2025 Toyota Prius Nightshade review: Excellent again

Just avoid the yellow paint. It's far worse in person.

2025 Toyota Prius Nightshade review by The Road Beat

Words and pictures: Mitchell Weitzman

It's official: we got yellow Toyota Priuses before we got Grand Theft Auto VI. It’s wild to think we got cool, stylish Prius hybrids before Rockstar’s next global phenomenon. “Phenomenon” is also how one could describe the latest Prius, which continues to turn heads several years into its existence. It’s not perfect, but it’s damn good for a daily commuter, proving that economy doesn’t have to look lame anymore. The Nightshade trim adds glossy black exterior accents that further spruce up its sleek look.

Picks

Style for days—a phrase I never thought I’d utter about a Prius. Yet, its sleek profile and wedge shape mark a shocking departure for a nameplate once synonymous with the ugliest, slowest cars on the road. My praise for its style stands, despite the otherwise horrendous yellow color.

Fuel economy is superb, averaging 46 MPG over a week of mixed driving—the best I’ve seen from any car in the past year, achieved with ease. Unlike the molasses-like character of past Toyota hybrids, the new Prius boasts a punchy 194-horsepower hybrid powertrain that hits 60 MPH from a standstill in just over seven seconds flat. Throttle response is nearly instantaneous, aided by a cooperative continuously variable transmission (CVT) that syncs seamlessly with the hybrid and combustion engines.

Despite its midrange Nightshade trim badge, the interior is welcoming and well-appointed. The faux-leather seats impress with their texture and finish. At $36,308, including destination, it’s not cheap, but it’s far from expensive, especially when top-tier Camrys and other Priuses now easily crest into the forties. All the bells and whistles, including safety systems, are present, and the large 12.3-inch touchscreen is user-friendly and visually appealing.

On the road, the Prius drives better and as good as ever. Steering is precise on highways to limit any wandering, the ride quality is refined over most surfaces, and you can toss the Prius into corners at a pace that was never previously thought possible. For the average consumer and target market for the new Prius, it's a nice car to drive each day. Maybe not the sports car its looks might lead you to believe, but it's head and shoulders above any past Toyota wearing the same name.

On the road, the Prius drives better than ever and is a far cry from the inert mediocrity of previous generations. Steering is precise on highways, minimizing wandering, and the ride quality is refined over most surfaces. You can toss the Prius into corners at a pace unimaginable for its predecessors. For the average consumer and target market, it’s a pleasant daily driver. It’s not the sports car its looks might suggest, but it’s head and shoulders above any prior Prius.

Nicks

Negatives are few, but some can be notable for picky buyers. Despite my disdain for the desaturated, unappetizing yellow color— named Karashi and evoking the most expired shade of Heinz’s condiment—this is still a terrific-looking car and should be enjoyed in any hue but this. I love yellow, for the record, but this shade is yellow done horribly wrong. Another issue is the small back seat that suffers from both a lack of head and legroom.

The hybrid powertrain is plenty powerful and delivers god-tier fuel mileage, but the four-cylinder engine still suffers from the moaning and groaning typical of Toyota’s combustion engines. When you floor it to merge onto a freeway, for example, the noise invading the cabin is frankly awful, worsened by the CVT holding a constant RPM and therefore constant loud volume. Other brands have crafted smoother, more pleasant four-cylinders—this isn’t one of them, retaining the worst aspects unfortunately.

While decent to helm on highways and surface streets, pushing the pace on a winding country road reveals its limitations, with handling that deteriorates sooner than expected. Steering lacks feel, therefore contributing to a vagueness that leaves you unsure of what’s happening beneath you. Compounding this uncertainty, if you chuck the Prius toward an apex, you’re met not with immediate understeer, but with a delayed reaction before the car actually changes direction. In quick transitions from left to right, there's lots of heaving and wallowing as the Prius loses composure. So, despite its sporty looks, the Prius is not a sports car. A sporty Prius, but not a sporty car.

I also don't like the view out front, with a long dash that makes it feel larger than it is, plus A-pillars that hinder peripheral visibility, something that makes city or even parking lot driving more challenging as well as tougher to look ahead through a corner. Speaking of hindering, the safety systems - especially the lane departure warning and correction - can often be overly intrusive.

The view out front is also problematic. With a long dashboard making the car feel larger than it is, and thick A-pillars hindering peripheral visibility, this can complicate maneuverability in city driving, such as parking and looking through intersections. Additionally, the safety systems—particularly the lane departure warning and correction—can feel overly intrusive.

Not sports car, but an excellent commuter

I’ve mostly confirmed that the Prius isn’t a sports car to rival Miatas or Boxsters, but we already knew that. Its sleek appearance raises hopes for visceral thrills or corner-carving prowess, but those remain elusive. Toyota has mastered the MPG game, but the engine needs NVH refinement, or whether fully-electric would be a better fit still.

For the basics that most drivers care about, the Prius excels with its curb appeal, economy, and decent interior. The only reason to choose a Camry over this would be for a larger back seat. Otherwise, it’s hard not to recommend the Prius as a practical, potent, and surprisingly sexy daily driver.

2025 Toyota Prius Nightshade

Price as-tested: $36,308

2025 Toyota Prius Nightshade basic specifications

• Powertrain: 2.0L inline-4 gasoline engine + hybrid electric motors (fifth-generation Toyota Hybrid System)

• Horsepower: 194 net hp (FWD)

• Transmission: Electronically controlled continuously variable transmission (eCVT)

• Drivetrain: FWD standard; AWD optional (+$1,400)

• 0-60 mph: ~7.1 seconds

• Fuel Economy (City/Highway/Combined): 52/52/52 mpg (FWD); 49/50/49 mpg (AWD)

• Real World Economy: 46 MPG

• Fuel Tank Capacity: 11.3 gallons

• Battery: Lithium-ion (hybrid system)

• Starting MSRP: $33,630 (FWD); $35,030 (AWD)

• Dimensions (L x W x H): 181 in x 70 in x 56 in

• Wheelbase: 108 in

• Curb Weight: ~3,300 lbs

• Volume

  • 20.3 cu ft (behind rear seats); 36.6 cu ft (seats folded)

  • Passenger Volume: 94 cu ft (5 passengers)

• Wheels/Tires: 19-inch black-finished alloy wheels; 195/50R19 tires

• Infotainment: 12.3-inch Toyota Audio Multimedia touchscreen (standard); wireless Apple CarPlay/Android Auto; 6-speaker audio

• Safety Features: Toyota Safety Sense 3.0 (standard): Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, Lane Tracing Assist, Road Sign Assist, Automatic High Beams; Blind Spot Monitor with Rear Cross-Traffic Alert

• Warranty: 3 years/36,000 miles basic; 5 years/60,000 miles powertrain; 8 years/100,000 miles hybrid components; 10 years/150,000 miles hybrid battery