2013 Toyota Avalon XLE Touring
04/15/2013
Shahed Hussain
The Avalon has been at the top of Toyota's lineup since the mid-1990s, but has never been perceived as a premium sedan. After years of being considered just a larger version of the best-selling Camry, the Avalon finally steps out of the shadow of its midsize sibling. Built in Georgetown, Kentucky alongside the Camry, the Avalon is tailored for the American market. Expected to take on the Buick LaCrosse, Chevrolet Impala, Chrysler 300, and Ford Taurus, Toyota is also aiming to attract younger customers to the Avalon with distinctive styling and improved handling.
Recently added to the Avalon lineup is a new Hybrid, which replaces the standard 3.5L V-6 with a 2.5L inline-4 and Toyota's hybrid powertrain. Both Avalon models are available in XLE and Limited trim levels. The V-6 XLE is offered in base ($30,990), Premium ($33,195) and Touring ($35,500) variants, but the Hybrid is not available as a base XLE. The Limited remains the top model in the Avalon range, and is priced accordingly at $39,650. Our test vehicle was an XLE Touring with only a first aid kit ($29) and floor mats & trunk mat ($225) as options. Adding the $795 delivery and handling fee totaled up to $36,549. Notable standard equipment included satellite navigation, rearview camera, perforated leather-trimmed heated seats, blind spot monitoring, foglights, and 18-inch alloy wheels. Additional standard equipment and options on the Avalon Limited include HID headlights, JBL audio system, dynamic radar cruise control, and power rear window sunshade.
Inside the Avalon is a radical departure from the nondescript interior design of its predecessor. Toyota's designers blended sweeping curves on a forward-canted dashboard to enhance a sense of spaciousness. Stitched seams on the seats, door panels, and dashboard reinforce the impression of luxury. Subtle chrome accents and simulated wood along the bottom of the dashboard contrast with the predominantly dark gray hues inside. Most surfaces that occupants touch are padded, even the top of the center console.
The Avalon's leather-wrapped steering wheel rim is gently sculpted at the 10 and 2 o'clock positions for better grip. Controls for Bluetooth phone, audio, and trip computer are conveniently located on the wheel. The 160-MPH speedometer and 8,000 RPM tachometer are crisply backlit for easy legibility. A center multi-function display shows essential trip computer data along with fuel consumption. The engine start/stop button is partially hidden below the audio system control panel. Toyota replaced the conventional multi-button navigation/audio system interface with a touch-sensitive flat panel. Although the clean interface is certainly stylish, the audio controls can be inadvertently altered by brushing against the panel. Thankfully, the audio engineers provided a large knob for power and audio volume adjustment. Toyota's Enform software integrates Bing search, Pandora internet audio, weather forecasts, detailed trip fuel economy tracking capability, and other useful applications. Media players and mobile phones can be connected to the Avalon's infotainment system via a USB port or an analog audio input located within the center console storage bin. Dual 12V outlets provide power to recharge portable electronics.
Befitting an entry-luxury sedan, the Avalon's seats are upholstered in supple leather with stitched seams. The front seats offer decent torso support, but the flat cushions sacrifice lateral support to fit a wide range of occupants. The driver's seat has 8-way power adjustments with lumbar support, but the front passenger makes do with 4-way power settings. Headroom is acceptable for front passengers up to six-foot tall, even with the standard moonroof. The rear doors open nearly 90 degrees, allowing easy access to the spacious back seat. Exceptional rear legroom allows occupants to sprawl in near limousine-like comfort. However, the Avalon's sloping roofline limits headroom for passengers taller than 6-ft. Folding down the rear seat armrest reveals dual cupholders and a trunk pass-through for skis, lumber or other long objects.
Like the Camry, the Avalon's front suspension consists of MacPherson front struts with coil springs and a stabilizer bar. At the rear are also MacPherson struts with dual links, coil springs and stabilizer bar. Steering is via a rack-and-pinion system with electric assist. Front brakes are vented discs with solid discs at the back. ABS and stability control are standard. The base XLE and XLE Premium are equipped with P215/55-R17 all-season tires on 17-inch alloy wheels. Opting for the XLE Touring or Limited gets 18-inch wheels and wider P225/45-R18 Michelin Primacy MXM4 all-season tires. Curb weight for the XLE Premium is 3,505 lbs., reasonable for midsize sedan.
As before, Toyota's familiar 3.5L V-6 powers the Avalon. Rated at 268-bhp @ 6,200 RPM and 248 lb.-ft. @ 4,700 RPM, the DOHC V-6 incorporates variable valve-timing (VVT-i). Although the Avalon's V-6 lags in power output relative to other comparable sixes, Toyota prioritized class-leading fuel economy over horsepower. Frugal customers will appreciate that the V-6 requires only 87-octane gasoline. The EPA estimates 21/31 MPG (city/hwy.) with the V-6. Opting for the hybrid powertrain nets an impressive 40/39 MPG (city/hwy.) rating. Our fuel economy ranged from 23-26 MPG in mixed city and highway driving. Interestingly, the Avalon XLE and XLE Premium achieve an EPA 25 MPG combined rating, while the slightly heavier XLE Touring and Limited are rated at 24 MPG combined.
The V-6, shared with the Camry and the Lexus ES350, and is a superbly refined powerplant. Engine vibrations are imperceptible and only the distant thrum from the engine bay gives a clue that the engine is spinning to its 6,300 RPM redline. Mated to the V-6 is a six-speed automatic, with overdrive ratios in both fifth (0.713:1) and sixth (0.608:1) gears. A tall 3.238:1 final drive ratio ensures relaxed highway cruising, and also boosts fuel economy. However, mashing the gas pedal will cause the automatic to promptly downshift one or two gears, accelerating the Avalon rapidly past the legal highway speed limit. Dual paddle shifters behind the steering wheel allow manual shift control, or the gated console shift lever can be moved into Sport or manual shift settings. In manual mode, the 6-speed automatic changes gears quickly and we found the extra degree of control enhanced the Avalon's sporty character. Overall, the transmission shift calibration is excellent, so we rarely needed to shift manually.
Until recently, powerful front-drive sedans were plagued with torque steer along with excessive understeer, but Toyota and most other automakers have tamed these annoyances so that they rarely appear in typical driving conditions. The Avalon's front and rear stabilizer bars minimize body roll around curves, but it lacks the flat cornering stance of a sport sedan. Full throttle from a stop resulted in unnoticeable torque steer; the Avalon stayed pointed straight ahead and accelerated smoothly in the intended direction without a twitch from the steering wheel.
As we expected, the Avalon is still supremely quiet on the highway. Road, wind and tire noise are appropriately hushed for a sedan intended for long Interstate journeys. But now Toyota has refocused the Avalon to attract a younger customer demographic that values a more engaging driving experience. As a result, Avalon XLE Touring and Limited models offer drive mode settings to tailor the ride and handling according to the driver's preferences. On the center console are switches labeled "ECO", "NORM" and "SPORT" that adjust throttle response, steering assist, transmission shift calibration, and suspension damping; mode settings are shown on the instrument panel display.
We sampled all three drive settings, but drove mostly in the Normal and Sport modes. In typical urban and highway driving, the Eco mode does not seem to be differ significantly from the default Normal setting. Despite using electric power-assist, the Avalon's steering provides reasonable road feel and feedback, but in the default Normal mode steering boost is too high for highway speeds. Combined with the underdamped suspension, the Avalon felt too isolated from the road. Switching to Sport mode dramatically changes the Avalon's character with reduced steering assist, stiffer damper settings, and more aggressive transmission shift calibration. The result is significantly enhanced straight-line tracking and stability, along with tighter snubbed-down body control. Unfortunately, selecting the Sport mode also noticeably degrades the Avalon's ride over bumpy road surfaces. Opting for the 17-inch wheel/tire combination in the XLE or XLE Premium models should result in a more compliant ride, but enthusiasts will miss the Avalon's adjustable drive mode settings.
Toyota's redesign of the Avalon is a significant departure from its innocuous and undistinguished predecessors. Instead of being perceived as a larger and more luxurious Camry, the Avalon has established a distinct identity as Toyota's flagship sedan. The XLE and XLE Premium are probably the best values in the model range, but the Touring and Limited do offer some equipment unavailable in the lesser models. Ironically, the top level Avalon Limited is now an even more compelling alternative to the ES350, its closely related sibling from Lexus. The ES350 does offer a comprehensive set of technology and luxury options unmatched by the Avalon, but we suspect that many prospective customers will find that this Toyota is more than good enough for their needs.
