All-new 2014 Avalon signals a new direction for Toyota

By Lary Coppola
Decreeing that Toyota, “...will build no more boring cars,” the company’s recently ascended President and CEO Akio Toyoda has called upon his employees to design and build cars with renewed passion and enthusiasm. And nowhere is that spirit more evident than in the all-new 2014 Toyota Avalon — the first in what Toyota says will be a long line of much more stylish cars, departing from the staid vehicles of the past four decades. While long recognized as mechanically bulletproof, no one has ever accused Toyota of being a trend-setting style leader. However, the Avalon is a game changer — the first new design and build under Toyoda’s reign.

Originally launched in 1995, and built on the same platform as the popular Camry, the Avalon replaced the Cressida as Toyota’s flagship vehicle. Debuting at the 2012 New York Auto Show, the 2014 version is the fourth generation Avalon.

In a review of the 2000 Avalon, I termed it, “a bargain Lexus.” Having driven the 2014 Lexus LS just a week prior to the Avalon, I believe that statement is even more true today than it was then.

Toyota execs are quick to stress the new Avalon is as American as cars get, noting it was designed and engineered by teams in California and Michigan, and built at Toyota’s Georgetown, Kentucky assembly plant.

The new Avalon originated as a sketch drawn by a 20-something designer at Toyota’s Ann Arbor, Michigan-based studio. When CEO Toyoda saw it, his words were, “Don’t change a thing.” Having the seen the sketch, the designers stayed true to the vision.

The 2014 Avalon also debuts technology new for Toyota, starting with the Quadrabeam headlights. The Avalon is also the first Toyota with a Rear Cross Traffic Warning system, which warns the driver of oncoming vehicles when in reverse.

Model Lineup: There are four versions of the new Avalon — the base XLE, XLE Premium, XLE Touring, and the Limited. All are available as both standard gas models and as a hybrid, using Toyota’s proven Hybrid Synergy Drive system.

The Base XLE comes pretty well-equipped, with a standard 2-door smart key; soft touch materials; leather seats, steering wheel, and shift knob; 17” wheels and tires, LED brake and taillights; with standard audio controlled by a touch-screen display, as well as knobs.

The XLE Premium upgrades the smart key to 3-door; adds heated driver and passenger seats and outside mirrors; power moonroof; and rear-view camera.

The Touring version adds 18” wheels and tires; Sport and ECO driving modes; paddle shifters; memory seats and mirrors; wide angle fog lamps; and Toyota’s Entune system, which pairs with smartphones to activate features.

Finally, the top-of-the-line Limited comes with all the above as well as blind-spot monitor and rear cross traffic warning system; HID headlamps and LED DRL, and puddle lamps, There’s also rain sensing wipers; auto high-beams; 10-way power driver’s seat and 8-way passenger’s; heated and cooled front seats; rear HVAC controls; and optional radar cruise control, and pre-crash detection system.

Walkaround: In a world where cars — like many of the people who drive them — are getting wider, the 2014 Avalon bucks the trend. It’s more than two inches shorter, slightly narrower and lower, with shorter front and rear overhangs, and more than 100 pounds lighter than the previous model.

But styling is the big news here. The aggressive look puts a younger buyer directly in its crosshairs, with the Avalon appearing as a merger of many popular, competing full and midsize sedans. For example, it utilizes popular styling cues such as wraparound headlamps and taillights — the first non-round projector headlamp units on an Avalon — along with LED lighting.

The hood line flows downwards to the two-tiered fascia featuring a sweeping chrome strip with an integrated Toyota badge, with a large oval-shaped lower front grille reminiscent of Aston Martin.
Gone are the staid, straight up and down slab-like sides of the last generation Avalon, replaced by smoothly aggressive sheet metal curves so deeply contoured that Toyota had to work with suppliers to ensure the steel stampings could actually be mass-produced. The steeply raked C-pillar is also a very trendy feature in current automotive design.

The rear end is a bit more traditional, with a 16.0 cubic feet trunk (14.4 in the hybrid, due to the location of the battery pack), flanked by two-tiered tail lamps and dual exhaust outlets.

In short, the Avalon’s appearance is a radical departure from Grandpa’s dowdy, 80’s era, Buick-like sedans of years passed. It’s now a very strikingly attractive car — inside and out.

Interior: Inside, you’ll find a well-designed, superbly quiet cabin offering a cockpit-like feel for the driver. The wraparound dash is all about high-tech attention to detail, while offering a clear view of the climate, infotainment and audio controls to passengers as well as the driver.

Instrumentation consists of a high-tech gauge cluster with a color LCD screen between the speedometer and tach, with MID graphics and centrally located two-level information screen in the center stack, featuring capacative touch buttons — a first for Toyota. The display screen does double duty as an energy flow readout on the hybrid, and the clock face also offers a choice of analog or digital readouts.

The latest version of Toyota’s Entune technology features Bluetooth, plus a suite of apps including Pandora, Bing, iHeartRadio and MovieTickets.com. Local fuel prices, stock prices, sports, traffic and weather data are also available, along with navigation on the XLE Touring and Limited models.

There’s adequate storage space and cuphoders, along with a coin box. There’s also a new eBin, which houses small electronics — like your smartphone — and hides the connection cords. All Avalons come with two 12-volt power outlets, USB and AUX ports.

Besides the abundance of room to accommodate five passengers — over 40 inches of front legroom and 39.2 inches in the rear — there’s also a new hand-stitching process used on the dashboard trim and steering wheel.

Under The Hood: The front-wheel drive Avalon features Toyota’s workhorse 3.5-liter V6 (the same engine as the previous Avalon) that puts 268 horses to the highway, with 248 ft.lbs of torque. It’s married to a smooth, 6-speed automatic with a manual shift mode, and paddle shifters on the XLE Premium and Limited editions. There are also three drive modes, controlled by a console-mounted spring-loaded knob — Normal, Sport, and ECO.

The hybrid has a new 2AR-FXE 2.5-Liter powerplant, putting down 154 horses and 153 ft.lbs of torque. The 200 horsepower electric motor is powered by a Nickel-Hydride 244.8-volt battery pack The system is coupled with the same 6-speed automatic as the gas engine, but offers three different drive modes — EV, ECO, and Sport.

The gas version does the 0-60 drill in a respectable 6.7 seconds, while it takes the hybrid 8.2.

Behind The Wheel: The 2014 Toyota Avalon is certainly a pleasant departure from the previous model. One drive in the Limited version took us from the Santa Barbara/Goleta area, through the mountains leading to Santa Ynez, thru Solvang, and then down the 101 along the ocean back to Santa Barbara.

We found the new Avalon an absolute pleasure to drive. It was exceptionally quiet, and comfortable, but when called on, acceleration is more than adequate. It effortlessly topped 100 mph on a couple of short stretches of the 101, with no complaints from the powerplant. Cruising at a pretty steady 80, was like taking a Sunday drive.

The retuned electric steering, along with a much stiffer body structure, have increased agility and reduced body roll. There are McPherson struts at all four corners featuring rebound springs — a nice improvement over past Avalon models. One notable feature included in Sport mode is Dynamic Rev Management. This blips the throttle when downshifting and is useful when using the paddle shifters.

Whines: The obviously plastic-wood trim detracts somewhat from an otherwise gorgeous interior.

Bottom Line: The base price is $30,990 - $2,200 less than the previous Avalon XLE — while the Hybrid starts at $35,555. Meanwhile, the V6 Limited stickers at $39,650 and a Limited Hybrid $41,400.

Toyota is specifically targeting men and women in the 55-year-old age bracket - 10 years younger than the average buyer of the last Avalon. With expressive styling and new technology, the 2014 Avalon measures up well against competitors like the Chrysler 300, Buick LaCrosse, and Hyundai Azera. So if you’re looking for a large, stylish sedan, with plenty of room, and great fuel economy, you owe it to yourself to check out both the gas and hybrid 2014 Toyota Avalon.

2013 Infiniti JX — new entry in luxury crossover SUV market

By Lary Coppola
2013 Infiniti JXThe 2013 Infiniti JX is a totally new mid-luxury crossover sport-utility vehicle from Nissan’s luxury division. Larger than the five-seat Infiniti FX, but smaller and significantly cheaper than the eight-seat, top-of-the-line QX56, it boasts three-row seating, a base price just over $40,000, and a wide variety of luxury features. The Infiniti JX delivers that perfect balance between self-indulgence and practicality.

Offered in both front-wheel and all-wheel drive, the JX rides on a stretched version of Nissan’s D platform — which also supports Nissan’s redesigned Altima sedan, and will accommodate the next-generation Nissan Murano crossover SUV, and the newly redesigned 2013 Pathfinder SUV. While there are at least 13 mid-luxury crossover SUVs with three-row seating, the vehicle in everyone’s crosshairs — including Infiniti — is the popular Acura MDX.

Starting from scratch with the MDX as their target, the Infiniti JX design team ended up with width and height slightly smaller than the MDX, but at 196.4 inches the new Infiniti is 4.8 inches longer, and sports a distinctly longer wheelbase — 114.2 inches, versus 108.3. The combination of longer wheelbase and additional length gives the JX slightly more cargo and/or passenger room than the MDX, and the longer wheelbase delivers better ride quality.

Walkaround: The challenge in crossover SUV design is making your basic box look like something else — without significantly compromising interior room. To do this, the design team gifted the JX with Infiniti’s prominent signature bull nose fenders and grille, flanked by High Intensity Discharge xenon headlights, with a pair of foglights positioned below. They added a raked windshield, curving roofline, and a forward-leaning rear hatch highlighted by a z-shaped rear roof pillar. In spite of being a new vehicle, the JX is hard to ignore, and hard to mistake for anything but an Infiniti.

Interior: For $40,000, you expect more than a modest list of standard luxury accoutrements, and the JX doesn’t disappoint. Highlights include high-quality materials, leather upholstery, soft-touch surfaces, a standard power glass moonroof, electroluminescent instrumentation, a seven-inch color info screen, three-zone auto climate control, power rear liftgate, heated power front seats, four 12-volt power outlets, an above-average six-speaker audio system with USB connection for iPod and other devices, and a power tilt-telescope steering column. There’s also touch-screen secondary controls coupled with some conventional buttons.

Available in the numerous option packages are navigation, Infiniti Connection service, heated steering wheel, a 360-degree view camera monitoring system with moving object detection, and two kickass, Bose sound systems — a premium 13-speaker system or 15-speaker Surround Sound.

Technology options include remote engine start, Driver Assistance Package with Backup Collision Intervention, adaptive cruise control, brake assist, forward collision warning, blind spot warning, distance control assist, active trace control, lane departure warning and blind spot intervention.

The Theater Package comes with dual seven-inch color front seatback monitors, two wireless headphones, wireless remote control, auxiliary audio and video input jacks, a 120-volt power outlet, and two headphone jacks with individual volume control.

Other options include roof rails, a Tow Package, polished 20-inch forged wheels, and a maple accents package (no charge). Dealer-installed accessories include a dual-DVD entertainment system and crossbars for the roof rails.

The spacious interior and accessibility to second — and third-row seats are courtesy of a middle bench that slides 5.5 inches, with seatbacks folding forward to make access easy, rather than the awkward struggle required in most other vehicles.

Cargo room is another major advantage the JX boasts over the MDX, with almost 16 cubic feet behind the third row, as much as 47 cubic feet with the third row folded down and the second row adjusted all the way forward, for a total of over 76 cubic feet. Minivans offer more, but they’re still minivans.

Under The Hood: The Infiniti JX35 is powered by Nissan’s world-class 3.5-liter V6. Rated at a modest 265 horses and 248 pound-feet of torque, it’s paired with Nissan’s continuously variable transmission (CVT), a first for the Infiniti division. Like CVTs employed in Nissan passenger cars, the JX version has artificial steps programmed into its control chip if the driver elects to operate in manual mode.

Behind The Wheel: The Infiniti JX is exceptionally quiet, very comfortable, and exhibits excellent road manners. However, while the workhorse V6 delivers pretty lively acceleration in the Murano, in the heavier JX it’s more deliberate than spontaneous, with methodical passing acceleration.

The CVT is part of the reason. In standard drive mode the CVT keeps up with the engine in unhurried situations, but sudden acceleration demands produce that slipping-clutch sensation that’s been a drawback for all CVT’s since their invention. Nissan has done a much better job with CVTs than other automakers — and there are distinct fuel economy advantages — but it scores low on the fun-to-drive meter.

Whines: The electro-hydraulic power steering could use some improvement, and handling isn’t particularly quick either, with hard cornering resulting in both understeer and body roll (lean). Driving the JX is in many respects, more like driving a big Lexus sedan than an Infiniti.

Bottom Line: While the Infiniti JX scores well against the Acura MDX in many ways, it concedes some degree of fun if you’re a serious driver. That said, the Infiniti JX35 is one of the more attractive offerings in this market segment. Standard equipment is comprehensive, options are tempting, and optional safety features are innovative. It’s abundantly appointed, quiet, smooth, and roomy, with versatile interior adaptability, and priced competitively well for this class.

Flash Drive — Honda Ridgeline

By Bruce Caldwell

Model Tested: Honda Ridgeline RTL 

Engine: 3.5-liter SOHC V-6, 250 hp, 253 lb/ft 

Transmission: 5-speed automatic, all-wheel drive 

EPA Ratings: 15 city/21 highway 

Base Price: $37,180 

As Tested: $37,990
 

Performance:  Typically excellent Honda engine and drivetrain
Smooth, car-like highway ride
Automatic transmission has a tow mode
Locking differential for severe 4x4 conditions
Independent rear suspension
Good maneuverability

Comfort: Quality interior construction and components for quiet ride
Good legroom; excellent headroom
Big back seat
Heated seats

Utility: It’s a pickup with a 5-foot cargo bed
5,000-pound towing capacity
Ample, substantial cargo cleats
Great interior storage bins
Rear seats fold up for outstanding interior cargo capacity

WOW Factors:  Has the ability to carry passengers and cargo in all type of weather
Standard AWD
Multi-configurable, oversized center console

Whines:Sunroof is extra small
No rear door bins

Bottom Line: The Honda Ridgeline is a truck for car people. The crew cab configuration and five-foot bed offer an ideal compromise between passengers and cargo. The Ridgeline is great for active families that are more into outdoor fun than heavy-duty hauling.

Flash Drive — 2013 Subaru Xv Crosstrek

By Bruce Caldwell

Model Tested: 2013 Subaru Xv Crosstrek 4-Door Sedan

Engine: 2.0-liter 4-cylinder (boxer configuration), 148 hp, 145 lb/ft

Transmission: 5-speed manual, All Wheel Drive

EPA Ratings: 23-mpg city/30-mpg highway

Base Price: $21,995

As Tested: $22,790

Performance: Very good fuel economy (our best was 33.6 mpg). Reasonably peppy if manual trans is used effectively. Engine is a little buzzy at high rpms. Extra ground clearance for rugged roads. Nimble and fun to drive

Comfort: Very good front row leg and headroom. Comfortable seats, soft headrests. Rear seats easily accommodate large adult.

Utility: Impressive cargo capacity

            Flat cargo floor

            Flat folding rear seats

            Wide hatchback opening

            Ample interior storage for small items

WOW Factors: Impressive fuel economy, especially for an AWD. Handy Incline Assist prevents rollback when starting on hills

Whines: Odd name; just Crosstrek would be preferable. A sixth gear would be nice for sustained freeway driving

Bottom Line: Subarus have always been popular with Pacific Northwest consumers. The new 2013 XV Crosstrek easily adds to that well-deserved reputation. A roomy interior, excellent fuel economy, attractive styling, good versatility, confidence-inspiring AWD and a budget-friendly price make the XV Crosstrek a top choice for anyone seeking a compact sport utility vehicle.  

2013 Toyota Prius c: New hybrid the most fuel-efficient plug-free car

By Lary Coppola

The Toyota Prius c is not a Yaris with gas-electric hybrid powerplant, and it’s not just a shortened-up Prius. It is a Prius with a gasoline-electric hybrid powerplant that was mechanically cross-pollinated — for lack of a better term — with the compact four-door hatchback Yaris.

The Prius c boasts the low emissions and fuel economy of eco-oriented hybrids like the larger Prius — but it’s smaller — 19 inches shorter and 500 pounds lighter — and substantially cheaper — at least $5,000. EPA rated at 53mpg/city, at $4 a gallon it will take you 450 miles on $36 worth of gas. It may also qualify for a tax incentive or carpool-lane access sticker in some places.

The Prius c has no direct hybrid competitors, but in this price range you’ll find the Honda Fit, Chevrolet Sonic, Ford Fiesta, Hyundai Accent, Kia Rio and Volkswagen Golf diesel. Some come close to the highway mileage of the Prius c — but none match it in the city.

Walkaround: The Prius c looks like a conventional hatchback. After all, there are only a few ways to position an upright rear end, four doors and the hood on a 13-foot-long vehicle. However, the Prius c is easily recognizable as a Toyota.

A character line flows from the lower edge, up over the dual grilles, culminating at the Toyota badge in the center. Triangular-shaped outer corners house fog lights on the top models, and the projector headlamps are molded smoothly into the sheet metal.

The front door’s relationship to the door cutouts and roofline mimic the regular Prius with its high point at the B-pillar. However the roofline is taller, resembling the Prius v.

At the rear, the sheet metal above the centerline angles rearward, with arches that carry over the wheels and around the rear resembling a motorcycle fender. While the Prius c uses LED-lit brake lights, conventional bulbs illuminate taillights and amber bulbs behind a clear lens for signals.

Cargo access is straightforward and a temporary-use spare is under the floor. Any flat tire will go in the well but the cargo floor won’t be flat.

Model Lineup: The 2012 Toyota Prius c comes in four models, called One, Two, Three, Four. All share the 99-horsepower gasoline-electric hybrid powertrain, power steering and brakes, and four-door hatchback configuration.

Safety features on all Prius c models include dual front, dual front-side, dual front-seat cushion, front and rear side-curtain and driver-knee airbags, anti-lock brakes, electronic brake-force distribution, VSC electronic stability control, traction control, brake assist, Smart Stop Technology, tire-pressure monitors, and a proximity notification system for pedestrians and cyclists. A rearview camera is not available, however.

Interior: There’s nothing groundbreaking, but some unusual design, and level of standard features. Materials are mostly plastic with a few padded soft-touch panels. There’s a tilt/telescoping steering wheel with redundant controls, though the range of the telescopic function is very short. The floor-mounted shifter is standard with PRNDB settings — with B for battery. Eco and EV mode switches are adjacent the handbrake.

The front seats are roomy enough for 6-footers, comfortable enough for medium-length drives, and on most models the driver’s seat adjusts for height.

Although the rear seats are configured for three adults, two adults or three kids is about it with any degree of comfort and room. The rear seat folds to increase cargo area, and on all but the One model, and has a flexible 60/40 split.

A power port sits below the climate panel, and the USB/auxillary inputs are in a tray above the glovebox.

Instrumentation features a digital speedometer, and fuel level, while a multi-information display provides fuel and energy data with numerous views.

Bluetooth and steering wheel controls are standard on every Prius c, while the top two models get Entune — Toyota’s telematics system. It comes with Bing, Pandora, sports, stocks, traffic, weather, iHeartRadio, MovieTickets.com and OpenTable. Sirius/XM and HD audio with iPod connectivity and iTunes tagging come with Navi/Entune vehicles, along with Bluetooth streaming. Entune access is complimentary for three years — 24 to 33 months longer than most similar services.

Under The Hood: The Prius c is all about fuel economy and low emissions, with the highest EPA ratings of any car without a plug. The basics of the propulsion system are the same as the standard Prius, but on a smaller scale.

Power is courtesy of a 1.5-liter four-cylinder gasoline engine coupled with a pair of electric motors and a 144-volt, 0.87-kilowatt hour battery pack beneath the rear seat. Each of the electric motors serves a different purpose and the computer that runs it all sends a maximum of 99 total horsepower to the wheels, with a power-to-weight ratio similar to the larger Prius.

The Prius c will run up to 1.5 miles on battery alone while staying under 25 mph with a very light foot, although acceleration or speed engage the gas engine much sooner.

An electronically controlled continuously variable transmission (CVT) doesn’t work the way most CVTs do but the results are similar. To keep engine and electric motor speeds in the most efficient range for the required performance needs, the speeds are variable.

EPA ratings peg the mileage at 53/46 mpg City/Highway, or 50 mpg Combined. We averaged 50 mpg in mixed driving.

Behind The Wheel: Prius c shares some platform features with the Yaris and rides and handles much the same as most compact cars. The Prius c has a pretty solid ride, only seeming bouncy on bad roads. It’s relatively flat in corners because the weight from the battery positioning gives it a low center of gravity for predictable handling.

The brake pedal triggers regeneration while the drivetrain uses the car’s momentum to recharge the battery pack.

Whines: No model offers adjustable height shoulder belt anchors and tall passengers end up with the belt across their upper arm.

Bottom Line: Strengths of the Prius c are the best mileage of anything without a plug, good maneuverability, electronics for the tech-savvy, and relatively low pricing for an eco-friendly hybrid. With moderate purchase and operating costs, it’s an ideal urban vehicle.

2013 Infiniti G37 Coupe: sporty, stylish, and luxurious

By Bruce Caldwell

The 2013 Infiniti G37 coupe is a sports car for people who desire performance and fun without attracting unnecessary attention. The G37 coupe (especially with the all-wheel-drive on our tester) has the wherewithal to stay with most competitors, but it’s more likely to fly under the radar than flashier cars. That stealthy nature suits many low-key Pacific Northwest natives — success and substance without being ostentatious.

Walkaround: The 2013 Infiniti G37 coupe is a very handsome vehicle. It has smooth, contemporary lines, but not the overly busy scoops/spoilers/strakes/etc. found on many Asian performance cars. The less aggressive, more refined look is in keeping with the overall sport/luxury demeanor of the G37. Attractive, multi-spoke alloy wheels barely conceal the massive 4-piston front and 2-piston rear disc brakes. The Infiniti G37 is definitely a sports car, but it favors refinement over raucousness.

Interior: A high-quality interior is expected of Nissan’s luxury Infiniti brand and we weren’t disappointed. Our test car was fitted with beautiful Stone (a very light gray) leather and correspondingly light carpeting. We drove the G37 during a record dry spell, but the “not for the Northwest” carpet quickly displayed dirt. The Stone leather made the slightly snug interior seem bigger, but some Weather Tech floor mats would be a wise addition.

The coupe’s sleek styling limits interior space and although the G37 is considered a four-passenger car, it’s really a two-and-change configuration. Front seat legroom is stretch-out spacious and headroom is fine even with the power sunroof. Back seat legroom is almost nonexistent. I squeezed myself into the back seat just to see if it was possible, but I had to slouch so much that the front seat was almost to the dashboard.

Rear seat ingress/egress is quite good. The big doors open very wide and the front seats go far forward. The problem is the lack of room once you get in.

The best use of the back seat is as a catchall for coats and miscellany. The seat is soft leather like the front ones, but we doubt it will see much passenger use. The seat folds flat, which greatly expands the overall cargo capacity. The trunk also has a flat floor although it isn’t very deep.

Under the hood: Nissan and Infiniti V-6 engines are among the finest on the market. The current 330-horsepower 3.7-liter engine is an extension of the vaunted 3.5-liter V-6. This engine series is a cornerstone of the company’s powerplant program. Precision smoothness and broad power bands are hallmarks. The one in our test G27 coupe was rated at 270 lb-ft of torque.

Our G37 was the G37xS model, which means it had all-wheel-drive and the Sport Package. The transmission was the excellent 7-speed automatic, which has manual shift paddles located behind the thick, contoured leather steering wheel. The paddle shifters are an excellent compromise over the 6-speed manual transmission. They let you be aggressive when desired with the luxury of the automatic in congested traffic.

The 7-speed automatic helps fuel economy, which is fine for a sports car, but short of economy car numbers. The EPA rates the AWD G37 at 18 city and 25 highway. We got a little over 26 mpg on three 200-mile, nonstop highway trips. Fuel economy numbers dropped into the low twenties in mixed driving.

Behind The Wheel: We put about 800 miles on the G37 in a week. A round trip to Portland and another weekend excursion to Mount Rainier meant extended periods behind the wheel. The time was very enjoyable (except for the now too common I-5 traffic jams). The G37 is an excellent car for covering long distances in comfort and security. An excellent sound system and satellite radio helped pass the time. The 7-inch information/navigation screen was easy to read and use.

Nineteen-inch alloy wheels and Yokohama P225/45R19 tires were part of the $1,950 Sport Package. The package also includes a limited slip differential, sport-tuned suspension, and sport brakes. The Sport Package when combined with all-wheel-drive provides a level of handling performance that exceeds most opportunities to fully appreciate it. As great as this combination is, if we were purchasing a G37 we’d be inclined to order the AWD and stick with the standard P225/50R18 tires. The reality of western Washington traffic is that you’re more apt to want a smoother ride than racetrack handling.

The great leather seats and good insulation modulated road noise, except for notable rough stretches such as those near the Tacoma Dome and from Federal Way to Southcenter. The excellent sound system also helped a lot.

Whines: Rear seat access is via power actuated (both directions) front seats. The annoyance is the slow speed compared to a simple release and slide mechanism. Small item interior storage spaces/bins weren’t as big or plentiful as we like.

Bottom Line: We were fortunate to get the 2013 Infiniti G37xS AWD coupe during a week with extensive travel needs. The miles flew by effortlessly. The G37 coupe is loaded with high performance components, but it was the luxury touring features that sold us.

All-new 2013 Avalon signals a new direction for Toyota

By Lary Coppola
Decreeing that Toyota, “...will build no more boring cars,” the company’s recently ascended President and CEO Akio Toyoda has called upon his employees to design and build cars with renewed passion and enthusiasm. And nowhere is that spirit more evident than in the all-new 2013 Toyota Avalon — the first in what Toyota says will be a long line of much more stylish cars, departing from the staid vehicles of the past four decades. While long recognized as mechanically bulletproof, no one has ever accused Toyota of being a trend-setting style leader. However, the Avalon is a game changer — the first new design and build under Toyoda’s reign.

Originally launched in 1995, and built on the same platform as the popular Camry, the Avalon replaced the Cressida as Toyota’s flagship vehicle. Debuting at the 2012 New York Auto Show, the 2013 version is the fourth generation Avalon.

In a review of the 2000 Avalon, I termed it, “a bargain Lexus.” Having driven the 2013 Lexus LS just a week prior to the Avalon, I believe that statement is even more true today than it was then.

Toyota execs are quick to stress the new Avalon is as American as cars get, noting it was designed and engineered by teams in California and Michigan, and built at Toyota’s Georgetown, Kentucky assembly plant.

The new Avalon originated as a sketch drawn by a 20-something designer at Toyota’s Ann Arbor, Michigan-based studio. When CEO Toyoda saw it, his words were, “Don’t change a thing.” Having the seen the sketch, the designers stayed true to the vision.

The 2013 Avalon also debuts technology new for Toyota, starting with the Quadrabeam headlights. The Avalon is also the first Toyota with a Rear Cross Traffic Warning system, which warns the driver of oncoming vehicles when in reverse.

Model Lineup: There are four versions of the new Avalon — the base XLE, XLE Premium, XLE Touring, and the Limited. All are available as both standard gas models and as a hybrid, using Toyota’s proven Hybrid Synergy Drive system.

The Base XLE comes pretty well-equipped, with a standard 2-door smart key; soft touch materials; leather seats, steering wheel, and shift knob; 17” wheels and tires, LED brake and taillights; with standard audio controlled by a touch-screen display, as well as knobs.

The XLE Premium upgrades the smart key to 3-door; adds heated driver and passenger seats and outside mirrors; power moonroof; and rear-view camera.

The Touring version adds 18” wheels and tires; Sport and ECO driving modes; paddle shifters; memory seats and mirrors; wide angle fog lamps; and Toyota’s Entune system, which pairs with smartphones to activate features.

Finally, the top-of-the-line Limited comes with all the above as well as blind-spot monitor and rear cross traffic warning system; HID headlamps and LED DRL, and puddle lamps, There’s also rain sensing wipers; auto high-beams; 10-way power driver’s seat and 8-way passenger’s; heated and cooled front seats; rear HVAC controls; and optional radar cruise control, and pre-crash detection system.

Walkaround: In a world where cars — like many of the people who drive them — are getting wider, the 2013 Avalon bucks the trend. It’s more than two inches shorter, slightly narrower and lower, with shorter front and rear overhangs, and more than 100 pounds lighter than the previous model.

But styling is the big news here. The aggressive look puts a younger buyer directly in its crosshairs, with the Avalon appearing as a merger of many popular, competing full and midsize sedans. For example, it utilizes popular styling cues such as wraparound headlamps and taillights — the first non-round projector headlamp units on an Avalon — along with LED lighting.

The hood line flows downwards to the two-tiered fascia featuring a sweeping chrome strip with an integrated Toyota badge, with a large oval-shaped lower front grille reminiscent of Aston Martin.

Gone are the staid, straight up and down slab-like sides of the last generation Avalon, replaced by smoothly aggressive sheet metal curves so deeply contoured that Toyota had to work with suppliers to ensure the steel stampings could actually be mass-produced. The steeply raked C-pillar is also a very trendy feature in current automotive design.

The rear end is a bit more traditional, with a 16.0 cubic feet trunk (14.4 in the hybrid, due to the location of the battery pack), flanked by two-tiered tail lamps and dual exhaust outlets.

In short, the Avalon’s appearance is a radical departure from Grandpa’s dowdy, 80’s era, Buick-like sedans of years passed. It’s now a very strikingly attractive car — inside and out.

Interior: Inside, you’ll find a well-designed, superbly quiet cabin offering a cockpit-like feel for the driver. The wraparound dash is all about high-tech attention to detail, while offering a clear view of the climate, infotainment and audio controls to passengers as well as the driver.

Instrumentation consists of a high-tech gauge cluster with a color LCD screen between the speedometer and tach, with MID graphics and centrally located two-level information screen in the center stack, featuring capacative touch buttons — a first for Toyota. The display screen does double duty as an energy flow readout on the hybrid, and the clock face also offers a choice of analog or digital readouts.

The latest version of Toyota’s Entune technology features Bluetooth, plus a suite of apps including Pandora, Bing, iHeartRadio and MovieTickets.com. Local fuel prices, stock prices, sports, traffic and weather data are also available, along with navigation on the XLE Touring and Limited models.
There’s adequate storage space and cuphoders, along with a coin box. There’s also a new eBin, which houses small electronics — like your smartphone — and hides the connection cords. All Avalons come with two 12-volt power outlets, USB and AUX ports.

Besides the abundance of room to accommodate five passengers — over 40 inches of front legroom and 39.2 inches in the rear — there’s also a new hand-stitching process used on the dashboard trim and steering wheel.

Under The Hood: The front-wheel drive Avalon features Toyota’s workhorse 3.5-liter V6 (the same engine as the previous Avalon) that puts 268 horses to the highway, with 248 ft.lbs of torque. It’s married to a smooth, 6-speed automatic with a manual shift mode, and paddle shifters on the XLE Premium and Limited editions. There are also three drive modes, controlled by a console-mounted spring-loaded knob — Normal, Sport, and ECO.

The hybrid has a new 2AR-FXE 2.5-Liter powerplant, putting down 154 horses and 153 ft.lbs of torque. The 200 horsepower electric motor is powered by a Nickel-Hydride 244.8-volt battery pack The system is coupled with the same 6-speed automatic as the gas engine, but offers three different drive modes — EV, ECO, and Sport.

The gas version does the 0-60 drill in a respectable 6.7 seconds, while it takes the hybrid 8.2.

Behind The Wheel: The 2013 Toyota Avalon is certainly a pleasant departure from the previous model. One drive in the Limited version took us from the Santa Barbara/Goleta area, through the mountains leading to Santa Ynez, thru Solvang, and then down the 101 along the ocean back to Santa Barbara.

We found the new Avalon an absolute pleasure to drive. It was exceptionally quiet, and comfortable, but when called on, acceleration is more than adequate. It effortlessly topped 100 mph on a couple of short stretches of the 101, with no complaints from the powerplant. Cruising at a pretty steady 80, was like taking a Sunday drive.

The retuned electric steering, along with a much stiffer body structure, have increased agility and reduced body roll. There are McPherson struts at all four corners featuring rebound springs — a nice improvement over past Avalon models. One notable feature included in Sport mode is Dynamic Rev Management. This blips the throttle when downshifting and is useful when using the paddle shifters.

Whines: The obviously plastic-wood trim detracts somewhat from an otherwise gorgeous interior.

Bottom Line: The base price is $30,990 - $2,200 less than the 2012 Avalon XLE — while the Hybrid starts at $35,555. Meanwhile, the V6 Limited stickers at $39,650 and a Limited Hybrid $41,400.

Toyota is specifically targeting men and women in the 55-year-old age bracket - 10 years younger than the average buyer of the 2012 Avalon. With expressive styling and new technology, the 2013 Avalon measures up well against competitors like the Chrysler 300, Buick LaCrosse, and Hyundai Azera. So if you’re looking for a large, stylish sedan, with plenty of room, and great fuel economy, you owe it to yourself to check out both the gas and hybrid 2013 Toyota Avalon.