William Maley

When Toyota introduced the last-generation Avalon for the 2014 model year, I was shocked by how Toyota had built the better Lexus ES. On the surface, this seems a bit crazy. But Toyota had put a lot of effort into shedding the image of Avalon of an old person’s car by bringing a modern and sleek look; luxurious interior, and a balance between a relaxing ride and sporty dynamics. This became more apparent when compared to the ES launched a couple of years earlier, looking very dated in terms of looks and driving like a cream puff. The times are a changing and the two brands have launched new versions of their respective sedans within the past year. I find myself wondering if Toyota still builds the better Lexus or if the ES has finally stepped up and can give the Avalon a real challenge. Exterior Toyota stuck with the shape of the previous Avalon but gave it some refinement. The low roofline and sloping rear glass shape are paired with more aggressive rear end featuring a full-length taillight. Where the new design falls apart is in the front. Toyota must have taken some of the pages out of Lexus’ design book on grille design as the Avalon has a massive grille. Lower trim models make do with black slats for the insert, but my Hybrid Limited tester features chrome slats that make it more polarizing. I understand Toyota wants to give the Avalon a bit more presence on the road, but this new grille design is a bit much. The ES 350 is a different story as Lexus’ designers pulled off an extensive transformation. Wearing a toned-down version of the brand’s current design language, the new ES has an overall look of something formidable and elegant. The spindle grille is front and center, but Lexus has made it slightly smaller to have fit in with the flowing lines. Other design traits include a sloping roofline and shortened rear deck. Interior Like the exterior, the ES’ interior is completely unrecognizable from the outgoing model. Gone are the cheap feeling and mismatch plastics. In their places is a combination of leather, soft-touch plastics, and wood trim that brings forth a sense of premium uniformity. Ergonomics are also top of the class with such touches as control knobs sitting on either side of the instrument panel, and controls for the climate and audio being in easy reach for driver and passenger. Those sitting in the front are treated to leather-covered seats that provide an excellent balance between support and coddle. Those sitting in the back seat might complain about the low position, but will like the ample amount of head and legroom. Stepping inside the Avalon Hybrid, Toyota has given it a major makeover. Gone is the flowing and rounded center stack with capacitive touch controls. Instead, the Avalon uses a narrower and blocky center stack with actual buttons. I’m sad to see the touch controls go away as I found them to be quite responsive. Toyota likely dropped them as buyers complained there was no feedback - a click sound or pulsation - to whoever was using it. Other changes include a slim chrome bar running along the dash vents and more color choices. Finding a comfortable position in the Avalon was no problem due to the numerous amount of power adjustments available on the Limited. Like the ES, the Avalon’s seats strike the balance of comfort and support just right. In the back, there is an abundance of legroom that allows passengers to stretch out. Headroom is fine for most adults. Infotainment Toyota has installed the latest version of Entune for the 2019 Avalon. While looking somewhat dated with a muted color palette and dull screen, Entune retains its ease of use. The menus with large touchscreen buttons make it very easy to move around the system, along with clearly marked buttons and knobs sitting on either side. Toyota has also got with times and made the Avalon the first model to feature CarPlay integration. Those wanting Android Auto will need to wait until 2020. If there is an Achilles heel to the ES 350, that would be Lexus’ Remote Touch. I have written numerously about how using this system is not only a pain, but very distracting when driving. Take for example changing an XMSirius station. Look at the screen to see where the cursor is. Use the touchpad to move the cursor to the station you want, making sure to keep an eye on the screen. Press down on the touchpad to make the selection, hoping you’re finger doesn’t slip and causes something else to happen. This whole routine plays out time and time again whenever you want to do something. Even Apple CarPlay which was introduced for 2019 is a pain to use with Remote Touch. There is salvation on the horizon. Earlier this year, Lexus unveiled an updated RX crossover with a touchscreen for the infotainment system. The automaker said that it will be available on other models in the coming years. Here’s to hoping the ES is one of the first recipients. Performance Both vehicles come with the choice of either a 3.5L V6 or hybrid system using a 2.5L four-cylinder. An eight-speed automatic is teamed with the V6. The hybrid uses a CVT. The 3.5 V6 has been given a bit more power for 2019, now producing 302 horsepower and 267 pound-feet of torque. This bump makes for a noticeable improvement in overall acceleration, feeling slightly quicker than the last ES 350 I drove. Power builds on a smooth and linear fashion. The engine is also noticeably refined, with barely a rumble coming from underneath the hood. With only a total output of 215 horsepower, the hybrid system in the Toyota Avalon may seem underpowered. This is only an issue when climbing a steep hill or needing to make an immediate pass. Otherwise, the hybrid system provides plenty of oomph for the daily drive. I like how the system seamless transitioned from electric to hybrid power with only a minimal buzz coming from the engine bay. Like other Toyota hybrids, the Avalon Hybrid can travel on electric power alone - albeit a short distance and at speeds below 25 mph. In EPA testing, the ES 350 returns 22 City/33 Highway/26 Combined and the Avalon Hybrid returns 43 City/43 Highway/43 Combined. I clocked averages of 25 in the ES 350 and 40 in the Avalon Hybrid. Ride and Handling Aside from engines, the Avalon Hybrid and ES 350 share another vital component. Under the skin of both models is a version of Toyota New Global Architecture (TGNA) known as GA-K. This variant provides the stiffer structure and lower-center of gravity found on other TGNA models, but allows both Toyota and Lexus to build larger front-wheel drive vehicles. In the Avalon Hybrid, the move to GA-K doesn’t change much. The last-generation model showed that you could have good driving dynamics and retain a mission of comfort. The new model continues that with slightly improved handling and sharper steering response. The ES 350 is a different story. Changing over to GA-K transforms the model from a creampuff on wheels to a luxury sedan with that can take corners without embarrassing itself. Body roll is significantly reduced and the steering responds to inputs without fuss. Neither one of these sedans will challenge the likes of the Germans or the Kia Stinger GT, but they will not fall over and cry uncle when pushed. Ride quality is still one of the impressive points for both models. On some of roughest, pothole-ladened streets that the Metro Detroit has on offer, the Avalon Hybrid and ES 350 made it feel like mere ripples. Not much outside noise comes inside the cabin of either model, making them a perfect place to decompress after a long day. Verdict Let’s begin with the 2020 Avalon Hybrid. This updated sedan didn’t surprise me and that’s fine. Aside from the styling, Toyota made small changes to address certain issues of the previous-generation and build upon its strengths. Getting 40 MPG is still an impressive trait for such a big sedan. With a starting price tag of $35,560 for the gas version and $36,650 for the hybrid, the Avalon is still the one to buy if you want the luxuries of the ES without the luxury tax. The ES 350, on the other hand, is the more impressive of the two. You have to wonder if Lexus was motivated by what Toyota was able to pull off with last-generation Avalon. In a lot of ways, the ES 350 looks and feels like a proper luxury car. Add in a new platform that doesn’t make you feel like you’re going to tip over and Lexus is very close to that idea of “Experience Amazing”. The only fault is Remote Touch which sours many of the dramatic improvements. If Lexus can get that new touchscreen into the ES ASAP, I would gladly give it my “Most Improved Car of the Year” award. How I would configure a 2019 Lexus ES 350 or Toyota Avalon Hybrid Starting with the ES 350, I would skip the base model and go with the Luxury trim. This adds such items as leather upholstery, heated and ventilated seats, and ambient lighting. On top of this, I would add Blind Spot Monitoring package and a power rear sunshade. With destination, I'm out the door with a final price of $45,540. For the Avalon Hybrid, I would pick the XSE. This is positioned as the sporty model with various exterior treatments including a mesh insert for the grille. Other standard equipment includes a moonroof, leatherette and suede upholstery, and wireless phone charging. The only two options I would tick are the Ruby Flare Pearl paint and 14-Speaker JBL Audio System. Add destination and the final price comes to $41,480. Alternatives Genesis G80: A perennial favorite, the G80 slots between the Avalon Hybrid and ES 350 in terms of price - $41,750. It comes showered with loads of standard equipment and an excellent engine lineup. It cannot match the ES and Avalon in terms of interior design, but provides a more modern and easier to understand infotainment system. Ride quality is similar in all three vehicles, but the ES and Avalon have a slight edge in handling. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas Year: 2019 Make: Lexus Model: ES 350 Trim: Luxury Engine: 3.5L DOHC 24-Valve with Dual VVT-i V6 Driveline: Front-Wheel Drive, Eight-Speed Automatic Horsepower @ RPM: 302 @ 6,600 Torque @ RPM: 267 @ 4,700 Fuel Economy: City/Highway/Combined - 22/33/26 Curb Weight: 3,649 lbs Location of Manufacture: Georgetown, Kentucky Base Price: $42,755 As Tested Price: $45,955 (Includes $1,025 Destination Charge)* Options: Blind Spot Monitor with Rear Cross-Traffic Alert, Intuitive Parking Assist with Auto Braking - $1,065.00 18-Inch Split Five-Spoke Alloy Noise Reduction Wheels - $950.00 Wood and Leather Trimmed Steering Wheel - $300.00 Power Rear Sunshade - $210.00 *No window sticker was provided for the ES 350. This is me taking a guess as to final price and options. Year: 2019 Make: Toyota Model: Avalon Hybrid Trim: Limited Engine: 2.5L 16-valve DOHC with Dual VVT-i Four-Cylinder, 650V Electric Motor Driveline: Front-Wheel Drive, CVT Horsepower @ RPM: 176 @ 5,700 (Gas); 118 (88 kW) (Electric); 215 (Total Output) Torque @ RPM: 163 @ 3,600-5,200 (Gas) Fuel Economy: City/Highway/Combined - 43/43/43 Curb Weight: 3,715 lbs Location of Manufacture: Georgetown, Kentucky Base Price: $42,800 As Tested Price: $45,118 (Includes $920.00 Destination Charge) Options: Advanced Safety Package - $1,150.00 Carpet Mat Package - $248.00 View full article

Hi there, it's your favorite staff writer! Okay, maybe I am embellishing this a bit. It has been about six months since I have announced that I would stepping away from my full-time role as a staff writer for a job with JATO Dynamics as a specs researcher. This past week marked six months at the new job and I thought it would be a good time to give an update of where I stand. To start, the new job has been working out very well. Most of my work deals with taking data from automakers on various vehicles and putting into our systems. That may seem tedious (and there makes and model where it is that), but I am oddly enjoying. I think a lot of comes from figuring out what automaker means by one feature and translating it to our nomenclature. Blind spot monitoring is a good example as a number of automakers have their own to name to make it seem exclusive, even though it is just sensors around the vehicle - see GM's Side Blind Zone Alert as an example. It doesn't hurt that writing a bunch of news and driving various new cars also helps out. The major downside has been traffic. Our illustrious Road Commission decided to start some extensive road construction along various parts of I-75, which makes up a majority of my commute. Instead of taking 20 minutes or so, it takes now around a hour because I want to avoid driving in gridlock. This means waking up a bit earlier than I want to and being quite tired at the end of day. I've been taking quick cat naps to help me not feel as tired. But what this has done is made me not do anything when I get home, such as writing or anything else. I know some of this construction is bound to wrap-up before winter and hopefully I'll be able to get back on track with other stuff. You may have notice that I'm not been here as much, in terms of commenting or writing much. Some of that is self-imposed to give my mind a break and hopefully allow the creative juices to come in. The past few months before starting the job, I could tell that I wasn't enjoying writing. Instead of words flowing out, it felt like I pulling them out. I've been getting stuff up here and there, mostly reviews (and I still have more incoming, the manilla folder of doom has around 10 or so vehicles). Right now, it feels somewhat easier to get stuff out. But it is taking a much longer time. Hopefully, I will be caught up towards the end of year. This also stinks because there are various opinion pieces I would like to get up such What's going on Cadillac and Is Mazda making the right call with Premium? These ideas are just in my head, but haven't gone much further than that. I should just write down the various bits somewhere that I could look back on whenever my mind is somewhat recovered. But it has been a nice break, to see stuff happening and not feel like I NEED TO GET THIS STORY UP RIGHT THIS SECOND. Breathers are a good thing. So it is a mix of good and bad, but that is a good metaphor on life. You have the ups and downs - how you deal with them is the question. One I still haven't come up with an answer.