- 2014 Toyota Avalon View
- Interior / Exterior »
The Avalon has never been known for flair or extroversion. Now it has a design that might actually—perhaps for the first time in Avalon history—pull in shoppers based on its looks.
And as Toyota likes to point out, its looks are distinctly American. The Avalon is the most “American” Toyota ever, they say, and that includes this sedan’s design.
Penned entirely in California, and finished and developed in Michigan, the Avalon was conceived with American tastes in mind—especially older-middle-age empty-nesters.”Elegant Athletic” is Toyota’s way of describing the look of the exterior, and it’s not far from what we’d call it. Overall this design is a brisk lane-change—and a game-changer, to the degree that it almost warrants a new badge. It’s not an Audi A7—one of the most beautiful models on the market now to our eyes—but there’s no Camry vapor trail left here in these handsome lines.
From the side, the Avalon looks at ease and neither trying too hard to appear as a hunkered-back rear-wheel-drive sport sedan nor as a cab-forward front-driver. The roofline arc sits nicely above the more subtle arc in the beltline, and a rear pillar arc fits right in with it, tapering gradually to the back (Toyota tried to keep it as far back as possible without infringing rear headroom and the trunk opening).
The only semblance we might ever spot to the Camry is in front, where the Avalon tows the brand’s ubiquitous front-end more than it needs to; although the more aggressive lower airdam and squared-off projector lamps, with a ‘double-eyed’ look, point more to a luxury-car identity. In back, the design is a slight bit disappointing, with the somewhat generic lux-sedan taillights drooping a bit into anonymity.
If we had to point to a single attribute that gives the design punch, it’s the rear fender, and the way the sheetmetal so gracefully flows from the roofline and the doors, meeting in a way that looks sculpted with French curves, not on a set of computer monitors.
Inside, the Avalon also got some special attention, and it’s not at all a Camry knockoff. Toyota wanted the new Avalon to have a premium feel and look, and it shows. The climate and audio controls sit on a plane closer to the driver, above a layer that’s trimmed with wood grain and an attractive striated surface, which itself is stacked over a dash zone framed in metallic trim. The cabin’s theme is one that’s been styled into most of the current generation of Toyotas, but rises above the usual swipe of differently textured plastics.
- Performance »
All those improvements are carried over into the current 2014 Avalon. Compared to the former car, and to many entries in this now very competitive class, it’s quicker and more responsive while also feeling very composed and refined.
V-6 models come with Toyota’s familiar 3.5-liter V-6, putting out 268 horsepower and 248 pound-feet of torque. The six-speed automatic adopts a sport-shift mode, and incorporates throttle blipping for smoother gear changes. On Avalon Touring and Limited models, the automatic also gets paddle controls for shifting, and the drivetrain has Eco, Normal, and Sport driving modes that adjust steering, throttle, and shift feel. Zero to 60 mph times takes just 6.7 seconds.
The 2014 Avalon Hybrid instead has a 2.5-liter four-cylinder, running with a lean Atkinson cycle, teamed with nickel-metal hydride batteries and two motors tucked into the transaxle. Gearing continuously variable, through Toyota’s tried-and-true planetary power-split setup. A net 200 horsepower coaxes 0-60 mph times of 8.2 seconds out of the Hybrid four-door, and three driving modes are offered. EV, Eco, and Sport. EV mode allows drivers to run the Avalon on battery power alone up to 25 mph, while Eco mode cuts down on throttle response and HVAC output. Sport mode adapts the Avalon Hybrid’s throttle and transmission so that feels quicker, if not ultimately faster.
In real-world driving, the Avalon Hybrid emerges as the unlikely winner, and in our opinion it’s the best bet. Thanks to a stronger, stiffer, lighter-weight structure, the V-6 Avalon is lighter than before. But with the V-6 Avalon weighing less than 3,500 pounds and the Avalon Hybrid weighing less than 3,600 pounds, the Hybrid isn’t hefty and overweight as is often the case. Press Sport mode for the Hybrid, and the electric-motor system and quick tip-in give you the confidence to pass quickly or power out of a corner. What’s more, we think that the Hybrid even feels better-balanced at times in corners near the cornering limit—perhaps because the battery pack in back gives it a better weight distribution.
No matter which Avalon powertrain you get, engineers borrowed from the Lexus playbook in order to get that better responsiveness and control without inviting harshness, engineers borrowed some strategies from the Lexus lineup (especially the latest GS) and added rebound springs within the shocks, increased the spring rate somewhat, and went to a digressive damper valving—with larger stabilizer bars all around.
What they achieved we wouldn’t call sporty, but it’s supremely capable and controllable in a way that the Avalon hasn’t been in the past—essentially muting the almost cartoonish queasiness, bounciness, and excessive body motion of the former model.
In either model, the Avalon drives like a smaller car than it is, with a precise, natural feel even on curvy, imperfect surfaces. And Sport mode firms up the steering somewhat on V-6 models, or more dramatically in the Hybrid.
Disc brakes provide strong stops, with 11.6-inch discs in front and 11.0-inchers in back, but a spongy pedal feel was one of our few disappointments (on the V-6 in particular).
Is the Toyota Avalon the modern-day Buick? If it is, we don’t mind it at all. The Avalon has grown into its role as Toyota’s flagship, and even if it doesn’t have one iota of sporty intention in its handling or its looks, it’s a very handsome sedan that’s been reshaped in an imaginative way. It still excels at smooth, quiet comfort in a way that Buick itself has pushed into the background.
To put it simply, the Avalon used to be an also-ran; now it duels with the Impala for our attention. And with strong competition from the likes of the Kia Cadenza, Hyundai Azera, and Ford Taurus—all redesigned or significantly refreshed in the past two years—there’s plenty of choice here. The new Avalon looks interesting, and feels more lively, and steers into a more compelling direction with a visually dramatic interior and a full dose of high-tech safety equipment.
So much for the anonymous look of the current Camry; Toyota smartly pushed the Avalon in a new direction, styling-wise, and shows that, within bounds, a car can be practical and comfortable without towing such a relentlessly conservative line on styling. Taking a step back, the exterior of the new Avalon really lures you in; and considering the history of this model, that’s saying a lot. There’s a lot to like in the graceful, flowing roofline, and the way the beltline arcs, as well as the unexpected punch at the rear fenders. Nothing in the new Avalon says farewell to the status quo more than the thoroughly modern instrument-panel layout, and its flush, capacitive (touch-based) dash switches—a feature that cleans up the look, and does away with physical buttons. Up close, cabin materials are superb, with nice, matching grains and surfaces, and also a full league above those in the Camry.
The way the 2014 Toyota Avalon drives is what will keep this model a standout for some time. V-6 models, with a strong, smooth 268-horsepower, 3.5-liter, are still expected to make up most sales; but it’s the multiple Avalon Hybrid models in the lineup that seem the most compelling, not only for their surprisingly responsive performance, but for their level of refinement that might even fool some traditional Avalon shoppers. With a net of 200 horsepower, altogether, from its lean Atkinson-cycle four-cylinder, teamed with nickel-metal-hydride batteries and two motors tucked in the transaxle, the Avalon Hybrid can get to 60 mph in just (conservatively) 8.2 seconds. Take a look at the window sticker of the Hybrid, though—a phenomenal 40 mpg city, 39 highway (40 Combined)—and you might be willing to deal with a little less power.
And the rather shocking surprise here is that you get nearly the same driving experience with the Hybrid. Both models are quicker and more responsive, while feeling far more composed and refined compared to the outgoing model. We wouldn’t call it sporty, but it’s supremely capable and controllable in a way that the Avalon hasn’t been in the past.
The Avalon feels extremely roomy, modern and luxurious, with top-notch materials, thoughtful details and comfortable seats. Front seats could use a little more lateral support, but they’re supportive for the back and upholstered in impressive, supple leather, with real stitching—and ventilated premium leather in Limited models. The back seats are among the best we’ve sampled in a larger sedan—contoured well for adults and with relatively long lower cushions to provide thigh support. The new Avalon gets a 16-cubic-foot trunk, and with a flat floor and wide opening, you can fit a lot of grocery bags. Hybrid models have a slightly smaller 14-cubic-foot trunk, but it’s a small sacrifice for that model’s gains.
The Avalon offers a strong list of safety features, including separate rear side-thorax airbags and front knee bags, and crash-test ratings have been almost perfect across the board. A Rear Cross Traffic Alert system, which uses sensors in the rear quarter panels to help detect vehicles as they approach from the side and behind the vehicle, is very effective for those who need to back up with restricted views. And for 2014, all models come with a backup camera system while a Blind Spot Monitor is now optional equipment on the Avalon XLE Touring and Avalon Hybrid XLE Touring models.
With last year’s redesign, Toyota gave the Avalon a wider focus, expanding its appeal (hopefully) to a somewhat younger (40 to 60 year old) crowd. So features no longer are limited to power accessories and finer materials; you can now get some of the most advanced in-car interfaces, too. The 2014 Toyota Avalon continues to be available in XLE, XLE Premium, XLE Touring, and XLE Limited models—with Hybrid counterparts to all but the base XLE trim.
Across the model line, you’ll find a comfortable and very well-equipped large sedan; and top-of-the-line Limited models are full-fledged luxury sedans in all but badging.Top Limited models cost around $40k but are luxury vehicles by the equipment list, with a Blind Spot monitor with Rear Cross Traffic Alert, perforated leather upholstery, heated-and-ventilated front seats, heated rear seats, three-zone automatic climate control, a rear sunshade, 785-watt JBL Audio, HID headlamps, and LED daytime running lamps. Add the Tech Package, with Adaptive Cruise Control, a Pre-Collision System, and Automatic High Beams.
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