2012 Toyota Prius c

2012 Toyota Prius c

Episode 3130
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

By now you’ve heard much about the Toyota Prius family of hybrid cars. Well, the latest member to join the family is its smallest one yet, the Prius C. The C-for-city promises the best around town fuel economy of any non-plug-in hybrid on the road.  But, is there anything more to the C, than just good mpg?

Every family is happy to see a new “little-one” arrive, and this 2012 Toyota Prius C is no exception. With great fuel economy being one reason that more people are looking at smaller cars and certainly the main reason people buy hybrids, the C looks to be the perfect marriage of the two and the right car at the right time. 

But before we declare that, let’s download the data. The Prius C is based on a shortened Yaris chassis, so when we say it’s a small car, we’re not exaggerating. Wheelbase is just 100.4-inches. Overhangs, both front and rear are very brief, making it appear even shorter than it is. Overall length is just 157.3-inches.

Standard wheels are steel and 15-inches in diameter, with 16-inch alloys optional. Up front, the look is familiar Prius, but with sizable trapezoidal grille openings that help to give it a sportier tilt. 

The rear-end tapers in a bit to optimize aerodynamics, which are also helped by a hatch-top rear spoiler. Tall, vertical tail lights wrap up into the fenders to help give the look some substance. Good thing since the C only weighs 2,500 pounds, or about 500 less than the standard Prius.

So, not surprisingly it is powered by a downsized Hybrid Synergy Drive system, starting with a 1.5-liter I4 rated at 73-horsepower and 82 pound feet of torque. That little engine-that-almost-can gets much needed help from a pair of electric motor-generators to give a combined output of 99-horsepower. 

All of that gets you a Government Fuel Economy Rating of 53 City on Regular gas. While that’s the best of any current hybrid, its highway rating of 46 is actually less than the larger Prius, so the C’s combined rating of 50 is the same.

Energy Impact Scores also match the regular Prius at a stingy 6.6-barrels of oil per year, while emitting only 2.9 annual tons of CO2. 

Despite the miniature powertrain, the C’s light weight makes it feel more spirited than its larger brethren. Still, we estimate the 0-to-60 time is similar at about 10.5 seconds.

You can tool around in ECO and EV modes only; there’s no Power mode like the larger cars, and power still flows through a foggy CVT transmission, so there’s nothing sporty to note here either.

For a car that’s designed to be a “city car”, the C holds its own on highways just as well. We never felt a lack of power, but we did have fairly low expectations going in. Visibility is good all around, and the C doesn’t feel tiny when you’re behind the wheel; it’s also quieter than the typical subcompact.     

The tilt/telescoping steering wheel has redundant controls, and as in all other current Prius’, Smart Key with keyless entry and push button start is standard. 

The two-tone interior is a good mix of youthful styling with comfort and user-friendliness. Seats are cloth except for top- level C4 trim that get SofTex simulated leather. The folding rear seat is either 1 or 2 piece, depending on which grade you purchase and trunk capacity is generous at 17.1 cubic-feet.

In current Prius vein, the dash-top gauge cluster includes a color info screen with a multitude of different fuel economy screens, and on the passenger side of the dash is a media tray with USB and auxiliary inputs. 

With four trim levels, pricing begins at $19,710 for a Prius C One. That’s some 3 grand less than the standard Prius. The top level C Four is stickered at $23,990. 

There’s no argument that the best selling point of the 2012 Prius C is its great fuel economy. But beyond that, the C is also a pretty decent subcompact overall. Add in a well equipped price that doesn’t break the bank, and it looks like the C is indeed more than just good MPG. 

Specifications

  • Engine: 1.5-liter I4
  • Horsepower: 73
  • Torque: 82 lb-ft.
  • 0-60 mph: 10.5 seconds
  • EPA: 53 mpg city/ 46 mpg highway
  • Energy Impact: 6.6 barrels of oil/yr
  • CO2 Emissions: 2.9 tons/yr
2025 Infiniti QX80 1

2025 Infiniti QX80

Infiniti’s Flagship SUV Sets A Course For Extravagance

Episode 4437
Auto Value and Bumper to BumperTire Rack "The Way Tire Buying Should Be"

This full-size Infiniti QX80 started out as the QX56, a hastily rebadged version of Nissan’s truck-based Armada full-size utility. That was in the early 2000s when the luxury SUV craze was exploding. It wasn’t as much as a game-changer, as it was “try to keep upper”. Now, this new QX80, Infiniti is promising to “Reimagine the luxury SUV”. Let’s see if Infiniti has turned their imaginations into reality.

Well, if over the top is what Infiniti was shooting for in the all-new 2025 QX80, mission accomplished. There’s an overall feeling of extravagance here that we haven’t experienced from Infiniti in quite some time.
It’s not just the open pore ash wood trim with aluminum inlays, 24-speaker audio, and plush quilted leather seating; there’s also nicely integrated ambient lighting, a massive glass roof, plenty of tech, lots of active driving assistance, and even chilled center console storage. Forward of that is a dual touchscreen setup; the top 14.3-inch touchscreen for infotainment sits next to the digital gauge display in a single housing; while just below, there’s a 9-inch one for climate controls.

You are reminded this is still a body-on-frame utility the moment you have to climb up into the cockpit, but there’s also the commanding view of the road that comes with that. Captain’s chairs are standard for the second row, but a three-place bench is optional with all trims except for top Autograph which comes exclusively with these climate-controlled massaging chairs, along with a touchscreen control panel. The third-row experience is great, too, with heated leather seating, and adult size room for three.

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Now, there is a whole new experience coming from under the hood. The last gen’s V8 has been replaced with a new twin-turbo 3.5-liter V6 rated at 450 horsepower, 50 over the V8. More notably, torque is up by more than 100 lb-ft to 516. Transmission is a nine-speed automatic, two more gears than last year, with rear-wheel drive standard, four-wheel drive an option. Max tow rating is 8,500-lbs.

And at the test track, it did pull strongly off the line, getting up to speed in a hurry with the 0-60 sprint taking just 6.3 seconds. There is roughly 3 tons of weight to push through the quarter-mile, but that twin-turbo does it well, finishing in 14.7 seconds at 95 mph. Gear changes are incredibly smooth, while not hindering acceleration in any way.

It's an impressive looking utility from any angle.

In panic braking runs, there was some fade and a considerable amount of nosedive, but our average stopping distance of 115 feet is not bad for a vehicle as big and heavy as the QX80. Last gen, the QX80 moved from the Titan truck platform to the global Patrol SUV chassis, which shifted the vibe from budget Escalade to Lexus LX fighter. The attending improvement in ride and handling was the real bonus, and that largely continues for this gen with air suspension and Dynamic Digital Dampers on all but base QX80s. While we could certainly feel all that weight through our cone course, body roll was well-controlled and without significant oversteer or understeer.

It’s an impressive looking utility from any angle, starting right up front with the big “bamboo forest” grille. The overall shape is boxy, but all body panels are smooth; and for better or worse, Infiniti joins the flush door handle fad. Look for its “Artistry In Motion” design theme to work its way down through the rest of the Infiniti lineup. All QX80s ride on 22-inch wheels except for base Pure trim which makes do with 20s.

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A full power play includes standard motion-activated rear liftgate and power operation of both second and third row seats, expanding cargo capacity from 22 cu-ft behind the third row to 59 behind the second, and a max of 101.0 cu-ft with both rows folded.

Government Fuel Economy Ratings with four-wheel-drive are not great: 16 city, 19 highway and 17 combined. We averaged 18.6 mpg of premium. That’s a much worse than average Energy Impact Score, using 17.5 barrels of oil annually, with 8.6 tons of CO2 emissions.

Driving such a PUREly LUXEurious SENSORY overload, you’ll probably be expecting people to want your AUTOGRAPH, which we’re guessing is how Infiniti came up with their grade structure; pricing starts with Pure at $84,445 and climbs to $112,590 for Autograph.

The 2025 Infiniti QX80 is a massive SUV that delivers massive amounts of power and luxury. They aimed for the moon here and have clearly blasted themselves into a much more competitive orbit in the big buck, big hauler, sport-utility galaxy.

Specifications

As Tested

  • Engine: 3.5-liter twin-turbo V6
  • Transmission: 9-speed automatic
  • Horsepower: 450
  • Torque: 516 lb-ft.
  • EPA: 16 City | 19 Highway | 17 Combined
  • 0-60 mph: 6.3 seconds
  • 1/4 Mile: 14.7 seconds at 95 mph
  • Braking, 60-0 (avg.): 115 feet
  • MW Fuel Economy: 18.6 mpg (Premium)