Holly Oaks — The hybrid Toyota Prius — Pious to its detractors — has always been designed to stand out. To be a statement. For its fifth generation, it’s chosen beauty.

Like the goth nerd who blossomed into the prom queen, the 2023 Prius has ditched its polarizing design to become one of the market’s best-looking compact hatchbacks. Green is chic, and Prius now dresses in fashionable, simple wardrobe like a Tesla or a Mercedes EQ sedan.

Pious? Call it Precious.

The beauty is hardly skin deep. The Toyota sits on a much firmer TNGA platform — light years from its original noodle-soft frame — for better handling. Its interior is more mature, too, adopting conventional tablet console screen and ditching the bathroom sink-white console trim.

Signature design cues like the dash-mounted shifter and split rear window are gone. Yes, there’s an instrument display at the base of the windshield, but this is more familiar to the electric bZ4X than to the old middle-mounted display. All this mainstreaming is a recognition that Prius is no longer a freak — it’s been joined by numerous other hybrids, including the Hyundai Elantra, Honda Civic and the Corolla and Corolla Cross Hybrid cousins.

With hatchback and sedan sales out of vogue, Prius takes its battery act upscale where the customers are. This Prius is a big step up on looks, handling and tech while not forgetting its calling card: efficiency.

The base Prius boasts an impressive 52 mpg — but it also comes with a more powerful plug-in option that claims 48 mpg and 44 miles of battery-only driving. My Prius Prime tester’s duality as a hybrid and EV was impressive.

As I eased it out of my driveway on a Saturday morning, the fully charged Prime defaulted to EV mode.

Like a Tesla, my Prius Prime quietly glided around town on electrons. Unlike my big battery, 80 kWh Tesla Model 3, however, the Prime’s 10.9 kWh battery has limited torque. You won’t be out-dragging Bimmers from stoplights.

If it’s acceleration you want, though, the Prime is a big upgrade over the pokey, Pokemon-lookalike model from 2022. Change the EV model selector to HYBRID, and the electric motor and 2.0-liter gas engine combine for an impressive 220 horsepower (100 more than last gen). It will scoot to 60 mph in 6.5 seconds — a serious improvement over the old model’s 10.3 seconds.

But I digress. I was determined to do my urban chores in full-EV mode. Prius accomplished this task with a faint whir of its front-wheel-drive electric motor and no regenerative breaking like most EVs. I eventually drained the battery to just four miles after a morning of errands.

I toggled the EV mode switch to RECHARGE. This mode effectively swapped electric power for gas engine power to recharge the nearly depleted battery — on the fly. So, rather than stop at a charger, I replenished the battery by continuing to drive to my next appointment. Slick.

I barked an order at Android Auto to take me to Holy Oaks, 43 miles up I-75 in north Oakland County (curiously, for such a high-tech tool, the Prius stull requires a wire to hook up Android Auto).

After the liquid-smooth experience of battery power, the Prius’s 2.0-liter gas engine sounded coarse, buzzing away at 80 mpg up I-75. But it did its job, adding 20 miles of battery charge during my 86-mile round trip. Had I continued north in hybrid mode, the Prius would have returned a whopping 550 miles of range. Try that in an EV at 80 mpg on a 50-degree day.

On the journey to Holly, I engaged adaptive cruise control — standard on the loaded Prime along with blind-spot assist, auto high-beams and a toaster oven (kidding about that last one) — which proved an excellent driver assist. While the system confidently navigated the interstate’s long curves, I was able to scarf down a few tenders from Uncle Joe’s Chicken for lunch.

At Holly, I met some Ford Bronco friends who were getting dirty at Bronco Fest. With its low profile 19-inch wheels (remember the days when the Prius had small, geeky 15-inchers for optimum mileage?) off-roading is not Prius’s forte. So it remained in the paddock and looked nice while mud-caked Broncos with 11-inch suspension lifts came and went.

Had I added any passengers for my trip back south, they would have noticed Precious’s compromised headroom thanks to its new, sleek design. The A-pillar is so raked it’s practically an extension of the hood line — meaning my 6’5” noggin was inches from the sunroof. Rear-seats passengers are similarly confined by the coupe-like roofline — though legroom is comfy for a compact.

All that battery and tech mean that the Prius is significantly more expensive than the previous generation, with the base model starting at $33K (a $4K increase) — with my XSE tester topping out at $38,299. That compares favorable to an equally stylish all-wheel-drive, loaded-with-standard-safety-features Mazda3 Turbo with 210 horsepower and a $39K sticker price — except the Toyota is FWD only.

As improved as its new chassis is, the Prius still can’t hold a candle to the Mazda’s nimble handling. Competition includes Toyota’s own RAV4 hybrid plug-in, which clocks in at $42K with similar drivetrain efficiencies plus the SUV utility folks crave these days.

But if it’s an attractive hatchback you want, Prius Prime is a looker.

The new recessed instrument panel essentially acts as a head-up display so you never have to take your eyes from the road. It required a lower steering wheel position, but I got comfortable with the arrangement over time. Other ergonomic details are less friendly.

My top-trim Prime XSE came equipped with a vertical phone charger slot that could not accommodate my oversized Samsung phone, wasting console space. Other manufacturers use the more flexible, horizontal flat space at the fore of the console for phone chargers. And the Prius’s steering wheel controls lacked raised surfaces like, say, Chevrolet’s clever controls, so I often had to take my eyes off the road to adjust adaptive cruise control.

Still, it’s a testimony to the new Prius’s handling that you want to keep your eyes on the road. Exiting Holly Oaks, I toggled SPORT mode — accessing all 220 horses hybrid horses — and launched into a 180-degree clover leaf.

Exiting on power, I merged with authority into traffic ahead of a Jeep Wrangler and BMW 3-series. Precious.

Next week: 2024 Ford Mustang Dark Horse

2023 Toyota Prius Prime

Vehicle type: Front-engine, front-wheel-drive, five-passenger hybrid hatchback

Price: $33,445 base, including $1,095 destination ($38,299 XSE as tested)

Power plant: 2.0-liter, inline-4 mated to electric motor and 13.6 kWh lithium-ion battery pack

Power: 220 horsepower

Transmission: Continuously variable

Performance: 0-60 mph, 6.5 seconds (Car and Driver est.); top speed, 112 mph

Weight: 3,516 pounds (as tested)

Fuel economy: EPA 50 mpg city/47 mpg highway/48 mpg combined; 39-44 miles pure-battery range

Report card

Highs: Stylish exterior; regenerated battery range on the fly

Lows: No wireless Android Auto/Apple CarPlay; clumsy switchgear

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne.

Los Angeles — Angeles Crest Highway north of LA is hardly angelic. This is California’s version of Michigan’s Hell.

Like the writhing byways of Hell north of Ann Arbor, Angeles Crest Highway — aka State Route 2 — is where Southern Cal motorheads escape to put their sports cars to the test. Diabolical switchbacks. Diving turns. A ribbon of road wrapped around sheer canyons. Push the limits and you’ll quickly learn your steed’s envelope. Once upon a time, this was harrowing territory in a Ford Mustang with its boat-anchor V-8 up front and inflexible, solid rear axle out back. No more.

WAAAUUUUURRGGHH! I stomped on the accelerator of the new 2024 Mustang GT at the apex of a blind left-hand turn. Nicely balanced, the coupe tracked out to the edge of the road as I set up for yet another lefthander rushing into view. Hands never leaving the wheel, I toggled TRACK mode with my left thumb for more stiffening from the magnetic shocks. Computer-game quality graphics projected a horizontal, race-style tachometer so I could more precisely shift the steering paddles. WAAAUUUUURRGGHH! Back on the gas.

I drive a lot of new cars every year and few generate lust. Ford’s pony is an exception. The seventh-generation Mustang is a must-have.

Viscerally appealing, wildly capable, high-tech, and (relatively) affordable, the 2024 is a home run — the culmination of 60 years of customer marketing wrapped in state-of-the-art engineering. It didn’t have to be. Ford could have just mailed it in.

In this era of off-road SUV-mania and stifling emissions regulations, the V8-powered muscle car segment is endangered. After the 2024 model year, only Mustang will be left standing, its primary Dodge Challenger/Charger and Chevy Camaro competitors retired to pasture for terrorizing too many polar bears.

But like the “Top Gun: Maverick” sequel, Mustang is a blockbuster with enough action to satisfy multiple demographics: young, old, female, male, motorhead, rent-a-car tourist.

Start with the interior — yes, I’m talking about the interior of a Mustang first. This used to be the last place ‘Stang would invest its budget with its slab dash, uncomfortable seats, hard plastics, and good ol’, retro, double instrument display. The heck with that.

Designer Chris Walter throws around the word “transformative,” and for good reason. This interior is more BMW than old-school Mustang. A 25.6-inch, driver-centric, hoodless screen dominates the cabin and houses twin digital displays. Sure, there are budget constraints — the screen doesn’t get the reflective coating of the $80,000 Bimmers I’ve recently wheeled. But even BMW enthusiasts will drool over the Unreal Engine graphical interface — yes, the same 3D Unreal Engine software that runs Epic Games’ titles like Rocket League and Fortnite — games my sons grew up with. The next-generation Mustang customer has been served.

Sports cars are big toys and Unreal Engine brings a new play set to the cabin to customize drive modes and instrument displays. Or you can just ogle 360-degree graphics of your car. Interior design complements the tech with simple lines, buttons, and wireless charger port for Android Auto/Apple CarPlay.

My favorite interior toy used to be the stick shift, and I’m thrilled the GT still comes standard with a six-speed (#SaveTheManual!), but the liquid-smooth, 10-speed automatic transmission comes with a growing list of benefits that make it the driver’s choice at $1,595. Chief among these is it pairs with the V-8, like Astaire and Rogers, for dancing through the twisties.

Then add launch control, paddle shifters, drifting and remote revving. The latter toys will wow your friends. Join a local drift club and learn the ropes. Remote-start the Mustang, then use the key fob to rev the engine. Dude.

The interior customization mirrors the exterior customization that Mustang customers have long enjoyed. Hmmm, shall I get Atlas Blue with white Shelby stripes or Oxford White with black stripes? The seventh-gen adds more goodies like 12 wheel options, colorful Brembo brake calipers and blacked-out roof.

All that bling would be wasted if the Mustang didn’t have curb appeal, and the ’24 delivers. This is Tom Cruise in a muscle shirt.

I liked the last-gen Mustang that expanded to 120-plus countries with a more European design.  But the faithful (like my friend and ‘Stang GT350 owner Chris) protested it as the “Mustang Fusion.” The new-gen is edgier, more muscular with a wide mouth, brooding headlights and a rear fascia inspired by the ‘67 Fastback. Chris likes it.

Dress it in yellow, blue and red Skittle colors to show off the GT’s multiple tattoos: badging and multiple ducts to feed the beast within. The trusty, 5.0-liter Coyote V-8 has been redesigned with menacing, dual throttle bodies that will encourage open hoods at the Dream Cruise.

The hood itself is interrupted by a functional hood scoop that aids cooling and downforce. Developed in Ford’s state-of-the-art Dearborn wind tunnel, the added front downforce is part of a comprehensive effort to make ‘Stang more sports car than muscle car.

Once a Woodward dragster, the ‘15 Mustang’s independent rear suspension opened new horizons. This is now a true sports car and the ‘24 builds on that potential. Steering, shocks, aerodynamics — the parts have all been systematically upgraded to benefit the whole.

The result is a whole lot of joy in corners as well as in a straight line. My co-driver and fellow scribe Robin Warner — a former race driver and Mustang engineer — roared with delight every time he let loose the Coyote’s howl. But it’s the ability to stay in the throttle through the twisties that really thrills.

My yellow V-8 pony was easy to drive fast.

All these upgrades don’t come free, and Mustang gets a significant $3,500 price increase over the sixth-gen model. That means the 480-horsepower GT now stickers for well above $40,000 at a $43,090 starting price. That’s still $20K south of the 453-horse BMW M2 I just tested.

Ford expects the GT to soak up 55% of the sales volume. Coyote is addictive. But for those shopping on a sub-$40K budget, the entry-level, $32,515, 4-cylinder Mustang Ecoboost (ugh, that name) is no ordinary 4-banger.

This is a similar 2.3-liter, turbocharged 4-cylinder used in Europe’s Focus RS hot hatch — and it has been thoroughly upgraded for 2024. “Base turbo-four engine fails to excite,” lamented our friends at Car and Driver about the last gen. Problem solved.

Other sports cars’ turbo-4s — the Porsche 718 comes to mind — have disappointed as they strive to satisfy mpg nannies. Mustang’s turbo-4 is Son of Coyote with its playful growl, 350-pound feet of torque (just 65 shy of big brother), and a lighter front end for better handling.

Go topless and that handling confidence goes away. Absent the roof, the ‘Stang is uncertain in fast switchbacks. But that’s not why you buy the convertible. You buy it to cruise the Woodward Dream Cruise, soak up sun, or enjoy a lake breeze in Traverse City.

Mustang has its demerits. You have to take your legs off to sit in the back seat (can we get a Mustang sedan to replace the Dodge Charger, please?), and a head-up display option would be nice. But with the 2024 model, Mustang has matured for a new era.

As the scion of a sub-brand that now includes the Mach-E SUV, ‘Stang is fun, high tech — and, like Tom Cruise, still hot.

2024 Ford Mustang

Vehicle type: Front-engine, rear-wheel-drive, four-passenger sports car

Price: $32,515 base, including $1,595 destination ($53,635 Ecoboost Convertible and $60,840 GT as tested)

Power plant: 2.3-liter, turbocharged 4-cylinder; 5.0-liter V-8

Power: 315 horsepower, 350 pound-feet of torque (Turbo-4); 480 horsepower, 415 pound-feet of torque (V-8)

Transmission: Six-speed manual (GT only); 10-speed automatic

Performance: 0-60 mph, 3.9 seconds (Motor Trend est.)

Weight: 4,012 pounds (GT as tested)

Fuel economy: EPA 22 mpg city/33 mpg highway/26 mpg combined (turbo-4): 14 mpg city/23 mpg highway/17 mpg combined (V-8)

Report card

Highs: Good engine lineup; transformed, high-tech interior

Lows: Cramped back seat; gets pricey with options

Overall: 4 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne

Pontiac — You want a diverse, full-line model lineup?

This June at the 24 Hours of Le Mans in France, the 986-horsepower, all-wheel-drive Toyota GR (for Gazoo Racing) Hypercar battled the Ferrari 499F Hypercar tooth and nail for first place in the world’s most prestigious endurance race. The same week, I lapped the 300-horsepower, all-wheel-drive Toyota GR Corolla around M1 Concourse, Metro Detroit’s premier race track.

Yes, Toyota has gone bonkers.

Led by racing fanatic and Chairman Akio Toyoda, Toyota has emerged in recent years as one of the most dynamic brands in the industry as its lineup is now augmented by two sports cars — the Supra and 86 — and a raft of Gazoo Racing (GR) models inspired by the hypercar that won five Le Mans in a row and just missed out on No. 6 last month against competitors like Ferrari, Porsche and Cadillac.

Maybe the craziest experiment in the lab is the GR Corolla, which has transformed Toyota’s entry-level sedan appliance into a fire-breathing, steroid-fed hot hatch boasting 187 horsepower per liter from a turbocharged, 1.6-liter 3-cylinder engine blown out of its mind.

The GR-eatest of the batch is the limited-edition, track-focused Morizo model that I began my Monday with.

“I think that’s the fastest a Corolla has ever gone around this track,” smiled general manager Keith Bonn, after I cranked off laps quicker than the GR 86 sports cars that M1 has in its track fleet.

“It may be the only Corolla that’s ever gone around this track,” I replied.

The Morizo manages such track feats thanks to a boost in torque to 295 (from the standard GR Corolla’s healthy 275), light-weighted body, Brembo brakes and sticky Michelin Pilot Cup 2 tires. Mostly it’s the Cup 2 tires. These marvelous meatballs are the summit of production performance tires and are normally found on supercars like the Chevy Corvette Z06 or Porsche GT3.

They are on the Morizo because, according to Toyota, that’s how Akio Toyoda would outfit this pitbull if he were to take it on track. I’m not making this up. In addition to the tires and torque, the Morizo gets extra chassis stiffening like a fat steel bar that bisects the cargo area. And there’s no back seat. What the —-?

That’s right, to save weight (and open up room for Akio to throw in four spare tires for the track) the GR Corolla Morizo has four doors — but only two front seats. More weight savings comes from a carbon fiber roof and forged wheels. For all this muscle (and inconvenience in the case of no rear seats), you can have this one-of-200-imported-to-the-U.S. Morizo special editions for a stiff $50,000.

And that’s not the only special-edition model. The Circuit Edition — also exclusive to the 2023 launch year — boasts similar power numbers and body tattoos like GR-Four stamped side rockers,  flat underfloor and rear lip spoiler.

That’s how determined Toyota is to change its image as a maker of vanilla cars — and to make its mark in a hot hatch market segment stuffed with outstanding athletes: Honda Civic Type R, Mazda3 Turbo, Subaru WRX, Golf GTI, Golf R.

Collectibles aside, you’ll be fine with the standard GR Corolla like the $38,600 blood-red demon I terrorized Washtenaw County with last year. It features the same 12.3-inch digital instrument display as the Morizo and Circuit Editions. Same tablet infotainment display. Same wireless Android Auto and Apple CarPlay and Toyota Safety Sense 3.0 system surrounding you with useful safety tools like blind-spot assist. Just add the Performance Package so you get limited-slip differentials for maximum Rottweiler grip.

Don’t expect much legroom even with the rear seats intact — the GR’s biggest demerit when compared with roomier competitors like the Type R or WRX.

Unlike Subaru’s hellion, GR Corolla does not come by its all-wheel-drive character naturally. The Corolla was born a front-wheel driver. But like its hatch brethren, the GR Corolla is totally transformed from the base car into an exhilarating grocery cart that can also double as a track car on weekends.

I recently raced at Canadian Motorsports Park in Ontario in my Lola race car. Our weekend shared track time with production models like Mustangs, Camaros, Porsche Caymans — and hot hatches like the Fiat 500 Abarth and Honda Type R. The GR Corolla would have fit right in.

The 1.6-liter three is a remarkable piece of technology, and it has a stick shift (also not available in a base Corolla) to match. Notchy and easy to shift, it’s the perfect companion on track (or on country roads) with engine peak torque kicking in above 4,000 RPM. Pedal placement is excellent, too, for heel-and-toe downshifts — especially since the GR Corolla doesn’t offer rev-matching like some of its peers.

It’s nice to see Toyota in the pocket rocket game with GR. It’s the answer to the question no one was expecting: what would happen if the Le Mans GR Hypercar and a Corolla had a baby?

Next week: 2024 Ford Mustang

2023 Toyota GR Corolla

Vehicle type: Front-engine, all-wheel-drive four-passenger hot hatch

Price: $36,995 base, including $1,095 destination ($51,420 Morizo edition as tested)

Power plant: 1.6-liter, turbocharged 3-cylinder

Power: 300 horsepower, 295 pound-feet of torque (as tested)

Transmission: Six-speed manual

Performance: 0-60 mph, 4.9 seconds (Car and Driver)

Weight: 3,186 pounds (as tested)

Fuel economy: EPA 21 mpg city/28 mpg highway/24 mpg combined

Report card

Highs: All-wheel-drive grip; notchy stick shift

Lows: Cramped back seat; no rev-match

Overall: 3 stars

Henry Payne is auto critic for The Detroit News. Find him at hpayne@detroitnews.com or Twitter @HenryEPayne