Sector: Upper Medium Price: €28,150–€32,150 Fuel: 3.0–3.3l/100km CO2: 70–76g/km

Arguably launched before its time, the first Prius was a 20th Century solution to 21st Century problems. Years before legislation twisted the arms of other brands, it gave Toyota a platform to lead on CO2 figures and air quality, and it’s spearheaded big changes.

While others relied on diesel, hybrid is a core technology for Toyota and Lexus. The two brands sold nearly 209,000 in Europe last year, hybrids are a third of its sales mix in Western Europe, and it has ambitions to take that up to 50% by 2020. The Prius introduced the market to technology now used in everything from superminis to luxury SUVs.

But the spearhead has become a bit of a niche model. The Prius accounted for around 3% (7,853 units) of the brand’s European hybrid sales last year, with the Auris and Yaris hybrids outselling it 11 and 10 to one respectively. Toyota appears to be comfortable with that, now showcasing its spearhead hybrid in a swooping, sharply-creased, futuristic body. It’s not targeting large volumes, and makes no effort to blend in.

The drivetrain is an evolution of the outgoing car’s. Its 1.8-litre petrol engine warms up faster and is industry-leading in its ability to avoid wasting energy as heat, the two electric motor-generators are smaller and lighter and weight has been shed from all of the hybrid system to avoid intruding on cabin space.

But the big difference is the way they’re used. Although slightly less powerful than before, the drivetrain utilises its electric motor more frequently, both assisting the engine and as the only power source. So throttle responses are sharper, the engine less prone to droning under load, and it can coast at up to 110kph using no fuel. It’s much easier to keep the petrol engine switched off, and the Prius is now as fuel efficient on the motorway as it is in town.

Toyota has also acknowledged its shortcomings as a driver’s car. It’s the first on a new modular platform, with a much stiffer structure, a lower centre of gravity and a sportier seating position than before. This won’t lure GT86 drivers out of their coupes, but it feels much more like the upper-medium car it’s claimed to be. Ride quality is supple, the controls reassuringly weighty, the dashboard wraps around the driver and it feels far more sure-footed while cornering.

The cabin is radically different, with the swathes of hard, textured grey plastic replaced by colour displays, consistent fonts and phosphor blue illumination, accented with chrome and gloss. It’s still unmistakeably a Prius, but finally on par with rivals in terms of quality and design, only let down by a clunky navigation system.

Trim levels vary by market, but most models come equipped with dual-zone climate control, digital radio and Toyota’s touchscreen infotainment system across the range, along with a few driver assistance systems. However, it’s worth noting that not all versions feature the soft-touch cabin materials fitted to our test car, and there was no opportunity to see what the alternative looks like. Business car essentials such as satellite navigation also tend to mean moving up to larger wheels, curbing its fuel efficiency, but with the option to stay on the smaller wheels in markets where this affects running costs.

The Prius is one of only two cars without a mains-rechargeable battery to emit less than 75g/km – the other is the much smaller Yaris Hybrid. It remains a showcase for hybrid technology, rather than a mass-market car, but beneath that striking exterior, perhaps the most remarkable quality is how normal it’s become to drive.

Verdict:

Effortlessly efficient and much better to drive, the pioneering Prius is continuing to set the standard for hybrids in Europe. A well-rounded alternative to the variable real-world economy of a plug-in hybrid, for those who can live with the outlandish styling.