The list is compiled annually by KBB.com editors to highlight vehicles that address unique family specifications and situations, and offer innovation.

“Our annual list is aimed at helping families find the right ride and always include something for everyone, with a special nod to what is new,” said Jack R. Nerad, executive editorial director and executive market analyst for Kelley Blue Book’s KBB.com.

Kelley Blue Book’s KBB.com editors offered these thoughts on the two Toyota models:

On the 2013 Toyota Prius v: “Let’s say you love Toyota vehicles and want the exceptional fuel economy of a hybrid, but the standard Prius just isn’t big enough. Then consider the 2013 Prius v, which comes jam-packed with all the Prius-ness you crave while also offering roughly 50 percent more cargo space. Yes, plus-sizing the Prius cuts combined fuel economy from 50 mpg to 42 mpg, but among family-friendly vehicles the Prius v remains a mileage champ.”

On the 2013 Toyota Avalon: “Renowned for its spacious interior quarters, abundance of luxury features and sofa-soft ride, the fully redesigned Toyota Avalon can now add “high style” to its list of highlights. In addition, laudable fuel economy coupled with an exemplary reputation for reliability and quality, make the 2013 Avalon a smart buy for today’s value-conscious family.”

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Yesterday, Toyota Motor Co. announced that it is initiating a program to voluntarily correct defective exhaust components on its Prius Alpha and v models.

Labeled a “service campaign” by the automaker, the problem revolves around weakened exhaust actuators, which can cause engine coolant leakage resulting in the car switching to limp or “safe” mode. A similar bulletin was issued a few years ago that affected second-generation 2004-07 Prius models.

This time out, the program reportedly affects some 8,000 Prius Alpha models in Japan and some 20,000 Prius Vs in North America. Customers will be notified and asked to bring their vehicles to their nearest dealer, who will replace the weak actuators free of charge.

This service campaign follows a number of Toyota recalls in recent months, including one in North America in March. In this case, more than 680,000 Camry sedans, Tacoma pickups and Venza crossovers were recalled for faulty brake lights and airbag issues.

As Toyota looks to get back on track following last year’s natural disaster in Japan, which severely hampered production and supply, the Prius, given its popularity and halo status within the current Toyota lineup, is likely to play a pivotal role in that recovery.

And, given that a highly publicized spate of recalls in the last few years tarnished the automaker’s reputation for quality, Toyota appears to be doing all it can deal with such issues quickly and effectively.

Wall Street Journal

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In response, the 2012 Prius v, for “versatility,” joined the standard third-generation Prius last fall as the second model in a new Prius family of cars that also includes the just launched Prius c, an economic compact version. The fourth family member, the Prius Plug-in, will arrive in the next several weeks.

Sporting nearly 60 percent more cargo space, the Prius v earns its additional room at the expense of 8 mpg. The v is bigger, wider and taller – but delivers an EPA average of 44 mpg in the city and 40 on the highway – instead of the 51/48 of the conventional Prius Liftback version. It also has a bigger price tag with a starting price of $26,400 compared to the Liftback’s base price of $24,000. There are three trim levels offered: the Prius v Two, Prius v Three and Prius v Five.

Looks (Mostly) Like A Prius

Historically, people either love or hate the Prius’s wedge shape, and the dramatic curve of its liftback. No matter which camp you’re in, the Prius design is undeniable. For the front half of the Prius v, the signature wedge remains in place, but the rear end breaks the mold with a sheet metal design that looks back heavy and somewhat awkward. (Remember the Pontiac Aztek?)

It’s easy to categorize the v as a station wagon version of the Prius, but it’s not just a stretched out standard Prius with a new body. The new vehicle, designed from the ground up, is larger in all dimensions versus the 2012 Prius Liftback. The Prius v rides on a 109.4-inch wheelbase compared to the 106.3-inch wheelbase of the conventional Prius Liftback, and the overall length of the v is 181.7 inches versus 175.6 inches for the Liftback. Add 1.2 inches in width and 3.3 inches in height and the v not only has more cargo space, but also offers additional passenger room.

Not quite as aerodynamic as the Liftback model, the Prius v nonetheless has a commendable 0.29 coefficient of drag. Toyota engineers paid careful aerodynamic attention to the bumpers, corners and roofline, as well as rocker panels, mirrors, wheels and wheelcovers. Still, apart from an enlarged front under grille and the higher, extended roofline, culminating in a discreet lip spoiler above the rear liftgate, there are few external differences.

Same Hybrid System And Drivetrain

The hybrid system and drivetrain for the Prius v are nearly identical to the one used in the Prius Liftback model. With judicious pressure on the accelerator pedal, Toyota’s Hybrid Synergy Drive System allows the Prius v to travel at around-town speeds on electric power alone. Sensors decide when to employ gasoline engine power or a combination of gas and electric propulsion: the goal is to efficiently balance fuel economy and acceleration.

The gas engine is a 1.8-liter Atkinson-cycle, four-cylinder engine producing 98 horsepower at 5,200 rpm. Together with its electric motor, the hybrid system generates a combined 134 net horsepower. Like all Prii, the v uses a continuously variable transmission (CVT), which acts like an automatic transmission but employs infinite ratios rather than preset gearing.

The hybrid system uses the engine and regenerative braking to recharge a slightly smaller on-board nickel-metal hydride battery pack; there’s no plug-in capability. With the batteries sufficiently charged, the system can further save gas by automatically shutting off the engine when the car comes to a stop and restarting it when the brake pedal is released.

The system carries over four driving modes – Normal, Power, Eco and EV. Power maximizes throttle input at the expense of fuel economy, useful for freeway merging or passing slower vehicles; ECO has sluggish acceleration but provides the best mileage; and EV allows driving at low speeds for about a mile on electric power only. The normal mode, which is the default when the car is started, is somewhere between ECO and Power when it comes to fuel mileage and acceleration performance.

Bigger Is Better

For those considering a five-seat crossover vehicle, a look at the Prius v could sway your decision. Behind the rear seat is 34.3 cubic feet of cargo space, which increases to 40.2 cubic feet when the back seats are moved forward. Fold the 60/40 split rear seats flat, and that number swells to 67.3 cubic feet. That’s more room than the Chevrolet Equinox, Ford Escape, Honda Element or Nissan Rogue crossovers offer.

There’s more. Respectable sized underfloor storage bins add to the Prius v’s function as a family hauler. Additional interior storage includes door pockets, two gloveboxes, a console bin and a large open cubby beneath the center stack.

If you’re familiar with the standard Prius, you won’t find any surprises in the cabin’s front half. That means an instrument panel placed in the center of the dash below the windshield rather than the traditional location behind the steering wheel. Readouts include the speedometer, fuel gauge, trip odometer, gear selection, battery state of charge and a graph showing real-time driving efficiency.

Below the instrument panel, is a screen in the center console with more hybrid info. An Energy Monitor display shows the power flow between the engine, battery and electric motors. It’s great for entertaining passengers who have never experienced a hybrid car, but if you believe safe driving includes keeping your eyes on the road, don’t select it.

The Prius v’s larger dimensions are focused on the cargo area, but passenger space is increased by 3 percent compared to the Liftback. This translates to a little more leg, shoulder and hip room plus a generous amount of headroom. Front seats are large and well bolstered. Short and tall drivers should feel equally comfortable behind the wheel with a standard tilt/telescoping steering wheel and height adjustable seat.

Like its smaller sibling, the Prius v has a smart key system with push-button start; an electronic shift lever; hill assist control, a back-up camera, and seven airbags – all as standard equipment. Available options include energy-efficient LED headlamps; dynamic radar cruise control with a pre-collision system; and a parking guidance system.

2012 Prius v buyers can also be treated to the Entune infotainment system, Toyota’s answer to Ford’s SYNC system. Connect a smart phone to the vehicle via Bluetooth or a USB cable and Entune’s features are then operated using the vehicle’s controls or, for some services, by voice recognition. Mobile apps for Entune include Bing, iHeartRadio, MovieTickets.com, OpenTable, and Pandora. Entune data services include a fuel price guide, sports scores, stocks, traffic and weather.

Behind The Steering Wheel

To my knowledge, no one has proclaimed the Prius Liftback a “fun-to-drive car,” and the Prius v follows in the same tracks. Handling balance is nose heavy and the electric power steering has a numb, disassociated feel. Both are impediments to competent cornering; even straight-line tracking seems compromised by the steering’s artificial feel. Enthusiast-minded drivers will turn their noses up at these characteristics but as a family hauler, it offers an acceptable drive. On the plus side, engine start-stop is unobtrusive while on the road, the interplay between the gas engine and electric motor is, for the most part, insignificant.

For the first time, engineers have employed the hybrid system to control what they call “pitch and bounce” by applying extra tension to the front wheels under some road conditions. We didn’t exactly feel the claimed benefit during our week with the v, but this version of the Prius maintained the overall driving profile of its predecessor: comfortable, somewhat noisy and easy to drive.

With a weight gain of around 250 pounds, the v’s acceleration can best be described as leisurely so passing on two lane roads needs to be well planned. Toyota says that the 0-to-60-mph time is 10.4 seconds, versus 9.8 seconds for the Prius Liftback, a pace that won’t win any stoplight drags. That’s OK. It’s not the reason for this vehicle. Its raison d’etre is to provide as much or more cargo space as nearly every small SUV on the road – and to trample that competition on efficiency by granting 42 mpg combined fuel economy when those vehicles commonly eke mileage in the mid-20 mpg range.

As for that EPA 42 mpg combined rating, like all of our Prius test drives dating back to 2000, the 2012 Prius v blessed us with a higher number. After 339 miles of mixed driving we average 43.7 mpg.

The Family Hauler For You?

At the moment, the Prius v has no head-to-head competitor. There isn’t another vehicle that can deliver the fuel mileage and interior space at any cost. With a sticker price of $26,400, the base 2012 Prius v Two is reasonably well equipped, but if you don’t need the space, the base 2012 Prius Liftback is $2,400 less and delivers a combined 50 mpg. If the v is the best fit for your needs and you want more features, the Prius v Three starts at $27,165, the Prius v Five at $29,990. Surprisingly, there are no entertainment screens for backseat passengers offered. Sorry kids.

For fuel economy and space, the closest Prius v challenger is the Volkswagen SportWagen TDI. This turbocharged diesel powered wagon has a smidgen less cargo room and bests the Prius v’s highway numbers by 4 mpg, but is 8 mpg shy of what the v gets in the city. The bonus is, at about the same price, performance handling is included. If seven-passenger seating is a must, the Mazda 5 falls within inches of the Prius v’s exterior and interior dimensions and has minivan-type rear sliding doors. Fuel mileage won’t match the v, but the 21/28 mpg combined with a starting price of $19,625 make it a practical option.

The 2012 Prius v is a segment-buster with all the versatility and comfort of a family hauler while delivering unparalleled fuel economy. This larger version of the quintessential hybrid vehicle fulfills its mission: a more versatile hybrid than the already useful Prius Liftback.

Prices are manufacturer suggested retail price (MSRP) at time of publication and do not include destination charges, taxes or licensing.

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Toyota has high hopes for the Prius V, the second model in an expanded Prius line of hybrids. The company expect that the additional passenger and cargo space on the V will help push Prius into the mainstream market, and even one day make the quintessential gas-electric car Toyota’s top selling vehicle.

The model—sold as the Alpha in Asia—went on sale on May 13. Based on higher than expected orders, Toyota plans to increase monthly production to 70 percent above initial targets by this fall, according to Reuters and Nikkei business daily. In Japan, customers have to join waiting lists to purchase the Prius V.

Toyota plans to boost production to 5,000 vehicles per month from 3,000. In Japan,
The Prius V wagon comes in a two-row, five-seat version and a three-row, seven-seat version. In America, it’s only available as the five-seater.

The V goes on sale in the United States this fall. The exact date and pricing have not yet been announced.

Bob Carter, Toyota Division Group Vice President and General Manager, told HybridCars.com that he expects the V to bring in 15 to 20 percent more Prius buyers—almost a completely different group of new folks who historically reject the Prius liftback “just because of size and capacity.”

Toyota has hinted that it expects Prius to outsell its long-time mainstream mass-sellers, the Camry and Corolla, in a matter of years.

“The Prius V looks a lot like a Prius, but it has an extended roofline, giving it nearly 60 percent more cargo room than the existing Prius,” said Doug Coleman, Toyota’s Prius product manager, in an interview with HybridCars.com. “That’s more than many small SUVs.” Coleman said that Toyota has been studying the idea of a larger Prius for a number of years, and decided that it was the right time to introduce the model.

The Prius V earns its additional room at the expense of 8 mpg. The V is bigger, wider and taller—but delivers an EPA average of 44 mpg in the city and 40 on the highway—instead of the 51/48 of the existing liftback version. We recently gave the vehicle a hard drive around the hills and coastal roads of Half Moon Bay, Calif., mostly using standard mode—rather than Power, Eco or EV—and found it almost impossible to bring the average mileage below 40 mpg.

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The company’s goal in producing a wagon-like version of the Prius—as the second model after the classic liftback, in an expanded Prius line—was to add more passenger and cargo room while still delivering stellar efficiency. Toyota Division Group Vice President and General Manager Bob Carter told HybridCars.com that he expects the V to bring in 15 to 20 percent more Prius buyers—almost a completely different group of new folks who historically reject the Prius liftback “just because of size and capacity.”

On behalf of the many hybrid fans clamoring for a fuel-efficient people mover with three rows of seats, we asked Mr. Carter if the version of the Prius V going on sale in Japan—dubbed the Alpha rather than V—would be coming to America. Sorry, folks. Carter said that model is not suitable to the U.S. market, because the third-row seats would be a very tight squeeze.

The V goes on sale in Fall 2011. The exact date, and exact pricing, has not yet been announced.

Same Hybrid System in a Bigger Body

The Prius V earns its additional room at the expense of 8 mpg. The V is bigger, wider and taller—but delivers an EPA average of 44 mpg in the city and 40 on the highway—instead of the 51/48 of the existing version. We gave the vehicle a hard drive around Half Moon Bay’s hills and coastal road, mostly using standard mode—rather than Power, Eco or EV—and found it almost impossible to bring the average mileage below 40 mpg. Other media teams were gentler and easily beat the 44 mpg estimated average.

The current Prius liftback is pinched for space, but the Prius V offers more room for people and stuff.

In a series of 30-minute and one-hour drives with ample curves, we found the steering and handling to be well-balanced if not downright elegant. The 1.8-liter V4 engine and hybrid system—the same one found on the liftback—was capable of the job of moving the larger format. Toyota keeps the nickel metal hydride battery technology on this version, but managed to slightly reduce the overall size of the pack.

For the first time, engineers employed the hybrid system to control what they call “pitch and bounce” by applying extra tension to the front wheels under some road conditions. We didn’t exactly feel that on our ride, but this version of the Prius maintained the overall driving profile its predecessor: comfortable, accessible and easy—if not exactly the most exciting ride. That’s okay. It’s not the reason for this vehicle. Its raison d’etre is to provide as much or more cargo space as nearly every small SUV on the road—and to stomp that competition on efficiency by granting 42 mpg when those vehicles commonly eke mileage in the mid-20 mpg range. The Prius V succeeds.

Interior build quality, as expected, ranges from near-luxury for the top-of-the-line trim levels to humble and basic for the cheaper trims. Layout and ergonomics is classic Toyota. It works. The company spent a ton of time at the media event talking up its Entune infotainment system, which when it worked provided some cool features—like on-board Bing searches that offered up maps to the navi or a call via a Bluetooth-linked phone with one push of the touchscreen. However, a number of the vehicles at the event had trouble keeping the data sync via Bluetooth.

The Camrification of Prius

Historically, people either love or hate the Prius’s wedge shape, and the dramatic curve of its liftback. No matter which camp you’re in, the Prius design is undeniable. For the front half of the Prius V, the iconic wedge remains in place—but the rear end breaks the mold. Engineers did a great a job of producing a very competitive .29 coefficient of drag—but this second Prius model starts to look slightly less like a Prius, and more like any other Toyota model.

It’s not a literal comparison, but going for versatility and appealing to mainstream buyers, could water down (even if just a little) what has made the Prius unique in the marketplace.

Perhaps this is intentional. After all, Toyota has hinted that it expects Prius to outsell its long-time mainstream mass-seller, the Camry, in a matter of years. You could view the shift in body design as a necessary gesture to bring in more buyers—or as diluting the Prius brand’s mojo. Prius has been exciting to the green set because it’s different and it leads in mpg. The Prius V is less unique, and although it still leads in efficiency for the functionality it provides, it’s simply no longer cutting-edge—especially in the era of electric cars and plug-in hybrids that have nominal EPA ratings heading toward triple digits.

In other words, maybe it’s finally time for the Prius to “cross the chasm,” that mythical marketing moat that separates early adopters from mainstream Middle America. The prospect of $5 gas is perhaps exactly the right time to move Prius into the heartland. However, one nagging worry is that in crossing the chasm, the Prius could be jumping the shark. As a derivative of the liftback, it looks fine—but if this was your first exposure to Prius, the sheet metal design looks back heavy. The Prius V’s large rear end is a bit awkward—not as bad as the Pontiac Aztek (widely regarded as one of the ugliest cars of all time), but any conjuring up of images of the Aztek can’t be a good thing. The Prius V stands for Versatility, just as the Aztek used this tagline when it was introduced more than 10 years ago: “Quite possibly the most versatile vehicle on the planet.”

So, let’s hope the Prius V is more of a Camrification of the Prius, rather than an Aztekification. And that those 20 percent of new Prius owners love their hybrids as much as the 1 million American Prius drivers already on the road—not for being ahead of the curve in terms of technology and design, but for being a solid practical choice in an era of high fuel prices.

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Toyota stopped by Berkeley today to give HybridCars.com our first look at the Prius V, which has 50 percent more cargo space than the current Prius, while delivering 42 miles per gallon in city driving and 38 mpg on the highway.

All the specs and details—as well as driving impressions—about the Prius V are coming in the next week or two. In the meantime, here are a few of our photos that reveal if the V for Versatility lives up to its name.

The post First Close-Up Look at Toyota Prius V (Exclusive Photos) appeared first on HybridCars.com.

Does that mean the Prius V will not go on sale in the United States in late summer 2011 as planned? Not necessarily. “This hasn’t been determined,” said Toyota spokesman Mike Michels.

The Prius V has 50 percent more cargo space than the current Prius, while delivering 42 miles per gallon in city driving and 38 mpg on the highway. Pricing has not been announced.

As a new model—one that answers the needs of hybrid shoppers who have been seeking more passenger and cargo room—the Prius V was already likely to be in high demand and short supply in 2011. The current jump in gas prices—hitting a national average of $3.56 and $3.96 in California this week—has intensified demand for hybrids, while the effects of the earthquake have at least temporarily crimped production.

Those impacts are only now hitting U.S. hybrid dealers. Last week, Mike Sullivan of the L.A. Car Guy—reported to be the nation’s number one seller of hybrid cars—told HybridCars.com, “Hybrid sales are very good, but there’s no panic purchasing.” He said that his dealerships are running a 45-day inventory. “That will be fine, and then in around 45 days, the inventory will take a hit.”

This could mean standard prices and deals in March and April, followed by temporary waiting lists and dealer mark-ups in May. And then by summer, inventories could return to normal, just as the Prius V enters the market.

“We will be fine long term,” Sullivan said. “Our concern now is Japanese families trying to regain any kind of normal life.” The L.A. Car Guy dealership group established a matching fund with its 700 employees to raise at least $50,000 in relief funds.

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