2024 Toyota Prius Prime First Drive – What The 3rd-Gen Chevy Volt Could Have Been

Toyota’s preference for non-plug hybrids is by no means a new phenomenon. Back in 2007 when Chevrolet launched the original Volt concept, Toyota spokespeople were notable for some negative public comments they made about the plug-in hybrid (PHEV) propulsion system. Its Prius was peaking in popularity as gas prices were on the rise but there were many environmentally focused fans clamoring for a version with a plug that would offer more emissions-free driving. Toyota finally delivered an underwhelming Prius PHV in 2012. Now in 2023, the new Prius Prime is the 3rd-generation PHEV that has in many ways evolved into what a 3rd-gen Volt might have been had it not been canceled.

Coming into 2022, Toyota was at a crossroads with the Prius. For the better part of two decades, it had been by far the best selling hybrid electric vehicle in the world. But the combination of a controversial redesign in 2015 and the available hybrid powertrains in most of its other models that were nearly as efficient, seemed to obviate the need for the pioneering nameplate. Sales had declined precipitously, especially with the availability of the Rav4 hybrid. Instead of another peculiar looking machine that screamed its green credentials, Toyota pivoted to a more sporty but conventional looking design with much improved performance.

The new Prius Prime, like its non-plug sibling, has a distinctly different visual flavor from all previous generations. The stance is notably more aggressive than before and is strongly reminiscent of the second generation Volt that went out of production in 2019. This includes the upswept side glass and high rear deck. The dimensions are nearly identical to the Chevrolet and if that car hadn’t been discontinued, a debadged version of the Prius could probably pass for a next-generation Volt.

As the Volt evolved from the 2007 concept to the 2011 production model, the pure series hybrid propulsion system that Toyota was critical of also evolved into something much closer in architecture to the Prius hybrid system albeit with significantly more electrical power. Like the Rav4 Prime, the new Prius has shifted in that same direction, making it much more capable of operating on electricity alone as a daily driver.

The long-running Prius visual DNA has been excised from the cabin as well. The slim digital information display that ran across the top-center of the dashboard has been replaced by an instrument cluster display in front of the driver where it belongs along with a 14-inch center touchscreen with Toyota’s latest infotainment system. The instrument cluster design draws heavily on the battery electric bZ4X with the display actually appearing above the steering wheel and flanked by bars essentially creating a channel to the display.

Unfortunately, the location of the cluster display may be a problem for some drivers. Everyone’s body proportions are different and depending on any individual’s torso length and where you position the steering wheel, it may end up cutting off the bottom part of the display which at least three other people I spoke to complained about. I had this happen in the bZ4X, but with the lower seating position in the Prius, I found a comfortable arrangement that left a clear view of the cluster. Anyone considering the Prius should sit in the car and make sure their preferred arrangement leaves an unobstructed view.

One other downside to the sleek new shape which has a two-inch lower roofline than the previous generation is a reduction in headroom. Previous Prii all had a similar distinctive peaked roof profile that was both aerodynamic and provided ample headroom in a relatively small car. Such is not the case in the new model. At 5-foot-11-inches, I was able to get comfortable with more than adequate front headroom. In the back seat, I also had plenty of foot and knee room, but my hair was touching the ceiling while another colleague of similar height but a longer torso had to pitch his head forward in the back. The steeply swept back A-pillars also mean front occupants will have to watch their heads getting in and out.

Aside from the headroom, one area where the Prius Prime really moves past the Volt is the rear seat leg room, especially in the center position.. While the quoted dimensions are generally only slightly better than the old Chevy, the advances in battery technology and overall energy efficiency make a huge difference in the rear seat. Both Volt generations used a T-shaped battery pack that fit behind the rear seat and down a prominent center tunnel. Trying to fit a third passenger in the center of the rear seat was an exercise in demonstrating which of your friends or children was most out of favor. Whoever got that position sat up higher on top of the tunnel with their legs straddling it.

While the Prius is marginally narrower, the 13.1-kWh lithium ion battery fits entirely under the rear seat and cargo area, leaving three slim shouldered friends to sit in relative comfort with only a modest center hump to clear the exhaust system.

Like the non-plug hybrid 2023 Prius, the Prime’s propulsion system now has significantly more power from the electric motor. The same 150-hp 2.0-liter four cylinder from the regular Prius is now paired with a 160-hp electric motor, more than double the 71-hp available in the previous generation. The total system power jumps from 121-hp to 220-hp on the new generation which is sufficient to scoot the Prius to 60 mph in about 6.6 seconds. That 160 electric horsepower also tops the 149-hp available in the last Volt.

In previous iterations of the PHEV Prius, trying to drive around on electricity alone required a very light touch on the accelerator pedal. Pressing harder to merge with highway traffic or maintain speed on an uphill grade would frequently cause the engine to come on to help. The newfound electric power in the 2024 Prime means it’s possible to drive around normally with zero emissions.

This combined with the larger battery means the 2024 Prius Prime SE on 17-inch wheels will have a range of 44 miles per charge. The larger wheels and slightly greater weight of the XSE drops that to a still very respectable 40 miles. During our drive sessions, neither of the Priuses we tried were quite at 100% charge when we started. However, the observed 3.1 miles/kWh average with both XSE models we tried works out to just over 40 miles.

With more than 80% of American drivers doing less than 40 miles a day, the new Prius Prime should be able to be effectively used as a zero emission vehicle for most use cases with a daily overnight charge. Speaking of charging, the Prime will absorb electrons at 3.8-kW on a 240V/16A circuit. That may not seem like much compared to most battery EVs, but with the modest 13.1-kWh battery, it can be completely replenished in just about three and a half hours. Once the battery has been depleted, the Prime works as a normal hybrid like any other Prius ever built at a rated 52 mpg combined. That’s slightly less than the 57 mpg of the lighter regular Prius, but at 50+ mpg, the actual difference in fuel consumption is minimal.

All Prius Primes come standard with the Toyota Safety Sense 3.0 suite of driver assist features. This includes the pre-collision system with pedestrian protection, adaptive cruise control, lane departure alert and lane tracing assist, and more. The Prime is also the first Toyota model in North America to get Traffic Jam Assist. This system uses the front camera and long range radar, plus four corner short range radar to enable hands-free operation in stop and go traffic on highways at up to 25 mph. There is an infrared driver monitoring system (DMS) and capacitive sensors in the steering wheel to ensure the system isn’t misused and the navigation system limits use to highways. Even when not using the traffic jam assist, the DMS also alerts the driver if they aren’t being attentive and watching the road.

In the past, a Prius would almost be the mount of choice for a spirited drive up a curving mountain road. While the previous generation handled much better than prior iterations, it lacked the propulsive enthusiasm to have some fun. The dramatically increased output of this new Prius Prime actually makes such a journey something you wouldn’t shy away from. While it doesn’t have driving dynamics or steering feel of a Miata, its handling is quite nicely balanced and reasonably responsive. I actually had fun with this car, something I’ve never before said about a Prius.

Combining the stylish new look with some fun driving attributes, the 2024 Prius Prime is actually something to seriously consider for anyone interested in going electric but maybe isn’t quite ready to fully commit. It will handle most daily driving without any gas or emissions and can still go anywhere you want to travel (on the road at least). The only real downside is the more compromised packaging for passengers. Anyone shopping for a car will absolutely want to find an example and sit in it. Spend some time climbing in and out of each seating position. If the Prius fits your body, there’s a very good chance it will fit your lifestyle.

The 2024 Prius Prime should be arriving at US Toyota dealers in May with a base price of $33,445 for the SE, $36,695 for the XSE and $40,265 for the XSE Premium (all prices including delivery). Provided your body fits comfortably in the sleeker body shell, this is both a more affordable, much more attractive and more fun to drive alternative to the bZ4X. Chevrolet couldn’t be bothered to stick with the Volt for one more try, but if they did I’m guessing it would have been a lot like this Prius Prime and that would have been just fine.