You’ve probably seen a thousand of them today. They’re everywhere. The 2013 Toyota Prius Two is basically the unofficial mascot of the suburban commute, and for good reason. It’s not fast. It’s definitely not "cool" in the traditional sense. But if you're looking for a used car that won't bleed your bank account dry at the pump or the mechanic, this specific year and trim level hits a weirdly perfect sweet spot.
Buying a used hybrid is scary. People worry about the battery dying. They worry about complex electronics failing. Honestly, though? The 2013 model year was a turning point where Toyota fixed a lot of the annoying oil-consumption issues that plagued the earlier 2010 and 2011 versions of the "Gen 3" Prius. It’s the reliable middle child.
What You’re Actually Getting with the 2013 Toyota Prius Two
Don't let the name "Two" confuse you. It’s not the second generation; it’s the trim level. Back in 2013, Toyota used a numerical naming convention—One, Two, Three, Four, and Five. The 2013 Toyota Prius Two was the "base" model for most consumers, since the "One" was mostly a stripped-down version meant for rental fleets.
It’s surprisingly well-equipped for a "base" car. You get keyless entry and push-button start. That sounds standard now, but in 2013, it felt like magic. You also get the 6.1-inch touch screen and a backup camera. The seats are cloth, the wheels are 15-inch alloys with plastic covers (pro tip: take the covers off and the rims underneath actually look better), and you have plenty of storage in that weirdly floating center console.
The engine is a 1.8-liter four-cylinder paired with an electric motor. Together, they pump out 134 horsepower.
It’s slow.
If you try to merge onto a highway with the AC blasting in "Eco Mode," you’re going to have a stressful five seconds. But that’s not why you buy this car. You buy it because it gets an EPA-estimated 51 MPG in the city and 48 MPG on the highway. Even ten years later, most owners report still getting 45 to 50 MPG unless they drive like they're in a Fast & Furious movie.
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The Battery Elephant in the Room
Everyone asks about the battery. "Is it gonna die?"
The 2013 Prius uses a Nickel-Metal Hydride (NiMH) battery pack. These things are tanks. While Lithium-ion is the new standard, these older NiMH packs are incredibly well-understood by mechanics. Most of them last 150,000 to 200,000 miles without breaking a sweat. If it does fail, you aren't stuck paying $8,000 to a dealership anymore. You can get a refurbished pack installed for about $1,500 to $2,000, or if you're handy, you can replace individual cells for way less.
Actually, the bigger concern for a 2013 model isn't the battery—it's the brake booster and the EGR (Exhaust Gas Recirculation) system. If you hear a barking or clicking sound from the brakes when the car is off, that’s a red flag. If the engine shakes violently when you first start it up in the morning, that’s usually a clogged EGR valve. These are common 2013 quirks, but they’re fixable.
Real World Costs: Why the Two Trim Wins
The 2013 Toyota Prius Two is the budget king because it avoids the "luxury" headaches of the higher trims.
Take the Prius Five, for example. It came with 17-inch wheels. They look great, but the tires are more expensive to replace, and the ride is significantly harsher. The Two trim uses 15-inch tires that are cheap as dirt and soak up potholes like a sponge. You also don't have the sunroof that might leak or the complex LED headlights that cost a fortune if a rock cracks the housing.
- Average Used Price: $8,000 – $11,000 (depending on mileage).
- Fuel Savings: Compared to a car getting 25 MPG, you’re saving roughly $1,000 a year if you drive 12,000 miles.
- Maintenance: Synthetic oil changes every 10,000 miles and brake pads that last forever because of regenerative braking.
It’s just a smart financial play.
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A lot of people think they need a Tesla to save on gas. But when you factor in the insurance premiums for an EV and the cost of installing a home charger, a used 2013 Prius often works out to be cheaper over a five-year period. Plus, you can road trip it without worrying about where the next charger is. You just fill up the 11.9-gallon tank and drive 500 miles.
Driving It: The "Appliance" Experience
Let's be real. Driving a 2013 Toyota Prius Two is like using a very efficient toaster. There is zero soul here. The steering is light and feels like a video game controller from 2004. The CVT (Continuously Variable Transmission) makes the engine drone loudly when you accelerate hard.
But there’s a different kind of satisfaction.
There’s a screen on the dash that shows you exactly where the energy is going. You start gamifying your commute. You try to see how long you can stay in "EV Mode" while crawling through traffic. When you see that 50+ MPG average at the end of a trip, it feels like a win.
The interior is cavernous, too. Because of the hatchback design, you can fold the rear seats flat and fit a mountain bike or a small dresser in there. I’ve seen people literally camp in their Prius—it’s called "Prius Dwelling"—because you can leave the car "on" overnight, and the AC will run off the big battery, only kicking the engine on for a few minutes every hour to recharge. It’s a weirdly versatile tool.
Common Problems to Check Before You Buy
If you’re looking at a 2013 Toyota Prius Two on a used car lot, don't just look at the shiny paint. You need to be a bit of a detective.
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First, check the oil dipstick. While 2013 was better than 2010, some of these engines still burn a little oil if they weren't maintained well. If the oil is pitch black and low, walk away.
Second, look at the coolant. The Prius has two separate cooling systems—one for the engine and one for the hybrid inverter. If either of those fluids looks murky, you're looking at a massive repair bill down the line.
Third, ask about the 12V battery. Not the big hybrid one, but the little one in the trunk. If that small battery gets weak, it causes the car’s computer to go haywire. You’ll get "Check Engine" lights and "Red Triangle of Death" warnings that are actually just caused by a weak 12V battery. It’s an easy $200 fix that saves a lot of stress.
Why Not a Newer One?
You might wonder why you shouldn't just get a 2016 or 2017 model. Those are the Fourth Generation. They drive better, for sure. They have a lower center of gravity and feel more like a "normal" car.
But they also cost significantly more. And honestly, some people hate the way the Gen 4 looks—it's very aggressive and "origami-like." The 2013 Gen 3 has that classic, iconic wedge shape that has aged surprisingly well. It doesn't scream "I'm from the future" anymore; it just screams "I'm sensible."
Actionable Steps for Potential Buyers
If you’re serious about hunting down a 2013 Toyota Prius Two, here is exactly how you should handle the process to ensure you don't buy a lemon.
- Get the Dr. Prius App: Buy a cheap Bluetooth OBD2 scanner (like the Panlong or Veepeak) and download the Dr. Prius app. This allows you to run a health test on the hybrid battery yourself. It will tell you the remaining capacity and if any cells are failing. This is the single most important tool for a hybrid buyer.
- Inspect the EGR System: If the car has over 125,000 miles, ask if the EGR valve and cooler have been cleaned. If not, budget about $400 to have a mechanic do it. A clogged EGR is the leading cause of head gasket failure in these cars.
- Check the "B" Mode: During your test drive, flip the gear shifter into "B" while going down a hill. This is engine braking. It should feel like the car is slowing down without you hitting the brakes. If it feels jerky or makes a grinding noise, there's a transaxle issue.
- Check the VIN for Recalls: Toyota had a major recall regarding the Intelligent Power Module (IPM) inside the inverter. Make sure the software update was performed by a dealership. You can check this for free on the Toyota owners' website.
The 2013 Toyota Prius Two isn't going to win any drag races, and it won't get you a valet's attention at a fancy restaurant. But it will start every single morning. It will keep your gas budget predictable. In a world where car prices have gone absolutely insane, it remains one of the few ways to drive a modern, tech-forward vehicle without a massive monthly payment. It's a tool for living life, not a status symbol, and that's exactly why it's still relevant.