Seats are comfortable for commutes and short weekend trips; like the car, their forte is not the multi-hour, multi-state drive. The cloth upholstery looks durable and is grippy, compensating somewhat for the minimalist bottom and back side bolsters. Head restraints are adjustable in all five seating positions, although in their lowered positions, the rear seat's are close to dysfunctional for taller passengers. The interior finish is up to Toyota standards, with pleasingly close tolerances between body panels and interior plastic pieces, and plastics that look and feel better than the word plastic connotates.
The speedometer, fuel gauge, trip meter, and transmission selection indicator are tucked into a long and flat, eyebrow-like opening draped across and centered on the top of the dash where it meets the windshield. In a nod to the car's left-hand drive configuration, these are located in the left half of the opening, albeit more toward the centerline of the car than that of the driver.
The climate controls are managed via an LCD positioned top-most in the center stack. This same panel displays user preferences and maintenance needs and intervals. It also allows tracking of the power and re-charging flows, monitoring battery and gasoline usage, which is entertaining. It also serves as the focal point for the navigation system, if ordered.
Directly beneath the LCD is the control head for the sound system. Toyota deserves high praise for keeping the stereo's most-used functions outside the onboard computer system labyrinth and, equally important, for giving it buttons and knobs that are easy to see, read and use. The base AM/FM/CD 6-speaker sound system is quite capable, while enjoying the premium, JBL system to its fullest would benefit from a bit more sound deadening in the floorpan and doors.
Remote switches for the audio, climate and cruise controls are conveniently mounted on the tilt steering wheel. There are two accessory power outlets. Dome lights grace the headliner, front and rear. Both sun visors have illuminated mirrors. These may seem small matters, but they distinguish between value and cheap.
A tall glasshouse yields exemplary outward visibility, with one exception: Even a 6-foot tall driver can't see the front of the car or the hood without leaning forward. This is not good for navigating tight spaces or congested traffic, precisely where the Prius is likely to spend goodly amounts of its time. But that's the trend for many of the latest aerodynamic designs.
Storage spaces are abundant and more flexible than in some cars costing much more than the Prius. The glove box is a two-parter, with an upper and lower bin opening like a clamshell. The upper compartment is good for, yes, gloves and long, narrow items. The lower compartment holds bulkier items. The front part of the center console opens up, also clamshell-like, into two cup holders. There are door-mounted map pockets, expandable magazine holders stitched into the back of the front seat backs, and an unexpected, semi-secluded storage bin below the stereo.
Two more cup holders pop out of the rear of the console for back-seat riders. An armrest folds down out of the rear seat back. The rear seats are split 60/40, each part of which folds to yield an almost-flat floor, without having to remove the head restraints. There are hidden spaces beneath the cargo floor, both below and on top of the mini-spare.
Gas pressurized struts ease opening and closing the hatchback. Raising and lowering the hood relies on good old upper-body strength, however, and requires a supporting rod when open. Doors close with a solid, if not truly impressive clunk; then again, weight savings have to come from somewhere. Next Page