Recently, Toyota held a 'press drive' day for their 2016 Prius and Jason of Jalopnick had the good sense to make a video of the speedometer during a maximum acceleration. I downloaded the video and coded the timestamps of each speed change to generate this curve: This confirmed the 0-60 is ~9.8 seconds like the current model. But we also knew the curb weight, gasoline level, and Jason's weight. So three of us independently calculated the power required with similar results and this is mine: HP (KE) - the horsepower calculated by the kinetic energy change of the accelerating car. HP (drag) - the previous model roll-down coefficients with the velocity squared term (aerodynamic drag) scaled by the improved coefficient of drag change, .24 / .25. What has me puzzled is the low, initial acceleration horsepower: 40 hp @ 1 second 65 hp @ 2 seconds 77 hp @ 3 seconds 85 hp @ 4 seconds levels off at 90-100 hp Now the Prius uses an electronic, constant velocity transmission, effectively an infinite ratio eCVT. My first thought was the low, early horsepower was to avoid breaking traction and uselessly spinning the tires. Someone else speculated it was a limitation of the Prius engine and eCVT. So my question is how to resolve this? I am planning to do a pull-test with our current model, Prius and measure how much traction force it asserts. My thinking is the control laws should limit the zero speed, torque to a finite limit. This is probably in the same order of magnitude as the new Prius since both are rated at the same 0-60 times. The only other approach would be to set a torque limit and see what it does for the early acceleration curve. Thoughts? Bob Wilson, Huntsville AL ps. Toyota changed the control laws so the engine speed is proportional to the speed. It would make sense that this avoids a useless engine wind-up if so little power is actually needed to the wheels.