![]() The Touring’s braking distance also was slightly worse, taking 179 feet to stop from 70 mph compared with the Eco’s 175 feet. In fact, this Touring model managed only 0.79 g on the skidpad, less grip than the Eco’s 0.84 g. But if there’s a benefit to these upgrades, it’s purely cosmetic. ![]() It also had larger, 17-inch wheels and wider 215-millimeter tires instead of the base Prius’s 15/195 configuration. It hasn’t.Ĭompared with the Two Eco model we tested earlier this year, this top-of-the-line Prius Four Touring was loaded with equipment like navigation, faux-leather seats, a park-assist system, and Toyota’s active safety suite (coined Safety Sense P) that includes adaptive cruise control, forward-collision warning, and lane-keeping assist. You’d think that Toyota, with more experience in hybrids than any other automaker, would have figured out the blending of regenerative and friction braking by now. Our main complaint with the driving experience is still the vague, unpredictable feel from the brake pedal. The car also turns in more sharply than the last Prius, and the steering-while still numb and uncommunicative-is decently weighted and more accurate than before. Impacts are soaked up with little noise or reverberation from the car’s structure, although we did notice that the low-rolling-resistance tires create a fair amount of road noise at highway speeds. The rear suspension, with an independent trailing-arm setup in place of the previous torsion-beam axle, delivers a more controlled ride. The new chassis really does make for a better-driving hybrid.
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