1998 Toyota Avalon Fullsize Car Review & Performance

The Avalon is a handsome, full-size, no-nonsense, four-door-sedan. Its design is a departure from

that of the Toyota Camry. In fact, the Avalon looks more like a Buick than a Toyota. And it's built

in Kentucky. Park it beside a Camry, and the Avalon looks like the family patriarch-bigger, more formal

than the Camry.

When Toyota's Avalon debuted in 1994, it set the standard for comfort, quality and refinement in the

large car segment. Though no changes are visible, the Avalon has been refined for 1998.

The chassis was extensively reinforced to improve rigidity, enhance crashworthiness, and reduce noise,

vibration and harshness. Side-impact airbags were added to complement the energy absorbing door

structures.

A revised grille along with new jeweled multi-reflector headlights give the front of the car a new

look. Turn signals are now located behind a clear lens next to the headlights for improved appearance

and quality of fitment.

At the other end there is a new trunk lid that is nine inches wider than before for easier loading

and unloading. A lip on the trailing edge acts as a rear spoiler. The tail lamps have also gotten the

multi-reflector treatment, so the Avalon sparkles coming and going.

Two models are available: XL and the up-market XLS.

Both are powered by a 3.0-liter, four-cam, 24-valve V6 that produces 200 horsepower and 214 foot-pounds

(lb.-ft.) of torque. It drives the front wheels through Toyota's four-speed electronically controlled

transmission. Engine and transmission use artificial intelligence to communicate with each other; when

changing gears, the transmission sends a signal to the engine to reduce power for a moment for a smoother

shift.

In addition to the chassis improvements, noise, vibration and harshness were reduced by using

anti-vibration sub-frames, asphalt resin sheeting on the floor, flush-mounted side and front glass,

foam-filled C- and D-pillars and a hood pad.

ABS is standard, traction control a $300 option.

Our test car was an XLS, so there were standard features aplenty. But it also had the $1,555 leather

trim package, which includes memory for the driver's seat and heat for both seats. The optional moonroof

added $980 to the sticker.

Inside, the Avalon looks every bit the luxury car it was designed to be. The carpet is thick, the leather

creamy to touch, the instrument panel well designed. There is wood trim on the dash, console and door panels.

A dual power-operated 50/50 front bench seat is available to accommodate up to six passengers. It comes with

a fold-down center armrest and a column-mounted shifter. Five-passenger bucket seat models have a center

console with transmission shifter.

Both XL and XLS models can be finished in a choice of high-density velour fabric or premium leather. Interior

colors include ivory, quartz and black. Nine exterior colors are available, four of which are new for 1998.

The list of standard features includes luxury-car musts: automatic air conditioning, 170-watt cassette

stereo, cruise control, power windows, power locks with anti-lockout feature, tilt steering wheel, dual

cupholders, soft-touch ventilation controls, heated outside mirrors, auto on/off headlights, outside

temperature display and a leather-wrapped steering wheel. A keyless entry system is standard that prevents

the engine from being started unless the correct key is used. A transponder chip in the key sends an

identification code to the engine's electronic control unit (ECU). If the code matches the one stored in the

ECU, the system is deactivated.

Because of that long list of standard features, the options list is short: leather, power driver's seat with memory, traction control, CD player and a moonroof.

Until the Avalon, the words Toyota and luxury didn't go together. Toyota and quality, Toyota and value,

Toyota and performance, sure. But not Toyota and luxury. Luxury was Lexus territory. So the first impression

from behind the wheel is one of delight, because this is indeed a luxury car. It rides and feels like a luxury

car and by any yardstick, it's all there.

Luxury car buyers typically aren't looking for blinding acceleration, but they do want to move with authority

and the Avalon meets that requirement. With 200 horsepower, it provides good acceleration from a standing start

and offers plenty of power for merging and passing. The transmission shifts are smooth--even at full throttle.

When it settles down for quiet cruising, the Avalon feels like a luxury car. The ride is comfortable.

Avalon owes its smooth ride and balanced handling to a long wheelbase, independent MacPherson strut front

suspension and independent dual-link rear suspension, gas-filled shock absorbers and front and rear

stabilizer bars.

Toyota's hard work on noise abatement has resulted in a quiet driving experience and the suspension keeps

road irregularities from invading your privacy. The power-assisted rack-and-pinion steering is effortless,

with just enough effort built in to provide good road feel.

The seats provide good support and there's enough bucket in the buckets to keep you from moving around in

corners. There is reasonable room in the rear, so you shouldn't feel guilty about putting good friends back

there.

Fickle Connecticut weather allowed us to test the Avalon in just about every driving condition imaginable:

dry, wet, wet with leaves, snow, snow turning to slush and back to dry. For many people, front-wheel drive has

changed their confidence in inclement weather. Add traction control and some drivers begin to take slippery

conditions for granted. Traction control works well, reduces the effect human error and inspires confidence.

But, as with anti-lock brakes (ABS), drivers should not let technology replace sensible driving technique. The

laws of physics still apply.

When the traction control system detects even the slightest loss of traction, it instantly reduces torque to

the slipping wheel. The driver's role is to let up on the gas until traction is returned.

We activated the system several times, sometimes on purpose, sometimes when we applied too much power on a slippery road. Each time, power was instantly reduced and control was regained. Slippery, low-speed corners present a traction problem, but traction control reduces the chance that the rear end of the car will lose traction and cause the car to spin. No matter how much throttle is used, the system will only apply the amount of power that the front wheels can accept without spinning. So forward progress is drastically limited in extremely slippery conditions.