2019 Toyota Avalon
It wasn’t that long ago when big sedans were the pinnacle of an automaker’s line up. But times change… and as we all know… SUV’s and crossovers now rule the road. But Toyota for one hasn’t given up on their flagship four-door Avalon… And with an all new design they’re also aiming to attract new buyers that haven’t got silver in their hair.
Now in its 5th generation, the 2019 Toyota Avalon is indeed facing head winds, and an uncertain future for the largest four doors. If you go by the numbers, it’s still officially midsize… but will compete against full-size and large car contenders.
Toyota is hardly the first carmaker to go after youthful buyers, but the new Avalon does seem to be a concerted effort. Towards that goal, Toyota’s flagship loses most of its soft lines in favor of a sharper technical look. The huge, ground hugging grille, sets their mid-premium sedan apart from chassis mates Camry and upscale cousin Lexus ES. The high-tech look continues with the slim LED’s.
Compared to last year, Avalon is a bit longer, with shorter overhangs. The wheelbase grows 2 inches. It’s also lower and wider, with an expanded track. The rear cabin extends another 7-inches… enhancing the already low, arching roofline. Even the back end gets a technical look with connected three-dimensional, “aero fin” style LED tail lights.
This comfortable interior is, on the other hand, full of soft touches. There’s Yamaha wood and aluminum trim depending on model. The theme is authentic materials, quality craftsmanship and high tech. It’s a nice step up from the previous gen car.
Seats remain comfortable even after a long day of driving. The thin floating 9-inch infotainment display now includes Apple CarPlay, and Toyota Remote Connect with Smartwatch and Amazon Alexa Connectivity.
Beyond the leather trimmed steering wheel, the 7-inch TFT has vital stats. Sitting in the driver’s seat of Limited and Touring trims adds a color 10-inch Head-Up Display. Steering wheel-mounted paddle shifters are available, another nod to younger buyers.
It’s very quiet in here too… with extra sound deadening material in the engine bay and noise-reducing glass. Audiophiles can disrupt the serene setting with Entune 3.0 Audio Plus and the standard 8-speakers or the 1200-watt JBL tailored Entune 3.0 Premium Audio with 14-speakers.
There are plenty of other premium features like dual zone climate control and heated and cooled front seats. The roomy rear seat can also keep passengers warm in the winter.
Trunk space is a reasonable 16.1-cubic feet… even in the hybrid… now that the battery pack moves under the rear seat.
Toyota Safety Sense P is standard, bringing high-end safety like Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, and Lane Departure Alert with Steering Assist.
Riding on a new TNGA K Sedan Platform, the Avalon is more responsive, with an exceptionally smooth street ride. The multi-link rear suspension allows for surprisingly good grip in corners.
All Avalons have a choice of drive modes… Eco, Normal, and Sport… even on the hybrid. For the first time, Touring trim gets Adaptive Variable Suspension. That also adds Sport+ and Custom to the mix. Going from normal to sport… and sport plus…there is a noticeable difference in the throttle response and shifts. The Adaptive Variable Suspension becomes more dynamic while the ride remains supple.
Under the hood there are two options. The new 3.5-liter V6 it shares with the Camry increases horsepower by 33… to 301. Torque also rises 19 to 267 lb-ft. Our drive time also included the Avalon Hybrid which combines an also familiar 2.5-liter I-4 engine with 2 electric motors…one for charging and one for driving…for a total system output of 215 horsepower. The electric to gas transition is apparent, but not abrupt… and it does a fine job. The V6 does deliver smoother acceleration. The hybrid works with a CVT… a new 8-speed automatic swiftly sends the power from the V6 to the front wheels only.
EPA Fuel Economy Ratings are not final, but Toyota expects the V6 to get 22-City, 32-Highway, and 26-Combined on regular gas. Toyota’s estimates for the hybrid are 43-City, 44-Highway, and 44-Combined.
The 2019 Toyota Avalon starts at $35,500 for an XLE, ranging to $42,200 for a Touring V6. Add $1-thousand dollars for the hybrids.
So despite a tough sell for sedans, Toyota continues to step up its game… trying to attract accomplished, younger buyers who want more from a larger vehicle without luxury car, or even comparably sized SUV, prices. With other brands curtailing sedan production, this new Avalon just might hit a sweet spot.
Specifications
- Engine: 3.5 liter
- Horsepower: 301
- Torque: 267 lb-ft.
- EPA: 22 mpg city / 32 mpg highway
2025 Nissan Kicks
More Kicks To Kick Around In
Nissan began kicking around the idea of replacing their subcompact Juke with a much more modern crossover ute more than a decade ago. But it wasn’t until 2018 that the Kicks finally stepped onto our shores. Turned out it was a smart move, one that Nissan hopes to build upon with this all-new second generation kicks. So, let’s see if it kicks up more good things for Nissan.
SUVs, “small” utility vehicles in this case, remain the hottest wheels going, with carmakers putting a herculean effort into making them as appealing as possible to as wide of an audience as possible. That brings us to this 2025 Nissan Kicks.
What started out in 2018 as a more mainstream replacement for Nissan’s funky, entry-level ute Juke, has now evolved into a fine-looking SUV with impressive substance. While even the first Kicks looked way better than the Juke ever could, this one doubles down with some upscale Murano flavor, though the wide stance and exaggerated rear fenders do pay homage to the Juke. The unique patterns and textures around the lower body are designed to resemble high-end sneakers or “kicks”. Top SR makes the most of it with available 19-inch wheels, black accents, and full LED lighting.
This second gen is now bigger in every dimension, just under an inch taller, an inch and a half wider, and almost 3 inches longer; and even ground clearance gets a nice boost to a healthy 8.4 inches. There’s a new engine, too, staying naturally aspirated, but growing from 1.6 liters to 2.0 liters, and gaining 19 horsepower to 141. Torque gains are more impressive from 114 to 140 lb-ft. Bigger news is that all-wheel-drive is now available, as the original was front-drive only. And while we’re talking about that first gen, don’t get confused, as there is also a 2025 Nissan Kicks Play, which is actually a budget carryover of that first-gen Kicks.
Kicking off our track time, there’s a nice hit of initial spirit off the line, but then power delivery settles down and you take a slow CVT crawl down the track. It took us 10.7 seconds to hit 60 mph, a full second slower than the 2018 original. But it does seem to pick up the pace a bit further on, ending the quarter-mile at 18-flat and 78 mph. Engine noise is expectedly elevated, and even though there are simulated shifts happening in the CVT, it doesn’t really help the pace. Drive modes include Normal, Eco, Sport, and Snow, which comes only with all-wheel drive.
There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback.
Now, it was a completely different experience on our handling course. Here, the Kicks kicked it up a nice notch for its class. There was substantial grip and good balance, steering was light and it provided a respectable amount of feedback. The suspension was firm and willing, with very little body roll and no notable understeer or oversteer. Overall, a quite pleasant cone trip.
All-wheel-drive models come with a suspension upgrade, replacing the rear’s simple twist beam setup with a multi-link arrangement, and adding a thicker stabilizer bar to the independent strut front. It was also quite commendable in braking with consistent, straight stops from 60 of only 106 feet.
Bigger dimensions allow for a nice upward movement in space inside the Kicks’ five-seat cabin. Plus, a tech upgrade has definitely taken place with all but base S trim getting wireless phone charging and a new 12.3-inch touchscreen. Top SR adds a 12.3-inch gauge display; and comes with a leather-wrapped steering wheel, simulated-leather trimmed seats, and surround-view camera. Nissan spreads the supportive Zero Gravity seats to both rows, so even back seat dwellers get well above average comfort for this price point. AWD hardware and suspension does necessitate a higher cargo floor and a bit less cargo capacity, 23.9 cu.-ft. instead of 29.2; max is 50.1 with seatbacks folded.
Government Fuel Economy Ratings with all-wheel-drive are 27 city, 34 highway, and 30 combined. Our average was right on at 30.4 mpg of regular. While the new Kicks is certainly better to look at, it remains exceptionally affordable, beginning at $23,220; top SR starts at $27,570. All-wheel drive is available with all trims for $1,500.
The original Nissan Kicks existed almost totally as a value leader. And while the value proposition of the 2025 Nissan Kicks remains very high, it has upped its own ante to be a far more interesting and appealing small SUV to see, to drive, and to be driven in. We think Nissan put this one straight through the uprights!
Specifications
As Tested
- Engine: NA 2.0-liter I-4
- Transmission: CVT
- Horsepower: 141
- Torque: 140 lb-ft.
- EPA: 27 City | 34 Highway | 30 Combined
- 0-60 mph: 10.7 seconds
- 1/4 Mile: 18.0 seconds at 78 mph
- Braking, 60-0 (avg.): 106 feet
- MW Fuel Economy: 30.4 mpg