Yahoo Autos The 2019 Toyota Avalon Hybrid XSE Tries to Do It All
Anyone who has ever attempted to play Bop It can tell you that multitasking isn’t easy. So this particular version of the new 2019 Toyota Avalon that we’ve just tested seems to have the cards stacked against it. The contradictions begin with the combination of the sport-tuned XSE trim with the optional gas-electric hybrid drivetrain that’s less powerful than the standard 3.5-liter V-6. And as the largest sedan in Toyota’s portfolio, the Avalon’s reputation is that of a big, cushy cruiser that has typically curried favor with a mature owner base.
Viewed from the front, it’s clear that the new Avalon doesn’t want to be seen as cushy anymore. All versions have a massive grille with comically large faux air intakes flanking the Lexus-like pinched center section, and the XSE trim exaggerates it with a black honeycomb mesh insert. Why, Toyota? A conventionally sized grille would jibe much better with the rest of the Avalon’s lines, which are actually quite elegant. Subtle side surfacing emphasizes the car’s 195.9-inch length, and the gently sloping, fastback-like rear glass tapers nicely into the rear deck, below which is an attractive full-width taillight treatment.
Big Boned
Now riding on the same TNGA architecture as the newest Camry, the Avalon remains considerably larger than that popular mid-sizer. The wheelbase is stretched nearly two inches, and overall length is around three inches greater. This car was only 62 pounds heavier than the most recent Camry hybrid we tested, however, although both of these new-generation Toyota sedans are portlier than their predecessors; our test example weighed 83 pounds more than a 2016 Avalon hybrid we tested.
Toyota claims more power from the hybrid drivetrain-the updated 2.5-liter Atkinson-cycle inline-four and two electric motors make a combined 215 horsepower, 15 ponies more than before-but acceleration to 60 mph is still slowed by 0.4 second compared to that 2016 model, now taking 7.8 seconds. Yes, the electric motors’ torque makes for perfectly adequate responses in everyday driving, and the four-cylinder’s droning under harder acceleration is better isolated than before to our ear. But it’s clear that the V-6–powered Avalon is a better choice for leadfoots; that car hit the same 60-mph mark in a significantly quicker 6.1 seconds, and it makes a pleasing noise to boot.
Efficient and Enveloping
The 2019 Avalon hybrid does live up to its reason for being, though, as its fuel-economy numbers make significant gains across the board. The EPA estimates 43 mpg for its city, highway, and combined cycles-and sure enough, we achieved exactly 43 mpg in our 75-mph highway fuel-economy test, 4 mpg better than a previous-gen Avalon hybrid managed. Our overall average of 41 mpg is equally impressive for such a large and spacious vehicle.
Palatial rear-seat space is something we expect from a sedan of this stature, and the Avalon does not disappoint. There’s plenty of stretch-out room back there, and the seats are well shaped to accommodate adults. Things aren’t quite as rosy up front, as the large and obtrusive center console confines the driver and passenger somewhat, removing any sense of airiness. We have fewer complaints about the materials selection and dashboard design, as the plastics are nicely grained, the suede inserts are well executed, and the look is pleasing, with a large and easy-to-reach center touchscreen flanked by clearly marked buttons and knobs. The Avalon is also Toyota’s first implementation of Apple CarPlay, although Android Auto is still missing.
Pretty Good to Drive
The XSE model sits just above the XLE in the Avalon lineup, although even that “base” model comes well equipped with plenty of active-safety features, automatic climate control, and heated front seats. For an extra $2500, the XSE gains that aforementioned visual aggression along with paddle shifters, a sunroof, and a supposedly sport-tuned suspension, which consists of changes to the dampers, springs, and anti-roll bars. (Our test car also was equipped with an upgraded audio system for $680 and floor mats for $248, adding up to an as-tested total of $40,848.) We’re often skeptical of such mild chassis tweaks when applied to mainstream cars such as the Avalon, but the XSE hybrid surprised us with its firm damping that made for taut ride motions.
The combination of its progressive steering effort and stiff structure makes this Avalon’s handling a fairly sporty proposition. It turns in sharply, changes direction ably, and has a buttoned-down ride that’s far from floaty-in fact, we can imagine the XSE’s stiffer setup turning off some traditional Avalon shoppers on a test drive. The hybrid’s 18-inch Hankook Kinergy GT tires held on for a fairly strong 0.85 g, considerably better than the 2016 Avalon hybrid’s 0.79 g, and the car stopped from 70 mph in a competitive 176 feet. We still noticed a bit of unpredictability in the brake pedal’s response at low speeds, owing to the combination of hydraulic and regenerative braking, but it’s easy enough to get used to, and the blending in this car is among the best of today’s crop of hybrids.
The contradictions present in this Avalon, then, turn out to be less cause for concern than they initially appear to be. It fulfills its hybrid mission with impressive real-world fuel economy, and the XSE treatment measures up to its mildly sporty promise with aggressive (if polarizing) visuals and some extra starch for the chassis. We still might hesitate before paying the $1000 premium for the hybrid drivetrain over the V-6 due to its lack of oomph, but the mpg advantages mean that the sacrifice may be worth it for the fuel conscious. We’ve come away impressed with Toyota’s newest “flagship” sedan (if you can call it that) and its ability to wear multiple hats while still staying true to its mission.
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