At the end of 60,000 miles, our cost of ownership for the test Toyota Prius is less than half that of conventional cars at 27.4 cents per mile. No services were required other than regular oil changes. The car averaged 53.45 mpg with “green driving” techniques suggested in tips from Green Road Passion.
Long Term 60,000 Mile Toyota Prius Proves Hybrids Pay Back Their Investment
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By Doug Bowman
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In our long term 60,000 mile test, Green Road Passion averaged over 50 miles per gallon in mixed city and highway. We managed a 27.4 cent per mile operating cost, half that of the average midsize sedan in America.
Vehicle Tested: 2010 Toyota Prius
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Long term test: 60,000 miles
PROS
• 27.4 cents per mile to operate versus the industry average for a midsize car at 57.3 cents (this includes car cost, insurance, interest, gas, service)
• 53.45 miles per gallon combined over (4.4 litres per 100km in Canada) real world driving using “Green Road Passion” tips
• 65.33 miles per gallon combine (3.7 litres per 100km in Canada) using hyper milling techniques (not always recommended due to safety issues)
• Solid real-car handling, no quirks (for a Toyota)
• Small car exterior, mid-size car interior
• Understated luxury and unique love-it or hate-it design (we loved it)
• Excellent ergonomics and seats for average-sized people
• Sleek design with second-best drag co-efficient of any production car (Tesla beats it)
• Quiet ride
• Seamless transition from electric to hybrid
• Proven track record of extraordinary reliability across Prius history and in 60,000 miles of use of this car.CONS
• Slightly less legroom versus 2009
• Not a plug-in (Prius Plug in is just becoming available)
• Depending on your point of view, CSV transmission (this reviewer liked its responsiveness and economy, some reviewers find it noisy on hard acceleration)
• Price, although it is good value for the total package on a cost per month basis.
• Underpowered if you’re into performance, however this is unlikely the audience for this car, since even an electric car’s range/effective mpg-e drops with aggressive driving technique.
• Not a sports car?
Cost of Ownership: 27.4 Cents Per Mile!
Although the cost of ownership, which includes purchase price, interest, insurance, gas and service, comes in at 27.4 cents per mile, less than half the average for mid-size cars in America at 57.3 cents and less than a small conventional car.
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Toyota Prius while distinctive in look, and able to deliver real world 50 miles per gallon, is also practical, with room for five and hatchback.
We burned 1132 gallons of fuel in 18 months to drive 60,000 miles. This cost is $4188. We bought a base car, at a shade over $26,000, insurance for a mid-forties driver, paid for gas and service, included interest on the financing.
Total cost over 18 months was $9954 for capital cost, $4188 for gas, $397 for service, $701 interest, $1220 insurance, totaling $16,460, or 27.4 cents per mile.
So much for the argument that hybrid doesn’t pay back its investment. If you drive high miles, as we do, it certainly pays back quickly. If you drive average miles, it’s still less expensive to operate than a small conventional car.
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Our 60,000 miles with Toyota Prius was not exactly plush, but extremely comfortable. The cockpit is extremely ergonomic, with everything within easy reach, seats comfortable, and the quiet of the cabin makes for a Lexus-like feel.
The American Automobile Association gives the average cost of ownership in America for midsize at $8,588 based on 14,987 average miles driven—exactly 57.3 cents per mile (based on fuel cost of $2.88 per gallon, lower than we managed by far). Prius, with operating costs and fuel included, is less than half that at 27.4 cents per mile (and we averaged far more than $2.88 a gallon).
Note: we didn’t include depreciation or trade-in value, as the AAA did—we’re not accountants—but even with those calculated in, the Prius far surpasses the average midsize cost per mile of operation number. Even if we calculate based on AAA’s average for a small car (41.5 cents per mile) the Prius handily beats the conventional car by a wide margin.
This is not to mention the savings in speeding tickets. This car didn’t earn a single speeding ticket. That can’t be said of our previous tester.
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Driving a Prius either earns respect or scorn. It’s love hate. Some think Prius looks sexy and slippery (it is slippery, with the 2nd lowest drag coefficient in a production car after Tesla S). Some think it looks geeky. Kids tend to think it’s cute. Families think of it as dependable and conservative. Detractors say you can’t even make it up a hill — a cliche statement from the naysayers, and very far from the truth. Supporters pat you on the back for saving the planet.
Misinformation Legend: Can’t Make it Up a Hill
One of our concerns was the cliché notion that a Prius is under powered and couldn’t even make it up a steep hill without a push. Our tester ran daily from up and down the steel Niagra Escarpment on commutes, a miles-long grade that makes pickup trucks falter, trucks crawl and most cars drop below the speed limit. Wonder of wonders, the miracle of continuously variable transmissions and electric motors, we found the Prius could hold the grade without strain or fuss every time. Lock it on cruise control, at 60 mph, it wouldn’t loose even 1 mph on the climb. The engine didn’t feel strained, although you could hear it. Another misinformation legend obliterated.
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Prius derives some of it’s ultra economy credentials from it’s slippery low drag profile.
3.5 Million Toyota Hybrids Sold
Toyota owns hybrid in the market, having sold 3.5 million of the 4.5 million hybrids sold historically. With the majority of hybrdis on the road, Toyota can claim the title of Hybrid owner. Prius alone accounts for well north of 1 million cars since 1997, 97% of which are still in operation (http://www.caranddriver.com/reviews/2012-toyota-prius-v-first-drive-review) (includes first generation Prius, going back to 1997) Various other Toyota’s and Lexus models account for the remaining 2.5 million.
A key reason Toyota retains dominance is reliability. With more hybrid experience in innovation, real world production and total road miles—and with nearly every Prius sold still operational—fair to say reliability isn’t an issue. At Green Road Passion, we are passionate enough about Prius to buy one and long-term test it. This is our interim report at 60,000 miles (100,000 km) in just 18 months.
The Big Surprise: 53.45 miles Per Gallon
The biggest surprises to us, was bringing in a combined mileage that beat EPA ratings, averaging 53.45 miles per gallon in those 100,000 miles, which were roughly half and half city and highway, with a good deal of steep hills into the mix. Of course, we tend not to performance drive a Prius, and follow our own good Green Driving Tips (found regularly in Green Road Passion Magazine). But this is not a rating earned through hyper-milling, which we generally consider unsafe in real world conditions. In our limited tests hyper-milling, we achieved 65 miles per gallon.
Even when using B mode (engine braking mode on the transmission level), which holds cruising speeds going down hills, or allows you to engine-break to corners, fuel mileage only dropped nominally to 52.6 miles per gallon. It’s a fun way to drive.
The Fun of Frugality
“But it’s no fun to drive,” say most critics of Prius. Most Prius drivers have faced a similar comment from a well-meaning (but inevitably smirking) friend. Fact is, a performance car may be hell on wheels, a blast to drive up hills and around bends, wheels drifting delightfully, the grunt of power, the patch of rubber. But if it’s unnafordable, the perfomance car sits in the garage. How much fun is a car that isn’t driven? How many people can afford to drive 100,000 miles in 18 months—as we have in the Prius—without worrying about their credit card limits. What fun is that?
At 27.4 cents per mile, not much thought goes into the decision to pack tent and sleeping bags, kids and dog and haul north for the lake. Think twice about weekly jaunts in a car that costs 73 cents per mile (typical of large or performance cars). Large cars typically drive 15,000 miles a year. We like to drive more often—just because it’s fun (and our job)—and manage 39,000 miles per year. 15,000 miles seems to be less fun to us.
Service Experience
We changed oil every 5000 miles and used only synthetic oil, at just about $45 per service. We weren’t required to use synthetic, nor was it even recommended by Toyota. It’s just an old habit. Cars just do better on synthetic, period. Better economy, longer engine life.
Other than the oil changes, no other services were required, except one change of windshield wipers at $37.50. Brakes were inspected at last service, and were indicated to be down 45%. Put the brake preservation down to our Green Driving Tips again, since coasting and light braking are advocated. Also, the regenerative brakes that recharge batteries on each braking.
Long Term Test
Before drilling down to economy, performance, fit and finish, I’ll begin with the long-term perspective. A short-term test won’t always identify flaws. A long term test always reveals the true character of a car, for better or worse.
Performance
Even if you press the “Economy” button on our center console—to get a true measure of it’s enviro-worthiness—when you need power, a quick press of the accelerator pedal delivers “press back in the seat” power. The 0-60mph sprint is nothing to make Porsche cower in it’s garage, at 9.8 seconds, but the passing power is quite exhilarating and the power is ultra smooth. From a dead stop, the Prius won’t win any drag races. But it has plenty of passing power once moving. The electric motor delivers instant torque, which makes the car feel very responsive.
Total output of the combined drive train, electric and gas running together, is 134 hp. Long term, the car never lost its snappy charm, always feeling ready to pass a slow poke—which is ironic considering Prius is notoriously known as the “slow lane car.” The rapidity with which the digital speedometer climbs can get you in trouble with highway patrol if you’re not alert. The car is very quiet at all speeds, slightly noisy on a full throttle hill climb, which makes use of the cruise control very important to avoid tickets. When combined with the stability of the suspension, you don’t feel like you’re going that fast.
Handling
The third generation Prius is an all new platform, but it has no sporty aspirations. It’s not a sports car, although the cornering is flat, even on the sharpest, hard corners and the new electric steering gives nice road feel. There’s less road feel than we like, but you feel secure and in touch. It does not feel like any other Toyota on the road, although it’s closest to a Matrix. The non-slip cannot be defeated for sporty slides.
I extensively test drove the car in snow and also on tortuous dirt roads. The car remains glued to the road, even in slippery conditions, and aside from a little jarring on the heavy dips (understandable considering the short, low suspension), it’s a comfortable drive on country roads.
Braking
Braking is at least as important as acceleration. The 2010 Prius brakes without nose dive, grips tightly, and the slip control ABS is only slightly intrusive. It’s a nice package, and feels safe.
Of course, a unique feature of the Prius is that the massive batteries are charged with braking and also coasting. With cruise control engaged, the engine automatically engine-brakes to keep speed from creeping up, while using the coasting energy to recharge batteries.
Comfort
After 60,000, my impressions remain the same: the Prius is comfortable and firm and quiet. It’s a nice place to spend long hours on the highway, with the fine stereo cranked, the nicely cushioned seats, and just-right steering wheel. Some people find the “slightly oval” steering wheel offensive, but it’s so subtle I never noticed.
The ergonomics are perfection, with everything within easy reach (except the seat heater button), especially since many controls are on the steering wheel.
The rear seats are equally comfortable, with plenty of leg and head room, and cargo space is improved over previous generations.
The dash and instruments are enjoyable, even in bright sunshine—although if you don’t like digital displays you won’t like the Prius. Although it’s digital, it’s an enhanced bright display, with meaningful information easily seen. I’m not a fan of center-pod displays for speedometer, but Toyota placed it exactly right to keep it right in line of vision. With the low seating position and dash display position, you can see the readouts without glancing down or away from the road.
Our car did not have lane-keeping assist, parking assist or radar-controled distance keeping.
Design and Finish
After 60,000 miles, everything tight and Toyota-like. We earned a door dent from a sloppy driver in a parking lot, but otherwise, the car is like new. The number of storage compartments is above ordinary: two glove boxes, a storage tray under the center console, arm rest storage, and secret trunk compartments in the hatch back area. With seats folded flat, the storage is impressive.
Competitors
The competitors are catching up, and we soon hope to test the Ford C-Max, to all accounts a Prius major competitor. Never-the-less, there’s something entirely unique about a Prius. Even Toyota’s other hybrid models don’t have the unique blend of feel, looks and economy offered in the third gen Prius.
If you trend towards conventional design cars, forget Prius, you won’t like it. The car does look far better in person than in photos, and we do think it’s elegant and even handsome, but it’s not a head-turner. The main competitors currently, with somewhat lesser mileage ratings are: Ford Fusion Hybrid, Honda Civic Hybrid, Honda Insight, Altima Hybrid, Chevy Volt, Toyota’s other cars, and various newcomers. With the exception of Ford’s new C-Max, none really achieve this cost of ownership or 50 miles-per-gallon real world rating.
Make: Toyota
Model Year: 2010
Model: Prius
Drive train: front-wheel drive
Transmission: Panetary-type continuously variable transmission
Gas Engine: Inline-4 Atkinson cycle
Displacing: 1798 cc or 110 cubic inch
Valves: 16 valves, double overhead camshafts, variable intakes
Horsepower: 98 @ 5200 rpm for gas engine and 36 hp battery pack
Torque: 105 @ 4000 rpm
Suspension: Independent McPherson struts, stabilizer bars, coil springs
Steering: Electric-assist rack-and-pinion
Brakes front: 10 inch ventilated disc
Brakes rear: 10.2 solid disc
Curb weight: 3042 lb
Weight distribution: 60.2% front/ 39.8% rear
Fuel Tank: 11.9 gallon
EPA Fuel Economy: 51mpg city and 48 highway. Combined 50 mpg
Performance:
0-30mph: 3.6 seconds
0-45mph: 6.3 seconds
0-60mph: 9.8 seconds
¼ mile: 17.3 seconds at 79.7 mph
Braking:
30mph-0: 30 feet
60mph-0:118
Slalom (mph) 59.7mph
Lateral Acceleration (g): 0.78
Length: 175.6 inches
Width: 68.7 inches
Height: 58.7 inches
Wheelbase: 106.3 inches
Legroom front: 42.5 inches
Legroom rear: 37.6 inches
Headroom front: 38.6 inches
Headroom rear: 37.6 inches
Maximum seating: 5
Cargo Volume: 21.4 cu feet
Seat down (flat) Cargo Volume: 39.6 cu feet.
All inclusive warranty: 3 years, 36,000 miles
Powertrain warranty: 5 years, 60,000 miles
Hybrid component warranty: 8 years, 100,000 miles
Safety: standard front, dual side, head airbags and driver-only knee airbags, ABS, brake assist, traction control, stability control, tire monitoring.
