Better Chargers.  I see quite a bit of effort being expended to justify sticking with the standard 120-volt charger that comes with Prius Prime, rather than considering an upgrade at some point.  There are things that make a 240-volt charger better.  That rarely gets attention though... mainly because those leading the discussions don't have one.  Lacking that experience, it is somewhat of a bias claim.  And of course, there's the shortcoming of not being able to support a second vehicle.  One standard outlet is fine, but you'd have to be lucky enough for it to be one with an higher capacity (20-amp wiring) and be willing to tolerate slower recharges for both vehicles.  In other words, upgrading at some point is inevitable.  That's why I keep pointing out that any type of future subsidy should focus on infrastructure, not the vehicles.  Anywho, this is what I posted to at least keep the discussion somewhat flowing:  People overlook the basics.  Sure, the standard charger can handle the load, but only under controlled circumstances.  That's why there is no recommendation for extension cords.  Even if you use a gauge large enough to support maximum draw, it doesn't mean the outlet it is plugged into is actually properly wired for that.  It also doesn't mean the charger will be safe from whatever it will get exposed to while being used and not used.  That's why the point of some of this is moot.  Who will accept liability if something goes wrong?  240-Volt certified chargers provide heavier & longer cords with weather-resistant cases and mounting brackets.

Put another way, upping the game is going to be far more challenging than just winning some online posting battle.

Winter Questions.  It's nice having a collection of video to share that provides detailed answers for those wanting to learn more about cold-season operation.  This is what I provided in that regard to today's questions:  That battery-heater alone is reason to stay plugged in during "extreme" cold.  For those who experience intense winters (for me, that's Minnesota), it means the plugged-supplied electricity can be used far more than you'd expect.  Notice on the following video how, despite the outside temperature of -1°F (-18°C), the battery-pack is kept at 55°F (12°C).  That means it can be taken advantage of still.  Watch the % for the charge-level in the detail provided by the following video: Prius Prime - Extreme Cold (commute home)  The coldest extended duration I have experienced without plugging in was Christmas 2017.  We were out in Wyoming celebrating with family.  Sitting there for over 8 hours in -9°F (-22°C) unassisted meant only minimal electricity from the battery-pack would be available.  (Lithium chemistry experience a increase in resistance when its temperature drops below freezing, hence heating it for better draw & charge efficiency).  The system started just fine.  I obviously let it warm about for a few minutes before driving, but there was nothing else special needed... only some patience.  For those who experience ordinary winter, the battery-heater means you'll be able to squeeze out as much electricity efficiency as possible.  You still driving in full EV mode until the entire EV capacity is depleted, as this video shows in detail: Prius Prime - Cold Commute thru Minneapolis

It's really unfortunate we have to deal with such misconceptions, but not at all a surprise.  They are what comes about when a technology advances forward.  In fact, that's how you know a new stage has begun.

Downplay.  This came from an antagonist: "Every manufacturer has been cutting models, even if just because there are fewer buyers now."  He's basically a troll who has been accepted as a regular forum member, despite very frequent posts of an argumentative nature.  I suspect he thinks of himself as a devil's advocate.  His endless upset doesn't fit the profile though.  He continues to be vague too, which is a sign of not being objective.  I was intrigued if a vague reply in return would stir anything constructive:  Add "downplay" to the types of responses.  You continue to treat GM's failure to use the tax-credits as intended as it if was no big deal.  They were squandered on conquest, rather than establishing a new technology for their fleet.  It was a big waste.  Not only isn't Toyota doing the same thing, they haven't used up their tax-credits yet.  In fact, they are positioning to take advantage of the phaseout stage just like Tesla did.  That's a very, very big deal.  Again, it's about each manufacturer targeting their own loyal customers to advance their entire fleet to greener choices, not to earn trophies and gain praise.

Read through all that history of spin and now damage-control if you want good background.  It isn't necessary to understand what this next stage involves though.  All you have to do for a clear look forward is to consider what the sellers will actually sell.

Damage Control.  I'm seeing a rise in antagonist posts: "...but the damage-control phrase is too vague understand what it may apply to.  Sorry."  When that comes from someone you know you have already had this discussion with many times, it's pretty clear their motive isn't sincere.  They tends to be polite trolls, those who are respective of others but absolutely refuse to be constructive.  This just spin & evade to keep the posts coming.  When it comes to Volt specifically, that is literally all they have left.  There simply isn't anything else remaining.  All other excuses have been exhausted.  Production ended and GM has no intent to do anything more with their investment.  They are writing off the effort to blend engine & motor & battery as a massive loss.  They'll take what they learned with regard to the motor & battery part and abandon engine entirely.  That's an incredible gamble.  Expecting existing customers to make the jump directly from traditional guzzler to EV is a massive risk.  How will they get dealers to even just start with a modest inventory?  Who among their salespeople will want to try to sell such a dramatic platform change?  That's far more than the usual paradigm-shift more enormous industry players can handle.  With so much profit at stake and so many customers (their dealership network), reaching their consumers will a clear & concise message seems nearly impossible.  GM has done a horrible job with that in the past.  People still don't really know what Volt was intended to address... hence the damage-control.  Spin like that wouldn't come about if the goal had been obvious.  Duh!  How many times in the past did I try to point that out.  Ugh.  Oh well.  They are dealing with it from the point of failure now:  Detail has been posted countless times.  Volt needed to achieve sustainable sales prior to tax-credit phaseout; otherwise, production would be cancelled.  Since that's exactly what happened, any excuses now are damage control.  Even worse is the technology itself became too much of a niche... hence Innovator's Dilemma.  That most definitely isn't the case for Toyota.  We're seeing the Prime tech in Prius being deployed in both Corolla and RAV4.

Strategy.  Sometimes, it just goes on and on: "Toyota vs. electric cars: Smart strategy, or Innovator's Dilemma?"  That article has been republished and referred to several times.  It's how the rewrite of history takes place.  You just keep pushing an idea, leaving out detail.  The narrative eventually takes hold, but never really gets a strong following due to the lack of substance.  Oddly, it can still be advantageous.  I jumped on that opportunity to raise awareness:  That's smart strategy.  It's easy to recognize the difference.  Just look at tax-credit dependency and the diversity of product.  GM exploited conquest sales, wasting the subsidy opportunity for that rather than establishing a profitable & sustainable base.  In other words, they innovated for enthusiasts instead of focusing on their own base.  That is exactly what Innovator's Dilemma refers to.  Toyota did the opposite, directly targeting showroom shoppers.  We see Corolla & RAV4 hybrids being sold so fast, keeping them in supply has become a challenge.  This is why Toyota is switching over their Camry production in Kentucky to RAV4, which has capacity to deliver 500,000 annually.  That will become a vital part of meeting RAV4 Prime demand.  It will be high-volume sales Toyota's core buyers.  No part of that is a trap of innovation.  Notice how GM never spread their technology?