2023 Toyota Prius: Beauty and fun (finally) in a green package

A redesigned Prius used to be an epic happening for environmentalism, but the gasoline-electric car is now just another hybrid in a Toyota lineup brimming with them — from the Corolla Cross subcompact crossover to the Toyota Tundra pickup.

Still, the latest Prius, sleeker and sportier, is rated at up to an impressive 57 mpg and features a more powerful 2.0-liter engine.

Toyota has reduced the vehicle's trim series in the U.S. to three from four. The company is dropping the base model L trim level — along with its lower price point — and making the LE the new base model at a starting price of $28,545, including delivery.

The Prius LE rides on 17-inch alloy wheels with wheel covers and features an 8-inch center-mounted touch screen and cloth seats. It comes standard with Toyota Safety Sense 3.0, the automaker's suite of driving-assistance and safety technology. The smaller wheels help the LE achieve that 57 mpg combined fuel economy rating.

The top-level Prius Limited is equipped with standard larger wheels and touch screen, as well as heated and ventilated seating, heated steering wheel and power liftback. The Prius Limited starts at $35,560, including delivery.

Electronic all-wheel drive is optional across the lineup for an additional $1,400, Toyota said, but when equipped lowers combined fuel economy rating in the LE to 54 mpg and to 49 mpg in XLE and Limited models.

When configured with front-wheel drive, the net horsepower rating on the 2023 Prius is 194, while awd models deliver 196 hp from the engine and hybrid system combined.

The 2023 Prius will be imported from Japan and is expected to arrive in U.S. dealerships in January. We've rounded up some early reviews from the automotive media.

"Accelerating uphill in an old Prius involved enough vibration and mechanical hostility to make a fighter pilot wince. The car itself abhorred haste. The new one welcomes it. It'll hit 60 in 7.0 seconds, which is faster than a standard Corolla, and feels happy with the work. Credit increased torque across the board: The engine now makes 139 lb-ft, the front electric motor-generator adds 152 lb-ft, and the rear electric motor on the AWD model throws in another 62 lb-ft of torque. Given that this is a hybrid, those peaks all come at different times and draw from shared power reserves, the numbers do not add up in any meaningful way. But the new Prius feels more than powerful enough for daily work, and the upcoming Prius Prime plug-in will be properly quick.

"The problem was never just about power, but the intangibles. The last Prius I drove — a 115,000-mile, 3rd-gen model that my housemate had rented for a car camping ski trip — was hateful to drive. It wasn't just boring, it abhorred any attempt at fun. No matter how ironclad the arguments for owning one are, one stint behind the wheel of an old Prius proved conclusively that I could never tolerate such a bumbling, groaning, ponderous car. No one should or can expect a sports-car experience from a mass-market efficiency-oriented hatchback. But cars like the Mazda3, Honda Accord, and Volkswagen Golf have consistently proven that an appliance car doesn't have to drive like one. Toyota is finally getting that message."

— Mack Hogan, Road & Track

"On the road, the new Prius is undeniably peppier than any previous generation. Its 2.0-liter inline-4 engine is larger than last year's Prius engine, and the two motor-generators have higher output ratings — although the lithium-ion battery stands at a lower capacity of 0.9 kwh. On-demand all-wheel drive is available as an option on all three trim levels; it adds more than 100 pounds to overall weight. Altogether, the combined powertrain is rated at 194 or 196 hp (for front- and all-wheel-drive versions respectively), fully 60 percent higher than the 121 hp of last year's model.

"Toyota quotes 0-to-60-mph acceleration times of 7.2 seconds for the base model and 7.0 seconds if the optional on-demand all-wheel drive is fitted. That's two and a half seconds quicker than the previous generation's 9.8 seconds. We drove mostly in Normal mode, and tested the quicker but noisier Sport mode and the remarkably inoffensive Eco mode. We might be tempted to leave it in Eco mode—which we've said about very few hybrids ever—and just drive it hard.

"Unlike the last Prius, we discerned little difference in on-road behavior between FWD and AWD models. But we'll wait for snowy weather to see if the extra traction is more evident.

"While no Prius is likely to be as lithe and eager to engage with twisty mountain roads as, say, a Mazda 3, the low height of the new 2023 model makes it rewarding to toss through turns — to a certain degree. Most buyers may not do that; instead, they'll experience a predictable, flat-turning car that's easy to hustle through urban and suburban traffic, and does fine on highways as well."

— JohnVoelcker, Green Car Reports

"The swoopy roofline does reduce headroom by 1.4 inches up front and one inch in back, though. The extra wheelbase helps, allowing 0.9 inch more front legroom and an added 1.4 inches behind. That changes the driving position to one that's far more agreeable and less upright. Adjusting the steering wheel does feel odd though because at first, it seems like the wheel must be in your lap to see the instruments. That's mostly an illusion, as the steering column cover is uniquely styled to blend into the dash. There's actually decent thigh clearance beneath the rim, and the Toyota logo on the horn pad points at your chin, not your sternum.

"That the wheel affects the instruments is new territory for the Prius, as they are now (finally) dead ahead of the driver, not lollygagging off to starboard. It's a straightforward display, too, and the controls on the steering-wheel spokes make it easy to peruse the screen. The familiar Prius shifter remains, but it somehow feels more logical and intuitive now that it juts straight up from the console close at hand instead of protruding from the dash at arm's length."

— Dan Edmunds, Car & Driver

"When you sit in the pilot's seat, the first thing that strikes you is the surprising amount of steering feel; it's far better than the fourth-generation Prius. Nicely weighted and satisfyingly quick, it actually has some road feel, a rarity in modern cars.

"As before, the driveline has different drive modes, and this time around, it noticeably changes torque distribution and steering but not suspension. Nevertheless, the Prius feels planted, with minimal body lean in corners. Push this puppy hard and you'll find it obediently tackles corners at a higher speed than possible with any prior model. It makes for a driving experience that's actually fun — a word you'd never use in conjunction with any Prius.

"Acceleration is sufficient, and the overall driving experience is a sea change from what's come before. A larger 2.0-liter engine and a revised hybrid system generates a whopping 60% more horsepower, up to 194 horsepower with front-wheel drive, 196 horsepower with all-wheel drive. It's no longer engineered solely for high mileage at the expense of all else.

"For the first time Toyota has eschewed the anti-design, anti-performance mantra that has always marked the Prius' disposition. It's now been minimized to allow driving fun to join the party, while still returning 50+ mpg, making it the first Prius you may actually want to drive."

— Larry Printz, Tribune News Service

"The additional power is immediately noticeable. Prius fans have always praised the electric motor's instant torque, which provides good acceleration, but the little hybrid ran out of muscle pretty quickly after the initial push.

"The weight-to-horsepower ratio of an AWD 2022 Prius Limited is 26.5 pounds. Despite being more than 100 pounds heavier, the 2023 AWD Prius Limited checks in at 17 pounds to horsepower. Hardly Hellcat territory, but a difference any driver will notice.

"Zero to 60 mph time for the AWD model is 7 seconds. FWD 0-60 time falls to 7.2 seconds from the 2022's glacial 9.8 seconds.

"The 2023's steering is responsive. Its suspension cushions bumpy surfaces. There's little wind or road noise at highway speeds."

— Mark Phelan, Detroit Free Press

"We had an opportunity to drive the slick new Prius back-to-back with a 2022 model, and beyond the extra power, there's also less feedback through the accelerator pedal, and brake feel takes a leap forward as well. The latter can be a real issue for hybrids (including a Prius we tested a while back), and indeed too much of nothing happens in the top half of the new car's pedal travel. But on balance, the 2023 Prius stops better overall, with braking that seems almost completely natural (like a non-hybrid car) as you come to a stop.

"Smoothness makes its continuously variable transmission a star, with the added bonus of improved responsiveness if the sudden urge to pass arises. When we drove the 2023 Corolla Hybrid, engine noise and tire roar both reared their heads. We'll need more time with the 2023 Prius to comment definitively on the latter, but the new car's powertrain is quieter than a typical compact-sedan alternative, or your neighbor's non-hybrid RAV4.

"We look forward to running the 2023 Prius through a full set of our MotorTrend instrumented tests, but for now we can tell you it handles well for a mainstream car. There's not a ton of steering feel, but the weighting is appropriately light. The biggest dynamic issue we found was specific to the Prius AWD; in normal drive mode, occasionally the car would allow for more engine braking than we asked for. This could have been unique to these early prototypes, but even if it isn't, it's not a huge deal."

— Zach Gale, Motor Trend

"Previous Toyota Priuses have been decidedly lackluster performers when it came to the fun-to-drive quotient, emphasizing efficiency. But in chasing a younger, more style-conscious buyer, Toyota has reengineered the Prius to be a lot more satisfying to drive. I won't call it entertaining as this is certainly no sports sedan, but its lower center of gravity, better seating position, significant boost in power, and much more communicative chassis and steering (aided by 19-inch wheels and tires on my test cars) have created a much more satisfying experience. The new Prius is peppy from a rolling start (less so from a standing start), and despite the familiar drone from the continuously variable automatic transmission, the Prius moves smartly about town.

"Ride quality is excellent, with a nice combination of damping on broken pavement (even with the big wheels) and tight body roll control. Brakes are a damn sight better than they ever have been, with excellent pedal feel and firm grip — no squishiness here. The adaptive regeneration that ties into the forward collision system takes some getting used to; it will apply aggressive regen if it detects you approaching slower traffic and lighten up on that regen as the traffic moves off. I got used to it rather quickly, however, and actually enjoyed the assist, which feels a bit like engaging distance-keeping cruise control (even when you're not using cruise control).

"As for the numbers, power output is up considerably: The front-wheel-drive version puts out 194 horsepower while the all-wheel-drive model makes 196 hp (Toyota hasn't published system torque outputs). The AWD system now works at all speeds, too, for better traction in all slippery conditions rather than cutting out past 43 mph as in the previous generation. In terms of acceleration and handling, I couldn't really discern any difference between the FWD and AWD versions, and given that AWD is available on all trims, the only reason to get it is if you live somewhere it would be useful."

— Aaron Bragman, Cars.com