REVIEWS AND ROAD TESTS

Sabotaged by its price

As they saw Toyota’s T-100 make its official entrance in 1993, GM, Ford and Chrysler quickly realized that the newcomer wouldn’t have a very easy time finding friends on construction sites. Down but not out, the Japanese firm rallied and came back last year with the Tundra:a pickup truck with a truckbed full of lofty ambitions that can be yours, for a price.Toyota has stated that it is focusing its efforts on the half-ton market segment and therefore intends to offer two different Tundra configurations: a regular cab with an eight-foot bed and an extended cab with a 6.5-foot bed. Of course, both configurations are available with a V6 (3.4-litre) or a V8 (4.7-litre) and with our without four- wheel drive. An automatic transmission is the only choice available for buyers, but in the United States a manual unit is available with the V6.

This said, aesthetically – and unfortunately – the Tundra is very different from the T-150 concept Toyota unveiled only one year ago. Less aggressive, the Tundra has made the unhappy choice of following the path chosen by Dodge. As pickup truck enthusiasts will recall, Dodge clearly opted to give its Ram a decidedly "Rambo" look.

Physically, the extended-cab Tundra looks narrower and lower than Toyota’s target rivals. And the impression is backed up by numbers, which indicate that it’s not as long and rests on a shorter wheelbase. On the other hand, the regular cab version compares more favourably and is narrower and lower than only the F150, Silverado and Ram. When it comes to pure numbers, the Tundra seems to be most like the Dodge Dakota.

Doors open onto a carefully finished environment where the material and manufacturing quality is a welcome change from the competition’s sometimes shoddy treatment. The driving position is comfortable, instrumentation is detailed, controls are ideally located and bucket seats mould well.

Unlike its rivals, Toyota has chosen a different route, giving the Tundra "suicide doors" – a term used to describe doors that open from front to back – meaning that the Tundra has no centre door pillars. Flaws? The rear seat back is very uncomfortable and interior room and storage space are at a premium. And it’s a shame that this model’s lengthy list of accessories follows a trend set by Toyota ’ s competitors.Since the T-100′s launch in 1993, consumers have been clamouring for a V8 under the hood of this big Toyota pickup, and they finally have one. And it’s not just any old engine: the Japanese manufacturer has opted for none other than the V8 that currently powers the Lexus LX470. To avoid offending the very esteemed clients of the Lexus corporation, Toyota has renamed it the I-Force, but except for a few minor differences, it is indeed the same DOHC 4.7- litre with four valves per cylinder. This is a first for this market segment, known for its rough and ready powertrains. Technologically advanced, this 4.7-litre is impressive especially and most importantly for its remarkable smoothness and strong performance (acceleration and pick-up). A bonus: it’s teamed with an automatic transmission that is nothing short of perfect.

Besides its engine speed, the Tundra stands out because of its quiet ride. When you’re inside this truck it’s easy to think you’re inside the walls of a monastery.

How about contact with the outside? Luckily the rack-and-pinion steering – another interesting aspect in this category, which tends to use this type of mechanical feature only on two-wheel drive versions – is precise and provides excellent feedback on road conditions. On the down side the Tundra is slightly less easy to handle than its main competitors, which have the advantage of a shorter turning radius. Regardless, the Tundra is still fun to use on a day- to-day basis and its behaviour is completely civilized. Its suspension provides a comfortable ride and surprisingly, it doesn’t seem to matter whether the bed is loaded or not.

Lastly, when it comes to braking the Tundra uses the classic disc-drum combination (regrettably, the anti-lock system is available only at extra cost).

PROS
Quiet and smooth ride
Civilized handling
Fabulous V8 engine

CONS
Uncomfortable back seat (extended cab)
Smaller-sized than competitive models
Less easy to handle than competitive models

REVIEWS AND ROAD TESTS

Sabotaged by its price

As they saw Toyota’s T-100 make its official entrance in 1993, GM, Ford and Chrysler quickly realized that the newcomer wouldn’t have a very easy time finding friends on construction sites. Down but not out, the Japanese firm rallied and came back last year with the Tundra:a pickup truck with a truckbed full of lofty ambitions that can be yours, for a price.Toyota has stated that it is focusing its efforts on the half-ton market segment and therefore intends to offer two different Tundra configurations: a regular cab with an eight-foot bed and an extended cab with a 6.5-foot bed. Of course, both configurations are available with a V6 (3.4-litre) or a V8 (4.7-litre) and with our without four- wheel drive. An automatic transmission is the only choice available for buyers, but in the United States a manual unit is available with the V6.

This said, aesthetically – and unfortunately – the Tundra is very different from the T-150 concept Toyota unveiled only one year ago. Less aggressive, the Tundra has made the unhappy choice of following the path chosen by Dodge. As pickup truck enthusiasts will recall, Dodge clearly opted to give its Ram a decidedly "Rambo" look.

Physically, the extended-cab Tundra looks narrower and lower than Toyota’s target rivals. And the impression is backed up by numbers, which indicate that it’s not as long and rests on a shorter wheelbase. On the other hand, the regular cab version compares more favourably and is narrower and lower than only the F150, Silverado and Ram. When it comes to pure numbers, the Tundra seems to be most like the Dodge Dakota.

Doors open onto a carefully finished environment where the material and manufacturing quality is a welcome change from the competition’s sometimes shoddy treatment. The driving position is comfortable, instrumentation is detailed, controls are ideally located and bucket seats mould well.

Unlike its rivals, Toyota has chosen a different route, giving the Tundra "suicide doors" – a term used to describe doors that open from front to back – meaning that the Tundra has no centre door pillars. Flaws? The rear seat back is very uncomfortable and interior room and storage space are at a premium. And it’s a shame that this model’s lengthy list of accessories follows a trend set by Toyota ’ s competitors.Since the T-100′s launch in 1993, consumers have been clamouring for a V8 under the hood of this big Toyota pickup, and they finally have one. And it’s not just any old engine: the Japanese manufacturer has opted for none other than the V8 that currently powers the Lexus LX470. To avoid offending the very esteemed clients of the Lexus corporation, Toyota has renamed it the I-Force, but except for a few minor differences, it is indeed the same DOHC 4.7- litre with four valves per cylinder. This is a first for this market segment, known for its rough and ready powertrains. Technologically advanced, this 4.7-litre is impressive especially and most importantly for its remarkable smoothness and strong performance (acceleration and pick-up). A bonus: it’s teamed with an automatic transmission that is nothing short of perfect.

Besides its engine speed, the Tundra stands out because of its quiet ride. When you’re inside this truck it’s easy to think you’re inside the walls of a monastery.

How about contact with the outside? Luckily the rack-and-pinion steering – another interesting aspect in this category, which tends to use this type of mechanical feature only on two-wheel drive versions – is precise and provides excellent feedback on road conditions. On the down side the Tundra is slightly less easy to handle than its main competitors, which have the advantage of a shorter turning radius. Regardless, the Tundra is still fun to use on a day- to-day basis and its behaviour is completely civilized. Its suspension provides a comfortable ride and surprisingly, it doesn’t seem to matter whether the bed is loaded or not.

Lastly, when it comes to braking the Tundra uses the classic disc-drum combination (regrettably, the anti-lock system is available only at extra cost).

PROS
Quiet and smooth ride
Civilized handling
Fabulous V8 engine

CONS
Uncomfortable back seat (extended cab)
Smaller-sized than competitive models
Less easy to handle than competitive models

REVIEWS AND ROAD TESTS

At last! Four doors!

With the Tacoma, Toyota dreamt of taking the honors for the bestselling imported truck on the North American market – an objective that the Number 1 Japanese builder is still striving to reach. Maybe this year? A definite yes, now that Toyota offers the option of a four-door to wage a successful battle against the Mazda B-Series and even mor so, the Nissan Frontier.Recently, Toyota decided to dust off the Tacoma’s passenger compartment styling just a little. The idea certainly couldn’t do any harm and the result is a new streamlined front. A couple of years ago, the builder came up with a series of revised design details for the instrument panel. And so the Tacoma suddenly appeared with rotary controls instead of rudimentary pulls to adjust heating and air conditioning, a height adjustable steering wheel and intermittent wipers – all at no extra cost provided you choose the four-wheel drive version! If not, you’ll have to fork out 1,000 extra dollars.

Note also that last year the uncomfortable bench seat has been replaced with more accommodating bucket seats. There’s nothing much you can do for rear-seat passengers, though. They’ll just have to put up with the undersized and not very inviting seats they been relegated to use. At the foot of one of them, Toyota has put a strange little shelf that’s supposed to be used as a cupholder or – a more practical idea – a place to anchor a child’s seat. As for the box, it is similar to that of other small trucks: not large enough to accommodate a sheet of plywood laid flat between the wheel wells, and barely roomy enough to carry smaller recreational vehicles.This sixth generation will be remembered for a fantastic leap forward on the technical
level. All three engines that can be used to power this truck are excellent (though a bit shallow in the lower rpm range), on the condition that you choose the one best suited to how you’ll be using your Tacoma. The smoothness of the V6 deserves special mention. Suspension travel on the four-wheel drive version is more like the travel you get from the two-wheel drive, something no one will complain about. As is the case with other pickups, the Tacoma’s braking is marginal, to the point where an ABS system – unfortunately available only on extended cab versions – is the only way to ensure stable and straight-line stops.

PROS
Manufacturing quality
Good engine performance
Reliability

CONS
Stripped-down two-wheel drive version
Marginal braking power
Uncomfortable auxiliary seats

REVIEWS AND ROAD TESTS

It doesn’t always pay to be brave

Will those who claim that Toyota never takes risks please raise their hands? The decision to market the Solara coupe should convince you of the contrary. At a time when all manufacturers are rushing into the all-terrain vehicle market, introducing of a coupe (and shortly, a convertible) is a brave gamble. But being brave doesn’t always pay off, as witnessed by these models’ low sales figures.Elegant, no doubt, but somewhat unexciting at the same time, the Camry Solara’s rear-end design reminds onlookers of the Lexus SC coupe. Long doors open onto an interior that exudes quality at first glance, and a closer look reveals a finishing obviously based on attention to detail, all too rare on today’s market. However, the same attention wasn’t brought to other areas of the Camry Solara. Front seat beltss are not fully adjustable, rear windows don’t open all the way down, the steering wheel hides some instruments on the dashboard from the driver’s view and some controls are hard to decipher, those used to adjust the sideview mirrors, for example. Other points of contention – and there are many – include a glove box that bangs your knees when you open it, the fact that the passenger seat in the front has no pullrod to let the driver move it forward without moving from the driver’s seat should someone need access to the vehicle’s rear (more elaborate versions feature a mechanism that slides the seat forward), assist grips that are positioned too low to be truly useful, and the fact that there is no way to heat the optional leather seats in the front. That’s a long list of faults, true, but keep in mind that most of this car’s rivals have just as many.There’s no need to go into detail on the technical aspects of this coupe, which shares the Camry’s platform and with few exceptions, most of the same mechanical features as well.

When you think of it, there are a lot of similarities in the approach taken by Honda and Toyota when they developed their respective coupe models. The one difference: Toyota is taking the risk (another one!) of offering only an automatic transmission with the 2.2-liter four-cylinder engine, offering a second choice, a five-speed manual, on the Camry Solara equipped with a V6. This is an unusual decision and one that Toyota probably won’t optimize to any great extent since only 10% of Camry Solara models will be sold with three pedals. In any event, the 2.2-liter four-cylinder is surprisingly smooth, quiet (except when accelerating) and reasonable at the gas tank. Another observation: at cruising speed, the four-cylinder turns at exactly the same speed as the V6, namely 2,200 rpm.

As surprising as it may seem, when it comes to smoothness and performance the four-cylinder can’t compete with the V6, and I’ve seen more energetic horses than the 200 that are supposed to gallop inside the 3.0-liter. Automatic or manual? Both are remarkably smooth, but keep in mind that the manual transmission shaves off only a few tenths of a second from the acceleration time recorded with the automatic. No doubt the four-cylinder would have liked to get together with a manual transmission.

 The Camry Solara’s temperament depends on the version you choose. The base version, with 15-inch tires, tends to understeer, loses some traction when cornering and is less stable when braking (disc/drum combination) than more elaborate versions. True, the latter do have bigger tires (16 inches) and four disc brakes, which eliminates the unsteadiness felt in the base model’s steering system while also minimizing understeering and ensuring shorter stopping distances (with the standard anti-lock system in this instance).

PROS
Proven reliability
Roomy interior
Efficient engines

CONS
Unexciting lines
Seat belts not fully adjustable
Lack of attention to detail

Driver: no data
Passenger: * * * *

REVIEWS AND ROAD TESTS

It doesn’t always pay to be brave

Will those who claim that Toyota never takes risks please raise their hands? The decision to market the Solara coupe should convince you of the contrary. At a time when all manufacturers are rushing into the all-terrain vehicle market, introducing of a coupe (and shortly, a convertible) is a brave gamble. But being brave doesn’t always pay off, as witnessed by these models’ low sales figures.Elegant, no doubt, but somewhat unexciting at the same time, the Camry Solara’s rear-end design reminds onlookers of the Lexus SC coupe. Long doors open onto an interior that exudes quality at first glance, and a closer look reveals a finishing obviously based on attention to detail, all too rare on today’s market. However, the same attention wasn’t brought to other areas of the Camry Solara. Front seat beltss are not fully adjustable, rear windows don’t open all the way down, the steering wheel hides some instruments on the dashboard from the driver’s view and some controls are hard to decipher, those used to adjust the sideview mirrors, for example. Other points of contention – and there are many – include a glove box that bangs your knees when you open it, the fact that the passenger seat in the front has no pullrod to let the driver move it forward without moving from the driver’s seat should someone need access to the vehicle’s rear (more elaborate versions feature a mechanism that slides the seat forward), assist grips that are positioned too low to be truly useful, and the fact that there is no way to heat the optional leather seats in the front. That’s a long list of faults, true, but keep in mind that most of this car’s rivals have just as many.There’s no need to go into detail on the technical aspects of this coupe, which shares the Camry’s platform and with few exceptions, most of the same mechanical features as well.

When you think of it, there are a lot of similarities in the approach taken by Honda and Toyota when they developed their respective coupe models. The one difference: Toyota is taking the risk (another one!) of offering only an automatic transmission with the 2.2-liter four-cylinder engine, offering a second choice, a five-speed manual, on the Camry Solara equipped with a V6. This is an unusual decision and one that Toyota probably won’t optimize to any great extent since only 10% of Camry Solara models will be sold with three pedals. In any event, the 2.2-liter four-cylinder is surprisingly smooth, quiet (except when accelerating) and reasonable at the gas tank. Another observation: at cruising speed, the four-cylinder turns at exactly the same speed as the V6, namely 2,200 rpm.

As surprising as it may seem, when it comes to smoothness and performance the four-cylinder can’t compete with the V6, and I’ve seen more energetic horses than the 200 that are supposed to gallop inside the 3.0-liter. Automatic or manual? Both are remarkably smooth, but keep in mind that the manual transmission shaves off only a few tenths of a second from the acceleration time recorded with the automatic. No doubt the four-cylinder would have liked to get together with a manual transmission.

 The Camry Solara’s temperament depends on the version you choose. The base version, with 15-inch tires, tends to understeer, loses some traction when cornering and is less stable when braking (disc/drum combination) than more elaborate versions. True, the latter do have bigger tires (16 inches) and four disc brakes, which eliminates the unsteadiness felt in the base model’s steering system while also minimizing understeering and ensuring shorter stopping distances (with the standard anti-lock system in this instance).

PROS
Proven reliability
Roomy interior
Efficient engines

CONS
Unexciting lines
Seat belts not fully adjustable
Lack of attention to detail

Driver: no data
Passenger: * * * *

REVIEWS AND ROAD TESTS

A new broom . . .

With the Sienna, Toyota is legitimately vying for more than a supporting role in the small minivan market segment.

Although more conventional and more affordable, this model will never be a superstar. In comparison to the Camry and the Avalon, the production capacity assigned to the Sienna won ’ t allow it to overtake the category frontrunners. And that’s a good "excuse" for failing to rectify some of the drawbacks identified to date.Doors (four in number) open onto a carefully presented and designed interior. When you take a closer look, however, you’ll see that ergonomically the Sienna has given up some ground. First of all, the radio is positioned too low, forcing drivers to take their eyes off the road to tune a station in. Secondly, a mass of levers juts out from the left side of the steering column like so many unwanted weeds. Other flaws include a heavy rear hatch and rear speakers that are too low to allow for good sound circulation. The excessively wide center pillar makes it difficult for passengers in the middle benchseat (or comfortable bucket seats, depending on the choice) to exit the vehicle. Another drawback: rear seat belts can’t be adjusted, and rear seats are usually where children travel.

And while the windshield angle is similar (with a two-degree difference) to that of a Caravan, it’s still hard to gauge exactly where the front ends stops. So be careful when you park. Lastly, manufacturing quality is definitely below the standards consumers have come to expect from Toyota. The various models we test drove all presented annoying rattles and other suspicious noises.The Sienna handles smoothly. Resting on an extended Camry platform, the Sienna even goes as far as to borrow that model ’ s drivetrain. So under the hood you’ll see a 3.0-liter V6 that’s easier to reach and therefore less expensive to maintain. This engine has very reasonable acceleration power, and is slightly more powerful since last year, with an additional 16 horses. but pickup tends to be somewhat sluggish. The automatic transmission, completely revamped for 2001, shifts gears so smoothly you’ll forget it’s even there. Although its steering system is slightly imprecise at center, the Sienna still has a turning radius that puts it on the same level as its direct competitors. The carefully- calibrated suspension keeps roll to a minimum when cornering. The braking system raises no criticism and under normal use, it won’t fade. But given total weight when loaded and the inestimable value of its occupants (our children), all minivans should be equipped with four disc brakes, a "luxury" even the LE version fails to offer. Too bad!

A number of small defects hurt the Sienna’s overall rating, but its reliability and the value associated with the Toyota name make it well worth considering.

 PROS
Smooth powertrain
Well-balanced chassis
Reliability

CONS
Rattling noises
Uncomfortable benchseats

CRASH TEST (five stars indicate the best protection)

Driver: * * * * *
Passenger: * * * *
Dubious ergonomics

REVIEWS AND ROAD TESTS

New Truck-Family Member

Arriving last year, Sequoia is Toyota’s first mainstream, full-size sport-utility vehicle. It was developed to fill a key product and price position between the 4Runner and the US Land Cruiser. Larger and roomier than the Land Cruiser, Sequoia will fill out Toyota’s SUV lineup with the size, features, performance and pricing that are currently the rage with upscale buyers. Sequoia is built alongside the Tundra pickup at Toyota’s assembly plant in Indiana. Although based on the Tundra platform, extensive changes were made to better suit the needs of a full-size SUV.

Sequoia is available in a very well-equipped SR5 version or the more luxurious Limited trim, both powered by a modified version of Tundra’s 4.7-liter engine with an output of 240 hp.

Standard on both models are a 4-speed automatic transmission, traction control and skid control. Sequoia comes with a multimode 4-wheel-drive system. Multimode allows the driver to shift from 2-high to 4-high with a dash-mounted switch. Extra off-road pulling power is available with a manually operated 2-speed transfer case. Sequoia’s extensive list of passive safety features was designed to integrate well into an attractively designed interior. Side-curtain shields are hidden in the front pillars and roof side sections. Eight-passenger seating features front bucket seats with arm rests. Second-row seats are designed to split, fold, recline and tumble. The removable third-row 50/50 split seats also fold, recline and tumble and can slide forward and back to adjust either passenger leg room or rear cargo area. All seating positions are equipped with 3-point seat belts.

Sequoia’s controls and displays are arranged for easy access within a stylish front console that was designed with a high-quality look and feel. Vent and audio controls are mounted high in the compact center cluster, along with air outlets and clock. Models without a moonroof have an overhead console with a storage compartment and lights. All doors have deep storage pockets and there are plenty of cupholders, compartments, hooks and nets to contain just about anything.On the road, Sequoia’s powertrain performs just as expected – flawlessly. Acceleration is smooth and quiet with transparent transmission shifts. The sheer tonnage of this vehicle masks the engine’s power. Even with 240 hp, getting to 100 Km/h can take over 10 seconds, and fuel economy is dismal – more than 17 liter/100km in town or near 4 times the Prius’s ! That said, the ride is smooth, handling is reasonably good and regardless of speed, everything is quiet.

With seating for 8, plenty of cargo space, ample power, a feel of luxury and a reputation for quality, Toyota should have little trouble taking on any and all competition.

PROS
Powertrain
Safety features
Comfort

CONS

RASH TEST (five stars indicate the best protection)

2004

Fuel economy

REVIEWS AND ROAD TESTS

The unfinished revamping…

Despite its good looks, the Toyota RAV4 had more and more difficulty coping with its competitors. With this second edition, Toyota was looking forward to recapturing the top spot in the pocket utility segment. Were their expectations realistic?

There is a definite resemblance between the new RAV4 and the old one, despite the remodeling of the body. The sculptures wheel pits, heavier front end and bolder look give it a pumped up aspect. The result is impressive and on the model we tested, the frosted pearl paint highlights the purity of its lines. It is based on a wider (40 mm) and longer (35 mm) chassis that allows for more interior room and a more stable road handling. Before climbing aboard, let’s mention that as opposed to the previous generation, the RAV4 will only be offered in 4-door version in Canada. The Limited edition is a welcome addition that comes with regal equipment, including among others, leather upholstery (no heating seats, though), CD player and sunroof. You’ll also find power windows and cruise control on the Limited edition, sold at a more than hefty price. The model we tested (base price $23,260) featured no less than $9,505 in options. Other option groups are not much cheaper. For example, the B group (see table) requires an additional $3,435 while the C group goes for only $5,845. For an automatic transmission, you must pay an additional $1,200. With this revamping, Toyota missed a good opportunity to review the way they offer their options.

As most competitors, the RAV4 is suitable to women wearing dresses, with its easy access to the front seats. Things get spoiled for the rear seats, however.

Rear doors are narrow and wheel pits get in the way. And unfortunately, the rear seat (with divided foldable back) offers average comfort. The front buckets seats however, offer good thigh support and reveal superior to those that equipped the previous edition. Once installed, it’s a pleasure to appreciate the stylist’s accomplishment. Material and trim quality is superior to what Toyota offered before. The pretty dashboard offers complete instrumentation in a pleasant and easy to read presentation, with logically located controls.

The RAV4 still doesn’t offer as much cargo volume as its competitors. It remains nevertheless welcoming and easy to load. The horizontal back door is heavy -it carries the spare wheel – and cumbersome; and why does it open on the sidewalk side? Now for the mechanicals. The RAV4 is powered by a new, more powerful 2.0-litre engine (148 hp as compared to 127 previously). Built entirely in aluminum, this engine is equipped with the VTT-i technology (variable valve opening). More potent yet more economical (a good thing with the RAV4′s tiny fuel tank), this engine has an additional burden to carry, as the RAV4 gained some weight in the redesign. More flexible and quieter, it is no match for many competitors’ V6, unfortunately.

To match this technology, Toyota offers a standard 5-speed manual transmission. For $1,200, remember, you can buy a very efficient four-speed automatic. In our test drive, the RAV4 showed great urban qualities, like parking in a tiny spot. And like many of its rivals, the RAV4 is not designed for off-road driving, with its minimal bottom protection. It reveals very well behaved on paved roads, however. Driving 100 km in the previous RAV4 generation could become a torture: noisy cabin, wooden suspension, etc. The new RAV4 makes that a thing of the past. Driver and passengers can now hold a regular-level conversation, and the new suspension is an adequate compromise between comfort and road handling. The slight roll is nothing to worry about, but what worries is the under-steering (tendency to keep going straight when turning). The rack and pinion steering is accurate and well assisted. Brakes are ca classic disk-drum combo, with optional ABS. More comfortable, more fun to drive, the new RAV4 is also a beauty to look at. But in many aspects (engine power, interior room and options) this Toyota remains an unfinished reply to roomier, more powerful and sometimes more affordable competitors.

PROS
Fit and finish
Nimble in town
Comfort

CONS
Bad hatch design
Very small inside 4×4 for the city only

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: no data

New in 2001 2002 Japan

REVIEWS AND ROAD TESTS

Step into the twenty first century

Like those late-night infomercials that promise to ‘let you eat like a pig’ while losing weight, Toyota’s message for its new Prius is that making our world a little greener can indeed be painless.

The reason is that the Prius is powered by both electric and gasoline motors, Toyota’s solution to the often conflicting problems of providing enough power for conventional motoring while minimizing damage to the environment.

The reason for combining the two is simple. Although there are definite environmental disadvantages to the internal combustion engine, it remains an ideal powerplant for cars. Unlike electric and gas turbine motors, conventional engines produce power over a wide-range of speeds and with commendable civility. Electric motors, on the other hand, produce excellent power at low speeds but are dramatically underpowered otherwise. And their limited range with current battery technology means there’s little hope that masses of motorists will ever accept their limitations on personal travel.

Toyota’s hybrid system, like that used by Honda for its upcoming Insight, combines the best attributes of both. Depending on the situation, the Prius may be powered by the 40 horsepower electric motor alone (light loads like cruising at low speeds), both electric and gasoline engines (heavy acceleration) or use the internal combustion powerplant solely to recharge the batteries (while coasting). It’s a clever trick that maximizes each engine’s attributes while masking their respective failings.In terms of creature comforts, the Prius feels like a cross between a Corolla and Camry. The cabin feels almost as roomy as a Camry, but the rear trunk capacity is definitely in the subcompact class. Interior appointments are spartan yet of high quality, and a cassette and CD audio system is available.

But the coolest thing is the little video screen that monitors the two engines (it can also be switched to estimate fuel economy and will eventually also house the GPS system). Little icons represent the drive wheels as well as the gasoline and electric engines. At slow speeds, the LCD’s arrows show power being transferred from the electric motor to the front wheels. Press harder on the throttle and another arrow from the gasoline engine indicates that both are powering the wheels. Let off the throttle and the system indicates that the gasoline engine is recharging the NiMH batteries.Although both powerplants are taking turns driving the Prius, from the driver’s seat it’s little different than driving an ordinary subcompact. Other than the engine switching itself off at stoplights, that is. It can be a little disconcerting sitting in traffic at a red light wondering if your engine has stalled. But step on the gas pedal hard and the gas engine immediately wakes up and the Prius scoots off (like a golf cart).

At a fair rate of knots as its turns out. Although the initial prototype’s 1.5 litre inline four only had 57 horsepower, the newer version definitely has more, 70. Floor the throttle and the Prius surges ahead like a subcompact with about 85 horsepower. In other words, adequate.

Because the gasoline engine is so predominant at highway speeds, Toyota claims a relatively modest 20 per cent boost in fuel economy while droning down the superslab. However, since the electric engine is dominant during urban driving, city fuel consumption is reduced by half. In my brief excursion, the fuel mileage figures were about the same for city and highway driving. Being ever competitive, I tried to see what speed I could attain with the LCD indicating that only the electric motor was working. I’m told the record is 48 km/h, but I couldn’t muster the patience or the sensitivity of right foot to get anything above 20 km/h before the gas engine responded to my calls for more steam.

Nonetheless, it shows the Prius’ seamless performance that you need to look at a computer screen to tell what the high-tech propulsion system is doing. And that’s what Toyota wanted of the Prius. It’s the company’s first step at testing market reaction to further use of hydrid designs.

With the performance so blessedly ordinary (and that’s the highest compliment you can pay to a ‘green’ car), the major hurdle for the Prius is pricing, 29 990$.

It’s important because Toyota’s own information reveals that consumers are willing to pay up to $2,000 more for an equivalent car that saves the environment. Five thousand more dollars and the attraction of doing your civic duty is greatly diminished. The Prius may be just the first test of how much green we’re willing to part with to be green.

 PROS
Fit and finish exceptionnal
Roomy and luminous cabin
Makes its driver an ecolo

CONS
Soft suspension Skinny tires
Heavy-weight feeling

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: no data
New options available
2003 Japan