So you want a Prius: More specifically, one that can challenge a Canadian winter. You’re not alone: Toyota’s Prius is, after all, the most popular “electrified” vehicle of all time, Toyota having moved more than six million of them — if you count the entire Prius family — a number that represents almost half of all hybrids — not just Toyota — that have ever been sold. Half of all the hybrids ever sold by any manufacturer. What’s new, as you no doubt surmised from the title, is that four-wheel motivation has been added to the Prius’ repertoire. Like so many all-wheel-drive hybrids, the Prius conversion is accomplished without a mechanical connection, the rear wheels now driven by an electric motor, thereby eliminating the friction and drag a mechanical AWD system might have engendered. It must work because, despite weighing some 65 kilograms more than a front-wheel-drive Prius, the AWD-e version’s overall fuel economy is rated at only 0.3 L/100 kilometres less than the standard FWD version — officially, the Prius AWD-e is rated at 4.5 L/100 kilometres in the city and 4.9 on the highway. It averaged about 5.4 during its stay at the Booth manse. The downside of that efficiency is that the rear electric motor is miniscule, rated only at seven horsepower. Yes, you read that right — 7 horsepower — the non Canadian Press-compliant writing of a numeral less that 10 emphasizing that the addition of an electric motor doesn’t make a rocketship out of the Prius. It does feel a bit perkier off the line, however. The rear motor is always engaged below 10 km/h — above that, it becomes “on demand” — and it does offer a more substantial 41 pound-feet of torque right off zero rpm. No doubt about it, for the first 10 or 20 metres across an intersection, there’s a little more giddy in the AWD Prius’ up. That’s especially true here in the Great White Frozen North, where for at least a third of the year, having extra horsepower — no matter how little — transmitted to the rear wheels will always aid initial acceleration. You will not be drifting this new Prius, however. For one thing, seven horses are not smoking rear tires, even in winter and with aggressively treaded winter tires on all four corners. For another, Toyota deactivates the rear motor about 70 km/h, at which point the Prius AWD-e reverts to traditional format. Expecting more is to really not understand the typical Prius driver. That all being said, I found the drive in the AWD-e more satisfying than Prii past. I don’t know if it was the extra jump off the line or merely that I now qualify for TD Bank’s senior’s discount chequing account, but the CVT notwithstanding, I actually enjoyed driving this Prius. Save for the $1,000 the additional motor costs and the slight fuel economy penalty (when converted, a mere four miles per gallon — 64 mpg versus 60), there’s no reason not to buy the AWD-e if you’re shopping Toyota’s most popular hybrid. 2018 Mitsubishi Outlander PHEV Chris Balcerak / Driving You need the cargo-carrying ability of a hybrid SUV: Then you should probably mosey on over to your local Mitsubishi dealer and take a look at their electrified Outlander. A plug-in hybrid, the Outlander PHEV can travel about 35 kilometres on electrons alone and then fairly sips gas afterwards. I averaged about 5.4 in the Prius AWD-e, while the worst I managed in the much larger Outlander was 6.4. Oh, the Mitsubishi is far from perfect. The transmission has a bit of the rubber-band effect common to CVTs, the suspension is definitely on the mushy side, and the interior, though improved for 2019, could use a bit more upgrading. All that said, however, the Outlander PHEV drives, rides and hails just like a regular SUV. It just consumes somewhere between 50 and 80 per cent less gas. For that alone, it’s a stupendous achievement. 2019 Hyundai Kona EV Clayton Seams / Driving You crave the full electric experience: Well, if you want a fairly traditional drive only 100 per cent electric, then Hyundai’s Kona Electric makes an excellent choice. For around $50,000, you get a 64 kWh battery, about 415 kilometres of range, and 201 horsepower. It’s fairly peppy, rides very well, and fairly generous with its interior dimensions — both for humans and their cargo. Perhaps most importantly, at least for those who just want their EVs to feel familiar, the Kona Electric’s interior differs little from the traditional gas-powered version. Indeed, except for the not-quite-completely-silent motors — there is a noticeable hum from — and the need to plug in, not fill up, there’s precious little different about the Kona. For those looking to make jump to a battery-powered car with minimal fuss, the Kona should be at the top of your list. 2020 Toyota Corolla Hybrid Handout / Toyota You want a more normal hybrid experience: Nothing is more normal than Corolla, so if you’re looking to blend in while driving (semi) electrically, nothing could be better than the new Corolla
Origin: Want a 2019 Toyota Prius with all-wheel-drive? Don’t miss its competitors