Parked outside a suburban bistro, the Toyota Avalon strikes passersby as a dignified if understated car, and that's by design. Toyota figures Avalon buyers want substance that doesn't scream for attention. Avalon is understated, to be sure, but closer inspection reveals some sophisticated styling themes that inspire a sense of elegance. Toyota's largest sedan fits the mold of old-school European models, almost French in its impressionistic impact.
Overall, the Avalon is eight inches longer than Toyota's top-selling Camry sedan. By most exterior dimensions, Avalon is roughly the same size as the Ford Taurus, Chevrolet Impala, and Chrysler 300. Compared to European luxury sedans, it's larger than the mid-size Mercedes E-Class, but smaller than the full-size S-Class sedan.
The Avalon dates to 1995, and it underwent its third wheels-up overhaul for 2005. The 2008 model gets what the car industry calls a mid-cycle update, or noticeable styling tweaks that are as extensive as a car usually gets between complete redesigns. Those changes are most obvious in front, where Avalon sports a new bumper and grille with chrome-trimmed horizontal bars. The lower bumper features integrated fog lamps on Touring, XLS and Limited models.
In side view, subtle character lines below the windows and above the door sills add a hint of sculpting to the Avalon's flanks. For 2008, the Touring and XLS add chrome door handles previously reserved for the Limited. From the rear, the tall rear deck and big rear valance enhance the air of elegance and substance, while new smoked tail light lenses add a hint more flair. The Avalon Touring is distinguished by a low rear spoiler.
Lots of the Avalon's styling features have been optimized to reduce wind noise inside the car, including the shape of the windshield pillars and side mirrors and low placement of the wipers under the hood line. The Avalon Limited upgrades with unique, sound dampening glass in the windshield.
The Limited's mirrors also include a couple model specific features, starting with LED turn signals that are visible to other drivers in the glass. We like the bright LED lights under those mirrors, because they flood the ground below the doors with light as you approach in darkness.
m for luggage or a serious shopping binge, but Avalon is further hampered by its basic shape. The trunk is long but relatively narrow, with much of the available space stretching forward toward the rear seatback, under the rear glass and shelf. The trunk lid raises itself once you pop it, something many trunk lids don't do. The trunk opening is smaller than that on other cars in Avalon's class and small relative to the trunk's volume, so large items that might fit in the trunk may not fit through the opening.
A locking pass-through allows longer items such as skis to slide into the cabin between the outboard rear passengers, though Avalon does not offer the folding rear seatbacks available on some competitors. A standard, removable cargo net hangs within easy reach across the trunk opening to keep items such as plastic grocery bags from dumping or sliding around during transport.
The Toyota Avalon is big, quiet and easy to operate. Driving it is a tranquil experience. Indeed, the Avalon approaches serene, but it isn't numbing in a way that allows a driver to forget he or she is operating a motor vehicle. Some driving enthusiasts would say Avalon is too vanilla. We'd say it's competent, pleasant to drive in all circumstances, and never aggravating, and that last bit can be important on hectic days.
The foundation for Avalon's smooth demeanor is its powertrain. On paper, its 3.5-liter V6 engine might seem a bit small for a relatively large car. In fact, the Avalon is surprisingly peppy. The dual overhead-cam V6 generates a substantial 268 horsepower and 248 pound feet of torque, and it moves the Avalon with authority. Moreover, thanks to variable valve timing and a dual-stage variable intake manifold, the power isn't the least bit peaky. It flows smoothly and evenly from idle to the engine's 6200-rpm limit, whether you're accelerating casually from a stop sign or flooring the gas pedal to merge onto a crowded freeway.
The V6 has enough torque to create a bit of torque steer when you floor it from a slow speed. Torque steer usually manifests itself as a slight tug on the steering wheel under hard acceleration. In the Avalon, it's nothing that will disturb the typical driver, but it's enough to let that driver know that there's a powerful piece under the hood. The Avalon will easily accelerate from 0 to 60 mph in less than eight seconds, and while that's no-longer sports car performance, it's anything but lethargic, especially in a large car that carries five people and their luggage with lots of room to breathe inside.
Fuel economy is among the best in its class, with an EPA-estimated 19/28 City/Highway mpg. Those numbers are more than respectable in a car this big and roomy. This is thanks in part to its six-speed automatic transmission.
The six-speed automatic uses the latest electronic controls and a unique mounting system designed to minimize the transfer of shift shock into Avalon's cabin. It does a great job of tapping the horsepower available, and it almost always knows the best time to shift, whether it's up or down. The shifts are reasonably quick, but they're also exceptionally smooth, even at full throttle. Light-throttle upshifts are barely noticeable.
The top gear is a tall overdrive, so the Avalon cruises in relaxed fashion on the freeway, with the engine spinning quietly at relatively low speed. We tried the transmission's manual shift feature on a swoopy two-lane road, tapping the sequential shift lever between second and third and keeping the spinning up near its redline. We discovered in the process that Avalon can be almost sporty to drive.
Still, this sedan is built primarily for comfort, and that's obvious in the suspension settings. The ride is silky smooth in nearly all circumstances, and rarely does a road shock ruffle the occupants. The softly tuned suspension means Avalon wants to lean over in faster turns. Yet the body movement is well controlled, and the Avalon doesn't feel floating or disconnected. Its steering falls on the light side, with a lot of power assist, but it responds directly to movement of the wheel. We might call Avalon cushy but good. It's well balanced front to rear, and it holds its line nicely when driven reasonably quickly through a series of curves, whether the road surface is smooth or bumpy.
The Touring model is equipped with firmer shocks and springs than the other models, with stickier (and stiffer) tires. It has the quickest reflexes. It turns into a corner more aggressively, and its front tires aren't as quick to start sliding. Still, the handling comes at the expense of some ride comfort and noise control (the tires again). If you're not sure which suspension you want, then you probably don't want the Touring. If you think the Avalon might not be sporty enough for you, check out the Touring model.
The Avalon's brakes are stronger than ever, thanks to an increase in the size of the brake rotors and calipers for 2008, and they stop the car with authority. The brake pedal feels a little softer than we'd like, but it's linear in operating and it makes it easy for a driver to smoothly apply stopping force. Its effective anti-lock brake system keeps Avalon on an even keel during panic stops and allows the driver to maintain steering control.
In short, the Avalon is up to whatever the typical driver might encounter or dish out. Yet its trademark might be the peaceful stillness inside. At a stoplight in the city center, the whirring hubbub outside the Avalon sounds like a muted purr to its driver and passengers. At 75 mph on the expressway, about the only sound you'll hear is a soft crack from the tires as they slap over pavement joints and 15 percent volume with some soft music will take care of that. The Avalon is exceptionally smooth, too, especially for its price. At freeway speeds, you'll feel less vibration through the steering column, seat bottoms or floorboards than you would in some luxury cars that cost $20,000 more.
The optional Vehicle Stability Control system, which includes Traction Control and Brake Assist, is an active car-control system that hovers in the background until computers and sensors detect a problem, measured by sliding tires. VSC can help keep a skidding vehicle on the road by instantly braking one or more wheels, individually. We were able to activate the traction control by hammering the throttle from a standing start, with one front wheel on pavement and the other on a sandy shoulder. Sure enough, no wheelspin and no wiggling. Just a smooth departure. Real world data suggest such systems reduce highway injuries by reducing the number of collisions to begin with. We can't imagine an Avalon buyer who wouldn't want or need VSC, and similar electronic stability programs are increasingly included in the base price on cars that cost substantially less than Avalon. We urge Avalon buyers to choose VSC, even though Toyota wants extra for it.
There's not much we don't like about Avalon. It makes commuting a more pleasant process, and if shortens long family trips.
The 2008 Toyota Avalon comes in four trim levels, distinguished primarily by their level of standard equipment. All are powered by a 268-horsepower, 3.5-liter V6, matched with a six-speed automatic transmission that's new for 2008.
The Avalon XL ($27,325) comes well equipped, with a full complement of power accessories and features such as an eight-way power driver's seat, dual-zone climate control with cabin air filter and audio and climate controls on the steering wheel. The nine-speaker audio system adds a six-CD changer for 2008. Cloth upholstery and 16-inch alloy wheels are standard.
The Avalon Touring model ($29,325) features a firmer suspension, 17-inch alloy wheels, high-intensity-discharge (HID) head lamps, fog lamps, and a rear deck spoiler. Touring also adds leather-trimmed seats with four-way power for the front passenger, a leather-wrapped steering wheel and shift knob and aluminum scuff plates on the door sills.
The Avalon XLS ($31,375) reverts to standard headlights and suspension, but it keeps the fog lamps, 17-inch wheels and leather trim. The XLS also adds a power moonroof, heated outside mirrors with electrochromic auto-dimming on the driver's side, an auto-dimming rearview mirror with compass and Homelink universal transceiver, and an anti-theft system.
The Avalon Limited ($34,065) upgrades with a 360-watt JBL Synthesis audio system with 12 speakers and Blue Tooth connectivity, a power rear sunshade, Toyota's Smart Key proximity key system, the HID headlamps, a wood-and-leather-trimmed shift knob and steering wheel, rain-sensing windshield wipers, and driver and passenger seat heaters and cooling fans.
Options include the power moonroof ($860) and anti-theft system ($220) for the base XL model. Touring models and above offer heated seats ($440), an eight-way power front passenger seat with heating ($740), the JBL Synthesis sound system ($840) and a navigation system ($2,000-$4,155, depending on the model). Dynamic laser-guided cruise control ($600) is optional only on the Limited.
Safety features: All Avalons get larger brakes for 2008, and all come with a full array of airbags, including front-impact airbags, a driver's knee airbag, seat-mounted side-impact airbags for front passengers, and curtain-style, head-protection airbags for outboard passengers front and rear. Other standard safety features include anti-lock brakes (ABS) with electronic brake-force distribution (EBD) and a tire-pressure monitoring system. Optional is Toyota's Vehicle Stability Control (VSC) system ($650); we recommend getting it because it can help the driver avoid an accident.