car. More than that, the storage is really clever. Nissan calls it Ride and Hide, Hide and Drive, Divide and Conquer, Divide and Hide. What it means is that what looks like the floor is actually covers that lift up so you can put valuable stuff here and no one will know that it's in the car. Here's the Divide and Hide in shelf mode. So you can see, you could put something underneath, and then still have stuff on top. Plus, one of the video guys just pointed out that you could use this as a workspace. You can get the Rogue in a variety of trim options. There is S, SV, and SL, as well as SV and SL Hybrid. We're in the top of the line SL all wheel drive. And it keeps making me laugh every time I see the badge on the back, because the SL and the all wheel drive are kind of right up against each other. And it looks like it says slawd. Like s'lord, it's hot in here. Anyhow, all bad southern accents aside, the engine options for everything except the hybrid are the same. It is a 2.5 liter four cylinder backed by a CVT style transmission. And I hate it. Sorry. It's just a really, really, really disappointing engine combination. It's 170 horsepower, which just isn't enough for a vehicle of this size. Even though some CVTs are starting to feel more like geared transmissions and not do that sad, drony vacuum cleaner thing, this one is not like that. It does do the sad, drony vacuum cleaner thing. In fact, the engine noise is really annoying. I've been trying to feel better about it by pretending it's cute, like a little baby lion roaring. Rawr. So I don't like that. I think the car is loud. It also has a bunch of wind noise. The responsiveness of the various inputs, meaning the steering and the throttle are acceptable, but not outstanding. Imagine it like this. You're at lunch with a friend, and that friend is either on their phone, or thinking about something else, and so they're sort of paying attention to you. Like they're making, mhm and yeah noises at all the right places in the conversation. But you don't really feel like you have their full attention and that they're really that responsive. And that is sort of how I feel about the steering in this car. It's turning the car, but sort of numb and disconnectedly. The Rogue does offer some of Nissan's highest tech driving assists, including warnings if you're going out of your lane, and adaptive cruise control, which works very well, and even a steering assist, which is like a semi self-driving. So it wants you to have your hands on the wheel and be paying attention, but it will make some steering corrections for you when you have that turned on, along with adaptive cruise control. They all go together. I tested all of that on the freeway in stop and go traffic. And I was impressed at the fact that it would work at very slow speeds, which not all adaptive cruise controls will let you put them on when it's less than 25 miles per hour. That's kind of when you want it the most. This works at very slow speeds. It was a nice break on my ankle when I was driving back from San Diego and three hours of stop and go traffic. So that does work. I don't love the self steering thing. I just am a control freak. I like steering. Steering's fun. Setting the adaptive cruise control and the steering is really easy, and it's very obvious when it's on. It's like a big, green banner kind of across the gauges, which is excellent. You're never wondering if you've accidentally turned it off or what. You know exactly what's happening. Some of the other controls, like if you want the alarm for a blind spot warning, or if you want it to beep when you're in or out of a lane, they're buried a little bit further in the menus in here, and it's not hard to find them if you're parked. But it's more than you would want to be staring at the screen while you're driving. So bear that in mind if you don't like the beeps. The Rogue's design hasn't changed a whole lot since, I think, 2014 when it first came out. And that's super noticeable in how thick this A pillar is and how bad the visibility is sort of for the blind spot and in the back. I feel like car designers are really working hard right now to make those things better. And this pillar, for me, is really difficult to see, especially on curvy roads. I mean, it is right where I want to be. You kind of end up doing what I call the curious owl, which is like when you're going around corners, trying to see around the pillar. It's like a dance. The S models of the Rogue start at around $25,000. And this one, with all the bells and whistles, is $36,000. I'm just going to say it. I wouldn't want to pay $36,000 for this car. I just don't feel like it's $36,000 worth of driving enjoyment. There are other cars you can buy for $36,000 that are better, just like across the board better. But I was talking to the gang back at the office, especially the folks who help with the buyer's guides and stuff on the Edmunds website. And they were pointing out that Nissan offers amazing rebates. And so I looked it up on my own computer, and immediately was sent an offer for a car with like $9,000 off. So assuming that you could get a car like this for like $28,000, well, now, that's a really good deal. It gets to a point where nobody else would offer this much for that amount of money. So where does the Rogue end up? Well, for the same amount of money, you could get the more attractive and way more fun to drive Mazda CX5, the better equipped, and our most highly rated in the segment, Honda CRV. Or just to throw you a curve ball, the Jeep Wrangler. It's not that the Rogue is awful. It's just that the competition is stellar. Hey, give us a follow on Instagram, Twitter, and Facebook.

Our reviewers travel all around the world to evaluate new cars. In 2018, we published nearly 90 reviews. The time we’ve spent behind the wheel of over a dozen hybrid cars has taught us there are no shortage of competent and compelling cars in this growing segment of the market. Buyers don’t have to give up things like comfort, practicality, or even performance just to have the best fuel economy. If the Prius isn’t for you, we’ve picked other great options ranging from the best hybrid SUV to the best hybrid sports car.
With all the tech built into Prius, you’re not lost—you're exploring. Boost your journeys with the available 11.6-in. HD multimedia display, and discover a soundtrack for each outing with Entune™ Premium JBL® Audio. The available color Head-Up Display (HUD) projects important information right on the windshield to take your driving experience to the next level.

IMPORTANT NOTE: This informational calculator is a comparison tool that allows you to compare the relative estimated fuel consumption and CO2 profile of an identically operated Toyota gas vehicle to a Toyota hybrid vehicle, using the Canadian federal government’s vehicle fuel consumption test methodology. The government methodology is a 5 cycle test carried out in a laboratory on a chassis dynamometer. The 5 cycles are: city test, highway test, cold temperature operation, air conditioner use, and higher speeds with more rapid acceleration and braking. The assumptions behind each test are more fully explained on the current Natural Resources Canada website: https://www.nrcan.gc.ca/energy/efficiency/transportation/21008. These tests attempt, within the confines of a theoretical laboratory test, to simulate 5 of the most common real world driving conditions. However, there are many other significant common real world variables that impact fuel consumption and no laboratory test is able to take into account all the variables that will affect individual fuel consumption. Your vehicle’s fuel consumption and CO2 profile will vary from the test ratings, depending on how, where and when you drive. The following factors will significantly affect the fuel consumption/CO2 profile of your vehicle: your driving style and behaviour, how you accelerate and brake, how fast you drive, overall age and condition of your vehicle, temperature, weather, traffic and road conditions, using drive systems like AWD or four wheel drive, using air conditioning and powered accessories installed on your vehicle. In addition, small variations in vehicle manufacturing will cause fuel consumption differences in the same make and model, and some vehicles do not attain optimal fuel consumption until they are “run in” for about 6,000 to 10,000 km.
The NHW11 Prius became more powerful partly to satisfy the higher speeds and longer distances that Americans drive.[35] Air conditioning and electric power steering were standard equipment.[36] While the larger Prius could seat five, its battery pack restricted cargo space. The Prius was offered in US in three trim packages: Standard, Base and Touring. The US EPA (CARB) classified the car with an air pollution score of 3 out of 10 as an Ultra Low Emission Vehicle (ULEV).[37] Prius owners were eligible for up to a US$2,000 federal tax deduction from their gross income.[34] Toyota executives stated that with the Prius NHW10 model, the company had been losing money on each Prius sold, and with the NHW11 it was now breaking even.[34]
As the Prius reached ten years of being available in the US market, in February 2011 Consumer Reports examined the lifetime and replacement cost of the Prius battery. The magazine tested a 2002 Toyota Prius with over 200,000 miles on it, and compared the results to the nearly identical 2001 Prius with 2,000 miles tested by Consumer Reports 10 years before. The comparison showed little difference in performance when tested for fuel economy and acceleration. Overall fuel economy of the 2001 model was 40.6 miles per US gallon (5.79 L/100 km; 48.8 mpg‑imp) while the 2002 Prius with high mileage delivered 40.4 miles per US gallon (5.82 L/100 km; 48.5 mpg‑imp). The magazine concluded that the effectiveness of the battery has not degraded over the long run.[168] The cost of replacing the first generation battery varies between US$2,200 and US$2,600 from a Toyota dealer, but low-use units from salvage yards are available for around US$500.[168] One study indicates it may be worthwhile to rebuild batteries using good blades from defective used batteries.[169]
The Prius Plug-in Hybrid (ZVW35) is based on the conventional third generation (ZVW30) with a 4.4-kWh lithium-ion battery that allows an all-electric range of 23 km (14.3 mi).[72] A global demonstration program involving 600 pre-production test cars began in late 2009 and took place in Japan, Europe, Canada, China, Australia, New Zealand and the United States.[73][74][75]
In addition to vehicles that use two or more different devices for propulsion, some also consider vehicles that use distinct energy sources or input types ("fuels") using the same engine to be hybrids, although to avoid confusion with hybrids as described above and to use correctly the terms, these are perhaps more correctly described as dual mode vehicles:
The Prius NHW11 (sometimes referred to as "Generation II"[27]) was the first Prius sold by Toyota outside of Japan, with sales in limited numbers beginning in the year 2000 in Asia, America, Europe and Australia.[27][29] In the United States, the Prius was marketed between the smaller Corolla and the larger Camry. The published retail price of the car was US$19,995.[30] European sales began in September 2000.[31] The official launch of the Prius in Australia occurred at the October 2001 Sydney Motor Show,[32] although sales were slow until the NHW20 (XW20) model arrived. Toyota sold about 123,000 first generation Priuses.[9]
^ Jump up to: a b c d "Alternative Fuel Vehicles (AFVs) and Hybrid Electric Vehicles (HEVs): Trend of sales by HEV models from 1999–2010". Alternative Fuels and Advanced Vehicle Data Center (US DoE). Retrieved 5 March 2011. Total registered electric hybrids in the US is 1,888,971 vehicles until December 2010. (Click and open the Excel file for the detail by year for each model) Sales 1999–2010
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