Listen, we’ve all got to get serious about doing our part for the environment.  That means driving more fuel-efficient cars, and that’s going to mean making some sacrifices.  Take the 2001 Toyota Prius hybrid.  Aren’t clean air and conserved resources important enough to take the plunge and put up with a high-mileage, amazingly spacious small sedan whose operation is identical to that of a conventional car, despite its breakthrough dual powertrain?  Yes, yes, we know, it’s a chilling prospect.

Okay, enough sarcasm.  Fact is, the most amazing thing about the Prius is that it’s so ordinary.  It’s true, Honda’s Insight beat the Prius in the first-hybrid-for-US-sale sweepstakes, but the Prius improves on the Insight in so many ways that maybe it’s not such a bad thing to be number two.  Apart from their ultra-economical powertrains, the Insight and Prius have little in common.  The Honda is a sporty, two-seat hatchback available only with a manual transmission; the Prius is a compact four-door sedan.  More importantly, while the Insight seems to have been designed to compete with other futuristic electric cars, it’s obvious that Toyota was looking at the here and now when the Prius was designed.  The Prius is a real car that just happens to have a futuristic, high-tech engine.  And transmission.  And braking system.  And so on.  How “real” is it?  Over 35,000 have already been sold in Japan.

It doesn’t look too outlandish.  The Prius shares its short-hood, short-deck, high-roofed bodystyle with Toyota’s Echo, although the cars are built on completely different platforms.  That minivan-like nose and stubby tail mask the Prius’ size; it’s just about Camry-sized inside, thanks to a long wheelbase.  In current Toyota fashion, the slab-sided Prius is accented with creases and character lines that don’t quite mask its height.  The 14″ wheels look tiny under that thick body.  The small spoiler on the trunklid has an amusing story, too; originally intended to be an optional accessory, Toyota’s engineers discovered that it increased fuel mileage slightly and decreed that it become standard equipment!

The slightly-futuristic look continues inside.  Most notable are the sacrifices to ultra-efficiency that you don’t have to make–the Prius has comfortable seats, a quiet ride, a roomy back seat, a full complement of accessories, and it feels solid and stable.  Like the Echo, the digital instrument panel is in the center of the dash.  A vertical, dash-mounted shifter will take some getting used to for anyone who never owned a Toyota Previa minivan, and when the Prius is in gear the innovative shifter blocks the radio controls.  Chances are most drivers won’t notice, though, because there’s a touch screen just below the speedometer that monitors the Toyota Hybrid System’s activity.  Watching the arrows flash from red to green indicating the flow of power from gas motor to wheels to electric motor to battery and back again is downright mesmerizing.

At the heart of the hybrid system are its two powerplants, a 1.5 liter, 70-hp gas engine and a 44-horsepower permanent magnet electric motor.  The electric motor can be powered by the nickel-metal hydride batteries (akin to cellphone batteries, only much larger) or by a generator whose power source is the gas engine.  The Prius relies primarily on electric power, so the gas engine shuts off when it’s not needed.  Running the air conditioning and freeway travel tend to keep the gas motor churning away, which is why the Prius’ city fuel mileage tends to be better than its freeway mileage.  Even if it’s running all the time, the little four-cylinder is marvelously efficient; it’s limited to only 4500 rpm, which is unusually low for a four-cylinder.  Toyota’s Variable Valve Timing with Intelligence (VVT-i) improves power output and efficiency for the little engine.  With the extremely torquey electric motor to back it up, the Prius doesn’t tremble at the sight of a freeway on-ramp or a long grade.

Transferring the power from various sources to the road is a continuously variable transmission (CVT), Toyota’s first.  The CVT is electrically controlled, and manages power output from the various sources.  The result is smooth, unbroken acceleration (and some relearning required so Prius novices don’t panic when the motor occasionally revs as if the clutch has slipped)

The technology parade isn’t over yet.  For the unwary, stepping on the brake pedal in the Prius will result in a neck-snapping stop ten feet short of the traffic light.  It’s like being in Driver’s Ed all over again.  The Prius does a lot of deceleration without even using the brakes, because whenever the car is coasting or braking, the motor becomes a generator and recharges the battery pack.  (It also saves wear on the brake pads!)  The result is a brake feel that takes some getting used to–the Prius gives a lot of braking for very little pedal pressure.  ABS is standard equipment.

For a small, narrow car, the Prius handles well.  It’s a bit stiffer than other small cars, but it isn’t tippy thanks to 38 battery pack modules weighing a total of 110 pounds mounted low in the chassis, keeping the center of gravity way down.  We wouldn’t advise autocrossing one, but there’s no worry of the Prius turning turtle during quick lane changes.  The Prius’ suspension is the same MacPherson strut front/beam axle rear setup used in the Echo, although the pieces are somewhat larger.  High-efficiency tires provide a ride that’s a little bit firmer than one might expect.

Because hybrids are such a small niche–for now–the Prius is a one-price car, with options limited to floormats and an in-dash CD player.  Astute observers will notice that the Prius has controls for a satellite navigation system already installed in the dash.  It’s not available yet, but Toyota clearly has plans in that direction.  An MSRP of $20,480 is comparable to the Honda Insight, which is currently the only other hybrid for sale in the US.  The Prius’ real-car usefulness may make it a better value for many buyers (although it lacks the Insight’s gee-whiz-look-how-green-I-am styling).  And yes, $20,000 will buy plenty of other cars, but you won’t be saving the planet with any of them.

Specifications:
All specs are for the 2001 Toyota Prius, which we tested.
Length:     169.6 inches
Width:        66.7 inches
Height:        57.6 inches
Wheelbase:    100.6 inches
Curb weight:    2765 lb
Cargo space:    11.8 cu.ft.
Base price:    $20,480
Price as tested: $20,548
Engine:     (gas) 1.5 liter 16-valve DOHC inline four-cylinder  (electric) permanent             magnet, 274-volt motor with sealed nickel-metal hydride battery
Drivetrain:     electronically controlled continuously variable transmission
Horsepower:     (gas) 70 @ 4500 rpm  (electric) 44 @ 1040-5600 rpm
Torque:     (gas) 82 @ 4200 rpm (electric) 258 @ 0-400 rpm
Est. mileage:    52/45

6/2009 update:  The Prius was the start of something big.  Whether it’s really going to save the planet or not is up for discussion, but the cars themselves have definitely attracted a following, and those that pop up in the used-car market seem to be well cared-for.  Toyota remains confident about the longevity of the hybrid system, as well.  And yes, the second-generation Prius looks better, if you ask me.