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itsworn · 7 years

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Ask Anything, Car Craft Readers Questions Get Answered

Pat from carcraft.com: Hey Guys I’m a long time subscriber to CC and have a question; How does an Audi R8 engine at 318 cubic inches with no turbo and no supercharger put out 610 horse power? At over 8000 rpm!

Steve Magnante: I’m with you on marveling at how the Audi R8’s naturally aspirated, 318 cube V10 cranks out so much power. And lets’ not forget the recent (2013-2015) Porsche 918 e-Hybrid Spyder. It’s direct-injection, gasoline fueled 4.6 liter V8 makes 608 horsepower without the aid of turbo or superchargers. But Porsche didn’t leave it at that. As Porsche’s first e-hybrid supercar, its 608 horse V8 is supplemented by a pair of electric motors that deliver an extra 125 horsepower to the front wheels and 154 horsepower to the rear wheels for a grand total of 887.

As groovy as that is, I know I’ll never own one and get a giggle out of the fact a Dodge Challenger SRT Demon would likely put a bumper on the German vengeance weapon in the quarter mile. Magazine tests say the 918 cranks 0-60 in 2.6 and the ¼ in 10-flat at 145. By contrast, the NHRA itself has verified that the Demon runs 0-60 in 2.3 and can rip 9.8’s at 140…nee-ner, nee-ner.

Back to naturally aspirated highlights, here in the States, lets’ not forget the amazing and affordable performance offered by the 2006-2013 General Motors LS7. Ranking high in many “world’s best engines” polls, this naturally aspirated wonder mill cranks 505 hp and 470-lb/ft with traditional push rod architecture (as does the Demon’s Hemi). Best of all, GM took the bull by the horns and blessed it with titanium intake valves and connecting rods – pure exotica by traditional Car Crafter standards. The LS7’s key accomplishment is how it reminded the world that the elegant simplicity of push rods and cam-in-block architecture is still fully viable at the top level of performance.

There are many other examples of new age naturally aspirated gas V8’s and V10’s that set new standards of power and efficiency. Today, extreme horsepower levels are available from every carmaker…even Hyundai. If nothing else, American carmakers were way ahead of the curve in recognizing the fact that fast cars sell better than slow cars – as far back as 1932 when Henry Ford launched the everyman’s V8, the flat head.

The kicker is how technology has allowed these fast cars to be more fuel efficient and emissions friendly than ever before. We can now have our cake and…you know the rest. I’m no Audi expert, the first two Audi memories that pop to my mind are a 1971 Audi 100 LS four-door sedan owned by the parents of a would-be high school crush. Built long before Audi discovered all-wheel-drive, Shannon’s Dad bought the front-wheel-drive car used and learned the hard way about how costly Audi repair and maintenance could be. Over and over, the welded flange mating the head pipe to the exhaust manifold fractured.

The resulting unchecked exhaust flow not only ruined the Audi’s luxurious pretensions, it also turned the cabin into a gas chamber on cold nights. I tried to win points by telling sweet Shannon’s parents that an aftermarket header would solve the recurring head pipe failure. But they sold the car after the third head pipe broke and rendered it an ear-splitting nuisance. There would be no header…and no date with Shannon.

My other Audi memory stems from the Group B Sport Quattro of the mid-1980’s. In 1985 I spent a semester at the University of Stirling in Scotland and filled my head with British car magazines that raved about its 306 horsepower inline five and all-wheel-drive. Another eye opener was how Audi factory driver Walter Rohrl dominated the rally scene with those amazing altered-wheelbase monsters. Altered wheelbase? Yep. But unlike Chrysler’s axle shuffling A/FX tricks of 1965 for enhanced drag strip traction, Audi’s hack job (a full 12.6 inches of floor pan and body were removed from behind the front bucket seats) was done to make the cars tighter around corners on the European rally circuit.

Only 224 of these stubby critters were built in 1983-’84 and at 86.8 inches, their wheelbase is shorter than a Shelby Cobra! With a single turbocharger, the Sport Quattro’s SOHC five-banger cranked out 306 horsepower, but was ready for 600 with basic tuning. Since this isn’t Audi Craft magazine, lets’ get back to the cutting edge engine design that allows the modern R8 to make 610 horsepower naturally aspirated.

Zeroing in on the 318 cube Audi R8 mill you reference, its’ a far, far cry from Mopar’s polyspherical A-series (1957-1966) and small block LA series (1967-up) V8 engines familiar to most Car Craft readers. The amazing feat is how it survives 8,000 rpm despite its long V10 architecture. But at the root of things are tried and true hot rodding practices to maximize air flow, minimize friction and make it all live for a hundred thousand miles – or more.

Truth be told, more and more bread and butter engines are reaching efficiency levels once reserved for all out race machinery. Computer aided design, net-shape casting technology, anti-friction coatings, direct injection, exotic alloys and low viscosity lubricants are just a few of the many advances behind this amazing new breed of power plant. Get ‘em while they’re hotter than hot!

If it has a back seat and non-flared wheel arches, it ain’t a Sport Quattro. The “Sport” part of the name denoted Group B rock star status. Today these stubby critters command hundreds of thousands on the collector scene.

Choke Hold

Dan Coates via Car Craft.com: This may sound naive, but exactly why is a carburetor choke necessary? I know the choke causes a richer mixture to enter the combustion chambers, but why? My stock 351 Cleveland 1973 Mustang runs fine after heating up after the butterfly valve opens up. Why can’t it run fine with the same leaner mixture on a cold engine? Why does temperature difference make the choke necessary?

Steve Magnante: Your question is not as naïve as you think. All of us know that, to start a cold engine, you need to use some type of mixture enrichment device. In the day of the carburetor, most cars used a device called a choke. As you’ve pointed out, a choke is a butterfly-type device which limits the amount of incoming air, effectively increasing the fuel strength of the incoming mixture. Other types of carburetors, like side draft Weber and S.U. carburetors, didn’t use choke butterflies, but instead provide a mixture-enhancement circuit which accomplished the same end by adding more fuel to the normal amount of air.

With the advent of modern electronic fuel injection, the cold enrichment function is typically handled by an auxiliary fuel injector (like on the GM 305 and 350 Tuned Port mills) or via computer programming to add extra injector duty cycle when the engine is cold.

Now to the main question: Why does this have to be done? To burn correctly, a certain weight of gasoline must mix with a certain weight of air. The stoichiometric (chemically correct) ratio of air to fuel is 14.6:1 under most conditions. Ratios with less air and more fuel are referred to as richer mixtures; conversely, ratios with more air and less fuel are referred to as leaner. In order for your engine to actually burn the fuel, it must be in the form of a vapor mixed with the incoming air.

On a chilly morning, when the fuel, air, and engine are all cold, the fuel does not vaporize readily. In order to get a mixture which has a fuel vapor-to-air ratio which is stoichiometrically correct, it may be necessary to add as much as double the raw fuel to reach the normal effective mixture strength.

I once owned a Max Wedge Dodge (clone) that had a hand-operated choke-pull cable under the dash. The single choke cable branched out to each of the 750 cfm Carter AFB’s and on the coldest mornings, with the choke flaps fully closed, the idle exhaust plume was stinky rich. Not a good recipe for preserving oil viscosity and preventing gas-washed bores and rings. But after a few days, I learned how to use just the bare minimum of choke closure and gentle accelerator movement. Within five miles, I could open the choke entirely. The 1969-’70 Boss 429 Mustang was another manual-choke muscle car.

After a certain period of time, the heat generated by combustion spreads to the intake manifold and fuel system, reducing the need for supplementary fuel enrichment by improving the fuel’s ability to vaporize. When the engine is up to full operating temperature, there is no longer any need for supplementary fuel enrichment, and the systems are turned off – either manually or via a heat-sensitive bi-metallic spring assembly – like on your Mustang’s Autolite carburetor.

In fact, once an engine is up to full operating temperature and running under low speed or cruising type conditions, its mixture may be made even leaner than normal. On virtually all of today’s EFI equipped cars, sophisticated temperature and load-sensing devices constantly ensure that the engine is running as lean as possible for the given set of operating circumstances. When operating properly, this provides low exhaust emissions and optimum fuel economy. And so, that’s the story on cold start fuel enrichment.

Heartbroken

Steve Magnante: Car Crafters love rock and roll music just as much as we love our cars and fun trucks. Except for the short list of top-tier freak mobiles I’ve built and owned (denoted by the presence of a carefully selected factory radio delete plate and no sound system beyond the exhaust headers), my cars – and workshop – witness plenty of loud music, much of it performed by Tom Petty and the Heartbreakers.

So please indulge me for a moment to remember Tom Petty, who passed away in October, 2017. Beyond many hours of listening to his down to earth vocals and blazing guitar work, Petty played part in that rite of passage we all experience if we’re lucky: our first rock concert. For me, it was the summer of 1982 and the Heartbreakers’ latest album “Hard Promises” was churning out hit after hit. And so, aboard a buddy’s first-year 1978 Saab 99 Turbo, we drove to the show at the Cape Cod Coliseum in Massachusetts. That’s where we learned the value of the 1978 Turbo’s one-year-only alloy rims and how the rectangular cooling slots work great as bottle cap removers.

The opening act was one-hit-wonder Tommy Tutone, who played “867-5309 Angel” twice before Petty took the stage. Funny thing, my home town of West Brookfield (MA) actually used the telephone exchange number “867”, and still does today. This song was all too real for some poor sucker as pranksters by the thousands called asking for Jenny.

With Tommy Tutone’s opening set out of the way, Petty took the stage but seemed to be in a lousy mood. He said the crowd was pushing in too close to the edge of the stage and yelled at them to back off. Then again just a year before, in December of 1981 a stampeding crowd at a Who concert in Chicago led to tragedy. Crowd safety was a big concern at concerts thereafter. But after Petty walked off stage for the third time, the band stayed on stage and kept playing. It was clear The Star was having a moment and the Heartbreakers weren’t in the mood to go along with it.

The rest of the show was a blur, after all its’ been 35 years. While some concertgoers might have been upset by Petty’s temper (I think they only completed 9 or 10 songs), I thought it was cool and treasure the fact my first concert was a Heartbreakers show. Okay, now for an embarrassing – and automotive – confession I need to make.

One of Petty’s more famous songs is “American Girl”. When I first heard it on the radio around 1977, the lyric that reads “She could hear the cars roll by…Out on 441…Like waves crashin’ on the beach”, my teenaged ears heard: “That ‘ol 440 was like waves crashing on the beach”. Yep, I thought for sure Petty was making a Mopar 440 Magnum reference right there on American radio. To me, it was an awesome pushback against the disco wave that was in full effect. – and in the middle of the disco era no less. I have to admit, I’ve held onto that wished-for 440 reference until…now. In researching Petty’s discography to help nail down exact dates for this report, I researched the actual lyrics and there’s nothing Mopar about them. Still a great song though! Rest in Peace Tom Petty!

To Barrel or Not To Be…

Don Nelson via Car Craft.com: I recently inherited a 1960 Lincoln Continental and don’t know what to do with it. Though it sat in my grandpa’s garage for over 20 years, it hasn’t moved or been started in decades. My question is this: when I removed the air cleaner to see about getting the engine fired up I was blown away to see a two-barrel carburetor. Books tell me the V8 is a 430 but I just can’t believe that two-barrel is factory stock. Is it?

Steve Magnante: Your eyes do not deceive you, if it hasn’t been replaced over the years, there ought to be a Carter ABD two-barrel carburetor atop that cast iron intake manifold. Rated at 315 horsepower, the 1960 Lincoln 430 marked a switch from the Carter AFB four-barrel carburetor Lincoln used in 1959. That engine – also a 430 – was rated 350 horsepower. Moving back a year, 1958 marked the debut of the Lincoln 430 V8 engine under discussion and – go figure – for this one year it was equipped with a single Holley 4150 series four-barrel carburetor. Output was 375 horsepower and it was Lincoln’s highest (gross, not net…big difference!) rating up to that point. But it’s true, as Lincoln closed out the “fabulous fifties”, power dropped from 375 to 350 to 315 from 1958 to 1960.

About your 430 V8, as I’ve pointed out in this column before, it was all new for 1958 with 4.29 x 3.70 inch bore and stroke dimensions and served Lincoln through 1965. In ’66 bore and stroke grew to 4.38 x 3.83 inches, bringing displacement to 462 where it was used into the 1968 model run. As a “Heron” type engine, the 430 / 462 V8 has no combustion chamber voids cast into its cylinder heads (like the Chevy 348 / 409 and International Harvester 266 / 392 V8). Rather, the top ends of the cylinder bores are shaped to create a wedge-shaped area at piston TDC that forms the combustion chamber.

Getting back to the seemingly odd choice of a two-barrel carburetor atop such a huge V8 engine, in 1958-’59 power seekers were offered no fewer than three two-barrel carbs when the “J-code”, 3×2 400 horsepower option was chosen. Here, Lincoln replaced the single Carter 2-bbl with a trio of Holley 2300 series two-barrel carburetors, of the same family used later on 1967-’69 427 Tri-Power Corvettes and 1969 – ’72 Mopar 440 Six Pack muscle cars (yes, a handful of 440 Six Packs were built in 1972). This six-barrel 430 was also offered in the 1958 – ‘59 Mercury Turnpike Cruiser.

Helping to explain Lincoln’s horsepower freefall, the 1960 models arrived at a sobering time. The U.S. economy had been soft since 1958, sales of miserly compact cars like the Rambler American and Studebaker Lark were setting records and the new breed of Detroit compacts (Corvair, Valiant, Falcon) loomed. The first marketplace backlash against “gas guzzlers” was in play. Amid the turmoil, Lincoln stylists had taken wacky space race body designs to the extreme – and John Q. Public wasn’t biting.

To appeal to the public “thirst” for improved fuel economy, Lincoln engineering teams concentrated on low end torque and installed these two-barrel carburetors on all 430 engines right through 1962 when increasing curb weights triggered the return of a modest four-barrel carburetor. Interestingly, throughout all of this, every Lincoln built through the mid-seventies retained a full length dual exhaust system, a detail otherwise rarely coupled with a two-barrel carburetor.

Over at Lincoln’s nemesis – Cadillac – the new decade marked a similar refocus on understated luxury. Tail fins were shrinking and once-legendary hardware like the triple-two-barrel Eldorado engine option was cancelled after 1960. From then on, the same 325 horsepower 390 V8, inhaling through a single four-barrel carburetor went under all hoods through 1963 regardless of model. And speaking of singular, after 1961 dual exhaust, a key Caddy symbol of power, was eliminated. I’ve mentioned it here before but if you find any 1961-up, pre-EFI Cadillac with a dual exhaust system, it was definitely not put there by the factory. Yup, even the 1970 Eldorado with it’s one-year 10:1 compression 500-cuber was a single exhaust affair. How it delivered an advertised 400 horsepower is anyone’s guess (it didn’t but there was torque aplenty so nobody complained).

At Chrysler, the 1959 – 1960 timeframe delivered another big block / two-barrel oddity. After a solid eight year run, in 1959 the Chrysler Fire Power Hemi engine program came to an end and the wedge era began. Simply put, the complexity of its double rocker shaft architecture and heft of its hemispherical combustion chambers proved to be expensive overkill. The more conventional LB-series wedge-type V8 arrived in 1958 at 350 and 361 cubic inches. For 1959 Chrysler increased the wedge’s stroke from 3.375 to 3.750 and the RB (raised LB) was born. From the start, the LB series was offered with a single two-barrel carburetor on economy models but also with single four-barrel, dual four-barrel and even ram-inducted dual four-barrel induction (1960-’61) for police, towing and factory high performance models like the Plymouth Fury, Dodge D500 and DeSoto Adventurer.

Thanks to the extra stroke, the 1959 RB grew to 413 cubic inches and then to 426 (1963) and 440 (1966) and saw duty in everything from Imperial limousines to Max Wedge super stockers. But for 1959 and 1960, certain Chrysler Corp. models were fitted with an odd 383 cube version of the RB block. With its 4.03 x 3.75-inch bore and stroke, the tall deck 383 was a smaller bore (by 0.220 inch), longer stroke (by 0.375 inches) alternate to the conventional low deck 383 which employed 4.250 x 3.375 inch interior dimensions.

When we remember that the LB and RB intake manifolds are not interchangeable due to the RB’s taller block and greater distance between heads, then it pays to be on the lookout for 1959 and ’60 Chrysler Windsors with the base 383 V8. Find one and you’ve got the only instance where Chrysler put a single two-barrel carburetor on an RB wedge engine. Don’t bother with 1959 – ’60 Chrysler Saratoga’s because their tall deck 383’s share the same cast iron single four-barrel intake manifold as any RB 413. But if its weird you seek, then the RB two-barrel intake manifold is your goal.

Other head scratching big block / two-barrel matchups include Chevrolet’s penchant for topping certain 396 “rat motors” with Rochester two barrel jugs. Never installed in SS or similar performance-oriented machinery, these mills were once fairly common in station wagons and family sedans. Most were yanked, hopped up and live on today in hot rods of every description. But the single two-barrel anti-sheen never rubbed off onto the 427 or 454, a good thing that helps these legendary power plants remain untarnished by hum-drum reality. On the other side of the coin, the GM W-series (348 / 409) stands as one of the very few Detroit V8 families that was never offered with a single two-barrel carburetor. Triple two-barrels, yes (348 only), but never just a single two-barrel. Cheers all around!

Ford committed another big block carburetor crime with the 1969-‘70 429 Thunder-Jet. Based on the canted-valve 385 / Lima engine series, this (supposed) 320 hp 429 was the polar opposite of the same-year Boss 429. The Thunder-Jet and its’ small Motorcraft two-barrel carburetor were strictly installed in full size Fords and carry engine code K in the VIN’s fifth spot. Happily, iconic Ford bent-eights of the 406, 427, 428 and 460 varieties never inhaled through anything less than four-barrels (often eight on the 427).

Going back to GM, when the 455 cubic inch-a-thon hit in 1970, Oldsmobile was the only division to embrace two-barrel induction. Though fairly popular on station wagons and family cars, the Cutlass Supreme SX was very unique in that – like the 4-4-2, 7.5 liters of torque were standard. But…fuel misers could opt for the L32 455 two-barrel carburetor if they pleased. Pushing back into the mid-sixties, the new-for-1965 Olds 425 was offered with single two-barrel induction in full size Jetstar, Delta and Dynamic 88 models. While the hopped up 400’s packed into same year 4-4-2’s cranked 345 / 350 horsepower, the emasculated 425 two-barrel was good for 300 (310 with automatic). But no doubt the torque offset the slide.

By contrast, Pontiac never offered its big 421 or 455 with a two-throat jug, though from 1967 through 1969, GTO buyers wanting more of a pussy cat than a tiger could go for the “step down” credit option. This tamed the Goat’s 400 with a milder cam and…you guessed it…a single Rochester two-barrel carburetor delivering 255 (1967) or 265 horsepower through 1969, after which the step-down stepped aside for good. Keeping the image intact, these step-down GTO’s retained dual exhaust, hood scoops (faux) and the rest of the usual GTO dress up goodies.

Finally, we have Buick and AMC. Though it is known that AMC never besmirched its top-tier 390 or 401 V8’s with two-barrel carburetion, I’ve read that some Buick 455’s built toward the end of the engines’ life finally got two-barrel induction instead of the Rochester Q-Jet used since 1966. I’ve scrounged plenty of junkyards but have yet to actually see a 455 two-barrel.

So there it is Don. I hope this little roundup of factory-issue big engine / small carburetor combinations sheds new light on your inherited Lincoln. As you know, the vast amount of chrome on these cars can break the bank if its’ in need of re-plating. Assuming yours is complete and free from structural rust, why not simply clean it up, revive the mechanicals and drive it? You don’t say if yours is a drop-top, two-door or four-door (as they exist in order of collector interest), but since you’re into it for free (Thanks Grandpa!) yours a good problem to have.

Found inside the trunk of a 1959 Windsor airport limousine, the rare RB 383 two-barrel intake manifold is as rare as Hemi stuff. Too bad it’s useless for power.

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omgchocolateunknownbouquet-blog · 7 years

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2017 Toyota Prius Four Touring

New Post has been published on http://auto.tintoantap.com/2017-toyota-prius-four-touring/

2017 Toyota Prius Four Touring

The Toyota Prius is a full hybrid electric automobile developed by Toyota and manufactured by the company since 1997. Initially offered as a 4-door sedan, it has been produced only as a 5-door hatchback since 2003. As of January 2017, the Prius is sold in over 90 countries and regions. Worldwide cumulative sales of the Prius passed the 1 million mark in May 2008,exceeded 2 million units in September 2010, and reached the 3 million milestone in June 2013.

This beauty is more than skin deep. The striking look of Prius has been engineered to help it easily slip through the wind. Its sleek lines, active grille shutter, aero stabilizing fins and underbody panels all work together to smooth airflow, which in turn helps maximize fuel efficiency.

2017 Toyota Prius Four Touring helps save more than fuel. With its history of offering fun and efficient hybrids, the Prius Family is estimated to have reduced 11,794,335 tons of CO2 emissions from being released into the atmosphere. And that’s just the beginning. With our commitment to Prius and other hybrid technologies, we’ll continue to help slow the increase of CO2 emissions wherever Prius is sold.

Get ready to take your adventures even farther. 2017 Toyota Prius offers impressive fuel economy with its EPA-estimated 58 mpg city, helping make your trips easier on your wallet – and the environment. So whether you’re making a road trip or a short trip, Prius helps make your journey an efficient one.

Prius Four Touring revolutionized transportation 16 years ago by bringing hybrid cars to the mainstream. With over 1.8 million Prius Four Touring models sold in the U.S. alone, it’s become the trusted leader in eco-mobility. Prius is a modern-day icon, and its dependable Hybrid Synergy Drive is loved by owners around the world. That’s just one reason why 95% of all Toyota Prius models sold in the last 10 years are still on the road.

2017 Toyota Prius Four Touring Exterior

Bi-LED projector low- and high-beam headlights with auto on/off feature : Standard

LED Daytime Running Lights (DRL) with on/off feature : Standard

Integrated fog lights and LED accent lights : Standard

LED taillights and stop lights : Standard

Heated power outside mirrors with folding feature : Standard

Color-keyed outside door handles : Standard

17-in. 5-spoke alloy wheels with P215/45R17 tires : Standard

17-in. 5-spoke alloy wheels with gunmetal wheel inserts and P215/45R17 tires : Available as part of an option package

Piano-black side-skirt rocker panels : Available as part of an option package

Two-tone (black and gunmetal) front and rear bumpers : Available as part of an option package

Touring grade unique rear bumper treatment : Standard

Intermittent rear window wiper : Standard

Rain-sensing variable intermittent windshield wipers : Standard

Active grille shutter : Standard

Color-keyed roof-mounted shark-fin antenna : Standard

2017 Toyota Prius Four Touring Interior

Smart-flow climate control system with pollen filtration : Standard

Integrated backup camera : Standard

Entune™ Premium Audio with Integrated Navigation and App Suite5— includes Entune™ Multimedia Bundle1(7-in. high-resolution touch-screen with split-screen display, AM/FM CD player, six speakers, auxiliary audio jack, USB 2.0 port with iPod® connectivity and control, advanced voice recognition, hands-free phone capability, phone book access and music streaming via Bluetooth® wireless technology), Siri® Eyes Free, Entune® App Suite,51 HD Radio™ Technology, HD Radio™ Predictive Traffic and Doppler Weather overlay, AM/FM cache radio, SiriusXM® Satellite Radio10 with 3-month complimentary SiriusXM All Access trial, Gracenote® album cover art, and integrated backup camera display. Access to Entune® App Suite51 is subscription-free. See toyota.com/entune for details. …More : Standard

Entune™ Premium JBL® Audio with Integrated Navigation and App Suite — includes Entune™ Multimedia Bundle (7-in. high-resolution touch-screen with split-screen display, AM/FM CD player with MP3/WMA playback capability, ten JBL® GreenEdge™ speakers in six locations, auxiliary audio jack, USB 2.0 port with iPod® connectivity and control, advanced voice recognition, hands-free phone capability, phone book access and music streaming41 via Bluetooth® wireless technology), Siri® Eyes Free, Entune App Suite®, HD Radio™ Technology, HD Radio™ Predictive Traffic and Doppler Weather overlay, AM/FM cache radio, SiriusXM® Satellite Radio10 with 3-month complimentary SiriusXM All Access trial, Gracenote® album cover art, and integrated backup camera display. Access to Entune® App Suite is subscription-free. See toyota.com/entune for details. …More : Available as part of an options package36

Entune® App Suite — includes Destination Search, iHeartRadio, MovieTickets.com, OpenTable®, Pandora®, Facebook Places, Yelp® and Slacker Radio; real-time info including traffic, weather, fuel prices, sports and stocks. Access to Entune® App Suite is subscription-free. See toyota.com/entune for details. …More : Standard

4.2-in. color dual Multi-Information Display (MID) with customizable screens including Energy Monitor, Hybrid System Indicator and Eco Score, Eco Savings Record, Drive Monitor, Eco Wallet, Eco Diary, climate control, driver support systems, audio system content and navigation system content …More : Standard

SofTex®-trimmed heated front seats with seatback pockets; 8-way power-adjustable driver’s seat with power lumbar support; 4-way adjustable front passenger seat : Standard

60/40 split fold-down rear seats with center armrest : Standard

SofTex®-trimmed tilt/telescopic steering wheel with audio, Multi-Information Display (MID) and Bluetooth® hands-free phone controls : Standard

Soft-touch upper door trim with chrome accent, SofTex®-trimmed door armrest area with chrome accent interior door handles : Standard

Digital instrumentation with speedometer, fuel gauge, odometer, current and average fuel economy, distance to empty, shift-position indicator and EV48/ECO/POWER Mode indicators : Standard

Smart Key System on three doors with Push Button Start and remote illuminated entry : Standard

Power windows with auto up/down : Standard

Power door locks : Standard

Auto-dimming rearview mirror with HomeLink® : Standard

Dual sun visors with illuminated vanity mirrors : Standard

White accent on steering wheel and shifter : Standard

Semi-gloss black center console with armrest and storage compartment (available on Harvest Beige and Black interiors only) : Standard

White center console with armrest and storage compartment (available on Moonstone interiors only) : Standard

Cargo area tonneau cover : Standard

Two 12V auxiliary power outlets (one front, one rear) : Standard

Rear dome light and cargo area light : Standard

Two front and two rear cupholders; two front and two rear bottle holders : Standard

Qi-compatible wireless smartphone charging31 with charge indicator light : Standard

2017 Toyota Prius Four Touring Safety/Convenience

Star Safety System™ — includes Enhanced Vehicle Stability Control (VSC), Traction Control (TRAC), Anti-lock Brake System (ABS), Electronic Brake-force Distribution (EBD), Brake Assist (BA) and Smart Stop Technology® (SST)11 : Standard

Driver and front passenger Advanced Airbag System : Standard

Driver and front passenger front seat-mounted side airbags, passenger seat cushion airbag, driver’s knee airbag, and front and rear curtain shield airbags : Standard

LATCH (Lower Anchors and Tethers for CHildren) includes lower anchors on outboard rear seats and tether anchors on all rear seats : Standard

Tire Pressure Monitor System (TPMS) : Standard

Vehicle Proximity Notification System (VPNS) : Standard

Safety Connect® — includes Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collision Notification. Available by subscription. (Complimentary one-year trial subscription.) : Available as part of an options package36

Toyota Safety Sense™ P (TSS-P) — Pre-Collision System with Pedestrian Detection (PCS w/PD), Lane Departure Alert with Steering Assist (LDA w/SA), Auto High Beams (AHB) and Full-Speed Dynamic Radar Cruise Control (DRCC) : Standard

Intelligent Clearance Sonar (ICS) with Intelligent Parking Assist (IPA): Available as part of an options package36

Blind Spot Monitor (BSM) and Rear Cross-Traffic Alert (RCTA) : Standard

Hill Start Assist Control (HAC) : Standard

Engine immobilizer : Standard

2017 Toyota Prius Four Touring Mechanical/Performance

Type

1.8-Liter, 4-cylinder Aluminum DOHC 16-Valve with Variable Valve Timing with intelligence (VVT-i), EV48/ECO/POWER Modes; 95 hp @ 5200 rpm (71 kW @ 5200 rpm), 105 lb.-ft. @ 3600 rpm (142 N•m @ 3600 rpm) : Standard

Compression ratio

13.0:1 : Standard

Induction system

Sequential multi-point EFI with Electronic Throttle Control System with intelligence (ETCS-i) : Standard

Emission rating

SULEV42 with Advanced Technology Partial Zero Emission Vehicle (AT-PZEV) : Standard

Motor type

Permanent magnet AC synchronous motor : Standard

Power output

71 hp (53 kW) : Standard

Torque

120 lb.-ft. (163 N•m) : Standard

Voltage

600V maximum : Standard

Performance

Hybrid system net power: 121 hp (90kW) : Standard

Type

Lithium-ion (Li-ion) : Standard

Voltage

207.2V : Standard

Transmission

Electronically controlled Continuously Variable Transmission (ECVT) : Standard

Drivetrain

Front-Wheel Drive : Standard

Suspension

Independent MacPherson strut front suspension and double-wishbone rear suspension with front and rear stabilizer bars : Standard

Steering

Electric Power Steering (EPS); power-assisted rack-and-pinion : Standard

Turning circle diameter, curb to curb (ft.) : 35.4

Brakes

Power-assisted ventilated front disc brakes; solid rear disc with integrated regenerative braking and Star Safety System™ : Standard

2017 Toyota Prius Four Touring Dimensions

Exterior Dimensions (in.)

Overall height/width/length : 58.1/69.3/178.7

Wheelbase : 106.3

Track (front/rear) : 59.4/59.8

Overhang (front/rear) : 37.4/35.0

Ground clearance : 5.1

Coefficient of drag (Cd) : 0.24

Interior Dimensions, front/rear (in.)

Head room : 39.4/37.4

Shoulder room : 55.0/53.0

Hip room : 53.4/51.9

Leg room : 42.3/33.4

2017 Toyota Prius Four Touring Weights/Capacities

Curb weight (lb.) : 3080

Seating capacity : 5

EPA passenger volume (cu. ft.) : 93.1

EPA cargo volume (cu. ft.) : 27.4

Fuel tank (gal.) : 11.3

2017 Toyota Prius Four Touring Tires

P215/45R17 : Standard

Tire Repair Kit : Standard

2017 Toyota Prius Four Touring MPG/Other/Price

Fuel Economy (MPG)

Mileage estimates (mpg city/highway/combined) : 54/50/52

Price

starting msrp1 : $30,015

2017 Toyota Prius Four Touring Options

Premium Convenience Package:

Intelligent Clearance Sonar (ICS) with Intelligent Parking Assist (IPA); Safety Connect® — includes Emergency Assistance, Stolen Vehicle Locator, Roadside Assistance and Automatic Collision Notification. Available by subscription. (Complimentary one-year trial subscription.); Entune™ Premium JBL® Audio with Integrated Navigation and App Suite51 — includes Entune™ Multimedia Bundle (7-in. high-resolution touch-screen with split-screen display, AM/FM CD player with MP3/WMA playback capability, ten JBL® GreenEdge™ speakers in six locations, auxiliary audio jack, USB 2.0 port with iPod® connectivity and control, advanced voice recognition hands-free phone capability, phone book access and music streaming via Bluetooth® wireless technology), Siri® Eyes Free, Entune App Suite®, HD Radio™ Technology, HD Radio™ Predictive Traffic and Doppler Weather overlay, AM/FM cache radio, SiriusXM® Satellite Radio10 with 3-month complimentary SiriusXM All Access trial, Gracenote® album cover art, and integrated backup camera display. Access to Entune® App Suite is subscription-free. See toyota.com/entune for details. …More : Available as part of an option package

Appearance Package

Piano-black side-skirt rocker panels : Available as part of an option package

17-in. 5-spoke alloy wheels with gunmetal wheel inserts and P215/45R17 tires : Available as part of an option package

Two-tone (black and gunmetal) front and rear bumpers : Available as part of an option package

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