   2011 Toyota Avalon. Click image to enlarge |
The interior is roomy, so much so that moving into this rather than a Venza could be viable for people who want interior space without buying a utility vehicle: while the Venza has a bit more headroom and shoulder space, the Avalon has more legroom for both front and rear passengers. The rear seats don’t fold, but they do recline. At almost 408 litres (14.4 cubic feet), the trunk is smaller than in most of the competitors Toyota is specifically targeting – cars that include the Hyundai Genesis, Chrysler 300, Ford Taurus and Buick Lucerne – and the opening is small, as well, with gooseneck hinges that protrude into the space. That said, it’s still more than enough to take pretty much whatever you need for the golf course or the weekend resort, and there’s a pass-through for the skis in winter.
Focusing on a younger demographic means adding goodies and bringing everything up to date, which the 2011 model does. The previous mishmash of colours on the instrument panel have been streamlined into a series of Optitron gauges, while the centre stack sets the navigation and climate system into a metal-accented square. It’s much simpler and far less cluttered than the button-fest you got on the 2010 model when the sliding door for the stereo was opened. Standard features that used to be optional include a JBL audio system, navigation, Bluetooth, and an eight-way power passenger seat with a power lumbar support.
Other new features include a backup camera, touch-screen capability on the navigation system, a USB port, XM satellite radio, foldable mirrors with integrated LED turn signals, and a switch for turning off the vehicle stability control. The front and rear lights are now outlined with so-called “light pipes,” which are LED in the rear, and which look really nice in the dark. The headlamps are projector-beam halogen; xenon would have sent the price too high.
    2011 Toyota Avalon. Click image to enlarge |
Rain-sensing wipers, part of the option package on 2010, have been dropped in favour of variable intermittent, and while some may think that’s a step backward, I’m glad to see it: no one makes rain sensors that work accurately in drizzle, and I’d like to see everybody throw them on the trash heap. I also like the fact that you insert the key in the ignition and turn it. It’s no hardship over pushing a starter button, and you always know where the key is. That said, one thing that does need to be added is a release button on the trunk lid. You can open it with the key fob or a switch on the dash, but I also like being able to pop the trunk at the car without reaching for the fob. I’ve also always wondered why Toyota and Lexus have never added a three-flash signal feature – where you tap the turn signal lightly to activate three clicks of the signal to indicate a lane change – when even some lower-priced cars have it. It’s a little touch that makes it feel more luxurious.
Everything else feels top-notch, though, including the comfortable seats, excellent fit-and-finish, soft-touch materials, and authentic-looking woodgrain. So why not move up to a Lexus? The 2010 Lexus ES 350 comes in at a base $41,950, which also gives you the 3.5-litre V6 and six-speed automatic, but the company has naturally made the packaging different in order to keep them apart. The Lexus is also a smaller vehicle, with less interior room. The ES includes some items missing on the Avalon, including a power-adjustable steering wheel, ten-way seats, rain-sensing wipers, pushbutton start, and water-repellent door glass. But then you must add a package to get the navigation and USB slot, and while that also gives you heated and ventilated seats, it sends the price to $45,800. While a difference of $850 might not be all that much between the base ES 350 and the everything-in Avalon, that additional $4,700 to get a navigation package on the Lexus would probably be more of a deterrent.
Car shoppers should at least give it a whirl before automatically heading over to the Lexus store – or even over to the SUV/crossover section of the Toyota depot. It’s not a spectacular car, but it’s genuinely very nice: comfortable, pleasant to drive, handsomely if not aggressively styled, and very roomy. No wonder they even still make it.
