lol......werd

 

I know yall ready for this. Another review!! Not as spooky positive as the others but its just another opinion. Good review overall.

2005 Toyota Avalon
Build a better Lexus, and possibly get fired?

Any mention of the Avalon brings with it a trite, reflexive description of it as “Toyota’s Buick.” If I were above that sort of thing, I wouldn’t have brought it up. So I’m a hack. Sue me. But the new 2005 Avalon isn’t really Toyota’s version of a Buick at all… it’s more like Toyota one-upping Lexus.

By the end of this article, in methodical Perry Mason fashion, I will convince you, the jury, that the new Avalon makes the Lexus ES330 wholly redundant. And that it’s Toyota itself that did the killing!

Not that all new, but better

If any parts carryover from the previous Avalon to this new one, Toyota isn’t trumpeting that fact. But in general layout it’s still a front-drive sedan with a V6 and an automatic transmission; it still uses a MacPherson strut suspension up front and another set of struts in the back; and the basic structure is still unibody, derived (at least distantly) from the Camry.

Just about every detail has been tweaked however. And the most impressive of those details is the drivetrain.

The engine is a new 3.5-liter, DOHC, 24-valve, all-aluminum V-6 that produces a thick 280-horsepower according to Toyota thanks to “VVT-i” variable valve-timing on both the exhaust and intake sides, and a dual-stage variable manifold. Codenamed 2GR-FE, the Avalon’s engine isn’t merely Toyota’s ubiquitous 3.3-liter V-6 punched out to 3.5-liters but an advanced version of the 1GR-FE 4.0-liter V-6 used in the 4Runner, Tacoma, and Tundra with 12-millimeters of stroke knocked off its crank. It’s also the most powerful V-6 Toyota has ever shoved under one of its car’s hoods — though the twin-turbocharged 3.0-liter inline six used in the 1997 Supra Turbo is still Toyota’s most powerful six ever at 320-horsepower.

Matched to the new V-6 is a five-speed automatic transaxle featuring extensive electronic controls including variable torque converter control and a sequential sport mode — its shifts can only be detected by trained technicians using advanced magnetic resonance imaging.

The Avalon is a big car that weighs in between 3490 and 3600 pounds depending on trim level, so its so-so 22 mpg city, 30 mpg highway EPA mileage ratings are reasonable. In fact those mileage ratings are up one mpg each from the Lexus ES330’s.

The engine is spooky smooth, velvety in its power delivery, and dang near silent in operation while the transmission’s ratios seem perfectly chosen. If Toyota had bought up the planet’s dwindling supply of 1980 Oldsmobile Omegas and planted this sweet-natured drivetrain into those rusting hulks it could probably… ah forget it, that joke was going nowhere. This is simply the most powerful, quietest and smoothest drivetrain Toyota has ever installed in a front-drive automobile and clearly superior to that in other “near luxury” machines. The Acura TL’s 270-horsepower, 3.2-liter VTEC V6 and five-speed automatic may be more eager to romp on a back road, but the Avalon isn’t built for people who “romp.” And the Lexus ES330’s 3.3-liter V-6 isn’t quite as well-mannered and, at 225-horspower, nowhere near as powerful.

Is Bigger Always Better?

Almost invariably (the 2005 Corvette is a notable exception) cars tend to bloat in size with each succeeding generation. The new Avalon is no exception. The 2005 model’s 111.0-inch wheelbase and 197.2-inch overall length are respectively up 3.9- and 5.3-inches from the just-superseded generation. Fortunately that also pays off with interior room and every significant dimension except front legroom (which is still well beyond adequate) is up at least fractionally. Rear legroom is particularly generous. However cargo volume drops 1.5-cubic feet for some reason and that’s just mystifying.

While the previous two generations of Avalons were among the boxiest sedans conceivable, the new one actually looks somewhat sleek. The new Avalon was styled in Newport Beach, California but carries forward most of the generic Toyota design elements including the thick C-pillars seen on the Corolla and Camry. It’s a handsome car even if it’s not particularly memorable — more Lyle Waggoner than Robert Redford.

Those same Toyota themes carry forward inside the cabin as well. The switches and controls all have that familiar Toyota look and feel and the decoration is restrained. However there are clever touches like the controller for the optional navigation system that emerges from its nest under the sound system when its needed and snuggles back in when its not.

All the instrumentation is easy to find, easy to read and lit in “Optitron” glory. The seats aren’t aggressively bolstered, but they are extremely comfortable. Beyond the required front two-stage airbags, the Avalon comes side curtain airbags for both the front and rear occupants plus side airbags for the front passengers. Any more airbags and the Avalon could be used as a flotation device.

New Avalons come in XL (well-equipped with cloth upholstery), XLS (the XL with a nav system, moonroof, six-disc CD changer, and leather), Touring (a sportier suspension, deck spoiler, and HID headlights) and Limited (loaded, including a wood and leather steering wheel) trim levels. None of their cabin decoration can be described as sparse, but all the petrochemical forest products on display in the line-topping Limited are distracting. The most tasteful Avalon interior is the Touring model that includes leather wrappings around the shift ****, steering wheel, and seats but is otherwise subdued.

Whatever the trim level, the Avalon interior is at least as nice as the ES330’s and the Limited (which includes a “Smart Key System” which allows the car to be started when the key is merely in the driver’s pocket) is even more comprehensively equipped. And the Avalon offers something you can’t get on the ES330 — more room.

Drives Like A Toyota

The Avalon is a machine built more for comfort than speed. The driving environment is sort of like sitting in front of the best stereo system sold at Circuit City; there are lots of ***** and dials to play with if you like, but you’re probably best off just trusting what the engineers built into the system at the factory in the first place. This is a car that handles the details better than you could yourself.

The floor-mounted shifter has a distinct Mercedes-like gate that takes some intentional thought to navigate even though it’s really just an electronic switch mechanism rather and not mechanically connected to the transaxle. Leave the shifting up to the transmission however and the car accelerates with both dignity and verve; this is a quick car but not a boa****l one.

While the XL comes on 16-inch wheels, the other three models all use 17s with P215/55R17 all-season Michelins to connect with the pavement. The tires aren’t loud, but they’re not overly sticky either and the cornering limits on even the stiffer Touring model are modest. The rack-and-pinion steering isn’t particularly quick, but there’s more feel and feedback on this new car than the old one. It’s not really sporty steering as much as it is willing to admit that it’s attached to a car that’s moving.

Like the front-driver that it is, when the Avalon reaches its limits it transitions into understeer. But it doesn’t do so dramatically and with the optional Vehicle Stability Control (VSC), Traction Control (TRAC), and electronic Brake Assist (BA) aboard it’s tough to get into trouble with an Avalon unless you actually aim it at some object and don’t reflexively hit the brakes.

The Avalon ultimately drives a lot like, well, a Lexus ES330… only bigger and more powerful.

Assembled at the same Georgetown, Kentucky plant that churns out the Camry, there’s nothing exotic about the Avalon in any way. This is more engaging car than the previous Avalon, but it’s not a car that feels wedded to a driver’s soul like a BMW 3-Series. But soul mates can drift apart, while relationships built on rational and reasonable expectations are more likely to endure.

Those reasonable expectations start with the Avalon XL’s keen base price of $26,350 with the Touring at $28,600, XLS at $30,800 and the Limited at $33,540. That’s not cheap, but perfectly in line with the performance, comfort, and utility of the Avalon.

So the Avalon drives at least as nicely as the Lexus ES330, has more room, is more powerful, gets better fuel mileage, and can be equipped just as lavishly. And yet the Lexus carries a $31,975 base price that’s more than any Avalon except the Limited? That makes no sense. Because the Avalon isn’t just a better car than the ES330, it’s a better Lexus.

2005 Toyota Avalon

Base Price: $26,350 (XL) to $33,540 (Limited)

Engine: 3.5-liter V-6, 280 hp/260 lb-ft

Transmission: Five-speed automatic, front-wheel drive

Wheelbase: 111.0 in

Length x width x height: 197.2 in x 72.8 in x 58.5 in

Curb Weight: 3490 lb (XL) – 3600 lb (Limited)

Fuel economy (EPA city/hwy): 22/30

Safety features: Front and side dual-stage airbags, front and rear side curtain airbags, pre-tensioning seat belts, anti-lock brakes

Major standard features: Cruise control; AM/FM/CD player; trip computer; power windows; mirrors; and locks; dual-zone automatic climate control; remote keyless entry.

Warranty: Three years/ 36,000 miles


http://www.thecarconnection.com/inde...&sid=180&n=157

 

Cadillac has had 300hp in their FWD cars for a long time, and there's almost no torque steer.. 0-60 in 6.6 seconds in the early/mid-90s was pretty good, too..

 

I took a look at the Avalon a couple of days ago.. It's really a very nice car.. It looks better in person.. The only thing not quite up to par in quality is the leather. It's not nearly as nice as Lexus leather.. Still, you get a WHOLE lot for your money with this Avalon..

 

I work for route22toyota in NJ so I have drivin the car and seen each model. I'm sorry to say but any one who buys an ES300 over an avalon is a fool. The avalon is bigger, much faster, and about about 3-4 grand cheaper than the ES. There are four models to choose from and more color choices. The fully loaded model has navi, heated and cooled front seats, laser guided cruise control, VSC, a 12 speaker JBL audio system, automatic rear window shade that retracts when you put the car in reverse, turning signals in the mirrors, 17" wheels, HID's, wood every where, and keyless go. The sticker price with every option is under $37,000 as apossed to a fully loaded ES at about 41,000. If you go with my favorite which is the touring model you'll won't have alot of these crazy features but you'll have every option needed, leather, sunroof, 6 CD in dash changer, 17inch wheels, sport suspension, HID's, daul exhaust, and rear spoiler for $31,000. Did I mention that tourings come with a black interior? Also this car will hold 20's with a drop and maybe even 22's due to the fact that it comes with 17" wheels and a 215/55/17 tire with alot of room to spare. Sorry lexus modders but when this car gets into the right hands there will be no more looking down at toyotas when the avalon next to you sittin on 22's and a drop and leaves you at the light. Unless your in a GS4 or LS or SC430.

 

What did you think of the trim inside? Except for the Lexus-type backlit gauges, I though it looked and felt cheap inside.

 

SteffWilli,

I was wondering if you know anything about the wood trim in the Limited. Do they have 3 different wood trims for the Avalon Limited? If so, what kind of wood trim comes with the Dark Charcoal interior? Do you have any pics. I have seen the Light Gray interior with wood trim and it looks awesome!!! I'm not a fan of the Blond wood trim in the Ivory interior. I was looking for an Indigo Ink Pearl Avalon Limted with a Light Gray Interior but my dealer told me that Toyota doesn't offer that color and interior together. Any idea why this is and have you seen any Avalons on the lot with this combination? Also, do you have any pics of an Avalon with the 18" Enkei rims? Thanks

 

Your right, 1 would be a fool to compare an ES300 to a new Avalon, for 1 the ES300 is a used car and the Avalon is new, now compare the ES330 to the Avalon Im just joking

The Avalon is nice but it's problem is it's a Toyota, it only proves that a lesser car can be equipped with all the premium options, also showing that 1 does not have to dish out for a Luxury car to get those options.

When the ES is redesigned it will not look like it's dragging behind but ask any Lexus salesperson and you would have 1 hell of an discussion about the 2 cars.

Either way I'll be watch the Avalon and ES monthly sales, for years the Avalon was stuck in the middle with nowhere to go, lately the new cars Toyota/Lexus have been releasing have all been great sellers.

Wonder what kind of problem the Avalon will have.

 

I thought this was probably one of the most unbiased reviews I have read in awhile by a regular consumer. Even though I might not totally agree with some of his opinions, at least he was in full detail and pointed out the strengths and weaknesses and elaborated on them.

Capsule- 2005 Toyota Avalon Limited

Strong Points: Impeccable powertrain. Unimaginable seats. Phenomenal Audio

Weak Points: Apathetic styling. Lethargic steering. Couch-potato handling. Unexpected ergonomics.

The Verdict: A passenger sedan so preoccupied with being good that it’s afraid to be great.

Introduction

The first 2005 Toyota Avalons are now arriving on dealership lots. So far, I've been surprised that the cash-in-fist are still lining up for the Tacomas, and not the Avalons, though I doubt they'll have the lot life that the handful of remaining '04’s have had.

My example is a gleaming black '05 Limited. We've all seen the pictures, and many of us have seen them in person, but auto show security staffs have some kind of prejudice against people with green heads, just because they eat velvet rope like some people bite their nails. This was my first chance to see one up close.

Styling

My impression of the Avalon from the outside was just that. The Avalon is styled to impress, not to enthuse. The downward sloping tail, horizontal creases, and thick A- and C-pillars are all designed to add enough visual length and mass to remind the viewer that this is no longer a warmed-over Camry. The Avalon is designed to make the customer see size and quality, something that I'll be griping about quite a bit in the future, since there's not even the slightest attempt at automotive beauty here.

From the front, the Avalon's hallmark is the large grille, which, again, is more about presence than passion. The three body-colored bars have chrome edges, and, for what it's worth, it will look just as good in five years as it does now. Overall, the Avalon is styled so that it looks more like a good car than a good-looking car. Songs will never be written about it, and posters of it will never adorn bedroom walls. Yes, it’s an Avalon, for crying out loud, but couldn’t they have done something to make it prettier?

Interior

This “rogue website” is about to hand Toyota a dose of reality that it won’t get anywhere else. Toyota is used to getting away with everything, and the details that are bound to be ignored by the rest of the “unbiased” media are going to show up here. There’s enough to say about the Avalon’s interior to debunk its image of untouchable perfection, and its cabin has many of the same flaws that get GM vehicles nit-picked into oblivion. There are plenty of good things to talk about too, and I'll also give you my take on those. Just remember what Ghrankenstein had to say when you read from the “legitimate” press, especially Edmunds and Consumer Reports, as they and coo and fawn over their new baby.

The seats in my $36,000 Avalon Limited were like some kind of dream; they’re almost cloudlike in their comfort. The perforated leather is soft to the point of creaminess, and yet clingy enough to make up for the seats’ relative lack of bolstering. With the tilt/telescoping steering wheel, and the Limited’s power seat cushion extender, I was able to find a near-perfect driving position in seconds. In my $36,000 car, though, I want my heated/cooled seats to have a steeper cushion-tilt adjustment, and I’d be willing to give up the cooling elements that probably impede that motion.

The view through the beautiful wood grain steering wheel is clear enough to be able to read the large, electro luminescent gauges. That’s what gauges are for, and I have no complaints. I assume the wood grain trim pieces are real, but I don’t care if they’re fake. Faux wood trim usually only gets complaints if it’s in GM vehicles, even though modern manufacturing processes make real and fake wood virtually indistinguishable. (see sidebar)

The dash is still low and expansive, but it doesn’t seem to add the sense of room that I felt in the ’04 Avalon, where all the gauges and readouts and such were faired in under a dash-width cowling. I could care less, though. This is an attractive, and highly functional, if uninspiring dash.

When I get to the “information center” and center stack controls is when things start bugging me. My opinions about Navigation Systems, and how I hate them, are certainly not universal, but GMI readers should already know my predisposition against them. One of our Avalons has the Nav (and a sticker price north of $38,000), but the one I drove didn’t. I’ll let the pro-Nav constituency determine its own opinion about the Avalon’s system, and how it’s positioned far enough away from the driver to necessitate a joystick instead of a touch-screen.

Whether the Avalon has a Nav system or not, my Limited had a large center-dash LCD display that shows information for both the dual-zone climate control and the radio. It’s no I-drive, but it wasn’t intuitive enough for me to jump right in and start using it. The steering wheel has controls for most of the HVAC and audio functions, but I had trouble switching into the right “mode” to work them when I wanted to. I’m fairly technologically inclined, and the fact that I couldn’t figure it all out in a five-minute window doesn’t bode well for the bluehairs that will soon be driving their new Avalons home. Another footnote is that the HVAC’s slick new touch-pad controls look great, but they're a long reach, and some of the controls on the driver’s side are obscured by the steering wheel.

My biggest gripe are the satin-silver doors that cover the head unit and cassette deck. I can’t stand them. The intent, of course, is to “clean up” the look of an indecipherable maze of audio controls in hopes that they’ll go away. The downside is that they not only make the audio controls harder to reach, but they add a decidedly fiddly step in accessing them. The option is either to leave them open and face a veritable bukkake of bad Feng Shui, or close them knowing that you’re just going to have to open them again at some point in the near future. Somebody’s going to have a wreck fussing over them, take my word on it.

The 12-speaker, 360 watt JBL “Synthesis” stereo is nothing short of incredible, and I don’t have to say anything else beyond the fact that my ancient Metal Church (The Human Factor) cassette hasn’t sounded so lifelike in years. When competitors start fielding stereo systems like this, it’s hard to declare anyone a winner but the customer.

I won’t ignore the Avalon’s numerous safety features completely, but simply listing them here doesn’t do much good. My one comment is that the Avalon’s standard lower-dash knee airbags have been the target of concern, for protecting the driver’s knees at the at the expense of causing more serious hip injuries. If Toyota can alleviate that concern, I’ll give them their due for adding yet another valuable safety feature.

I mentioned before that Avalon’s interior trim is not perfect, and here’s what you’ll probably read nowhere else: If you look for faults in the trim, you’ll find them, and a fortunate examination of a LaCrosse CXL this morning yielded better, if less ambitious, assembly than what I see in the Avalon.

AdmiralViscen, in one of the Buick LaCrosse threads, has already pointed out the most notable bogey: the noticeable gap between the dash and the front doors. Normally, I wouldn’t care a whole lot, but Toyota’s made a name for itself on fit, and the less-roguish press has jumped right on that bandwagon. It’s not the atrocity seen in base Cobalts, but you’ll see smaller gaps in the LaCrosse, the Corolla, and even the Aveo. Furthermore, in a $36,000 car, you expect your interior’s elements to fit as tightly and uniformly as possible. Just as you’ll see in Hondas if you look closely, the trim around the Avalon’s center stack varies in its degree of relief. It’s not much, but if you put the same scrutiny into a Buick LaCrosse or Chevy Malibu, you’d see less variation.

Toyota’s most arrogant move in the Avalon’s interior concerns the surrounds for the HVAC vents. Most manufacturers avoid this potential obstacle by using completely different materials for their HVAC vents, but Toyota uses the same materials, and attempts to mount them flush with the rest of the dash. This is an attempt to make a very bold statement of interior quality, but it's a failure. The seams around the HVAC vents are uneven, and because the texture grains don’t match exactly, the surrounds even come across as looking discolored and cheap.

When you have the chance, check one out and see what I mean. It’s subtle, but it’s there, and you can bet that if the 2006 Impala’s interior is done similarly, you’ll hear it trumpeted coast to coast.

To be continued...

 

Ride and Drive

The ’05 Avalon Limited comes with the same keyless access system found in the Toyota Prius, combining auto-unlock and pushbutton start with remote start. People seem willing to pay for it, but I included keyless access as a “loser” in our 2004 GMI Winners and Losers because starting a car with an ignition key isn’t very hard to begin with. Thus, I find the technology nothing more than useless gadgetry.

Also in the “useless gadgetry” department is the active laser cruise control. Normally I wouldn’t call this technology useless, since it has the potential to add a great deal of convenience to commuter driving, but consider: It has three interval settings (interval between the front of the Avalon, and the back of the car it’s following): 0.5 seconds, 1.5 seconds, and 2.5 seconds. Basically, it has two settings of unnerving “tailgate mode” and one that starts to become useful. Since it takes a driver about a half second to react to anything they see, that 0.5 second margin is not only useless, it’s dangerous to the point that it could cost someone their life.

Contrary to popular belief, the new 3.5L Toyota V-6 is not based on the Lexus 3.3, but instead, the new 4.0L V-6 found in the Tacoma (and Tundra). The biggest advantage over the older Lexus plant is a chain-driven valvetrain instead of a timing belt. Unlike the 4.0L truck engine, the 3.5L cleverly adds sound insulation to the timing chain and its mounts. Dual variable valve timing (intake and exhaust) with intelligence (VVTi) gives the 3.5L a broad, even powerband, impressive fuel economy (EPA 22 city, 31 highway), and the ability to discuss the rise of Protestantism in sixteenth century Europe with the transaxle.

The 3.5L VVTi makes a nicely fluid, organic burble that signals its willingness, but Toyota has gone to great lengths to make sure it minds its manners, and thus the Avalon doesn’t really have the opportunity to sing from the heart. That might be a good thing, because the 3.5L VVTi might be strong, but it doesn’t sound strong, and it might even make the car seem weak if it got any louder. What the engine really deserves, though, is a sporting application (Celica or Supra) that can connect it directly to a deserving enthusiast.

The 3600 lb curb weight is not unreasonable, and with 280 hp (at 6200 rpm) and 260 lb-ft (at 4700 rpm), fed through an electronic 5-speed automatic transaxle, the Avalon has the punch that one would expect.

Or does it?

The intertia of nearly two tons of metal, combined with the 3.5L VVTi’s reduced (vs. the 4.0L) low-end torque means that the Avalon is no screamer from a standing start, and the extra ratio in the transaxle probably does more to help the gas mileage than it does the performance. The Avalon, in full-automatic mode, is far from slow, but it feels less responsive than GM’s supercharged W-bodies. Actual 0-60 numbers should be about the same, in the mid sixes.

Get out on the road, and hanker for some power, and the Avalon can certainly flex its muscles. Shifts are up to the same smooth standard set long ago by the 4T60E, but if you’re driving the Avalon and you want to add some juice, you’ll have to wait patiently just as you would with any slushbox. Versus a 3.8L W-body, Avalon’s on-paper advantage is much stronger than its real-world advantage, and a supercharged W-body would probably have a slight edge in passing power.

Slide the shift lever into sequential mode, which is on the driver’s side of the gate instead of the passenger’s side, and you’ve got a whole new demon on your hands. If you’re looking for perfection in the Avalon, this is where you’ll find it. The electronic-with-intelligence transaxle couples with the engine’s electronic throttle to make manual upshifts so smooth that you’ll almost wonder why you wanted a manual clutch in the first place. Engine speed is so frighteningly well matched with the slap-shift that I was tempted to slap it again, just to see what it would do. The second upshift is just as smooth as the first. Scary.

The manumatic mode is where the 3.5L VVTi really shines. Slap it up a notch before taking a corner and you’ll hear the engine rev, but it’s literally so smooth that the car’s cornering attitude is not upset in the slightest. I’m more seasoned than veteran when it comes to manumatics, but I’ve never experienced anything like it. Punch it on the way out, and the Avalon becomes a dowdy, geriatric missile in its upper rev range.

While talking about engines, I need to bring the Avalon’s plant into context with its GM competition. I’ve already gone on the record as saying that the 3800 Gen III is the wrong engine for the Lucerne CX, and I certainly won’t take that back now. In considering the 3.5 VVTi, though, its higher torque peak will make its horsepower advantage over the CX seem less dominating in real-world driving. The Lucerne’s 4.6L Northstar, with 300 lb-ft at 4000 rpm, should bring a moderate performance advantage and a more premium power-language. The LS4 in the ’06 W-bodies will eat the Avalon’s lunch.

Unfortunately, perfect manumatic upshifts, a willing (if stifled) engine, and a killer stereo are the closest the Avalon Limited gets to being fun to drive. A smooth ride doesn’t necessarily mean bad handling, but the Limited has enough body roll to make quick cornering awkward. The tires don’t squeal, thanks largely to the Avalon’s standard stability control, but the bias here is definitely toward floaty, and away from sporty. The steering is supposed to have variable assist, but I couldn’t feel any differences; it’s all low-effort old-person slow. I found it far too light at all speeds to deliver any appreciable kind of feedback. I’m impressed with the rest of the car enough that I’d like to give an Avalon Touring a try, to see what kind of handling the Avalon can optimally offer, and to see if they did anything about that steering.

Summary

The 2005 Avalon Limited is a very good car, and it will be a strong player in full-size sedan crowd, with its obvious power, safety, and pedigree. Don’t even remotely kid yourself, though, into thinking that the Avalon is either perfect or invincible. It isn’t. The Avalon’s styling is as uninspiring as its handling. Its ergonomics suffer in favor of interior styling. Its interior fit, while very good, leaves enough slack in detail for another automaker to take the throne. Its powertrain is brilliant, but it’s not allowed to speak its mind. As it is, the 2005 Avalon Limited is, true to its brand, so preoccupied with being good that it’s afraid to be great.

Sidebar 1

Modern wood trim and faux wood trim are almost indistinguishable. That’s because the real stuff is now laminated, instead of varnished, for long-term durability. Most faux wood is computer-scanned from actual wood, and then it’s laminated too. I’ve seen both side-by-side (in Southern Coach conversion vans, for example), and they look exactly alike. Get the pixel?

Sidebar 2

The looming 2006 Buick Lucerne will bring some immediate advantages to the table. While the Lucerne’s styling is not of the same caliber as classic Buick, it carries a much stronger outward statement of power and prestige. In the base range, the Lucerne’s standard leather might lure in customers that would have otherwise been turned off by the 3.8. Buick isn’t going to be outclassed by the Avalon’s interior, and might even score a small advantage in interior quality.

In two ’05 Avalons, one topping $36,000, the other over $38,000, Toyota has proven that they can run a price tag well into the Lucerne CXL’s anticipated territory, with a V-6 that will not out compete the Northstar. The Lucerne will probably carry a slightly better audio system, though I doubt I’ll be able to tell much of a difference. The biggest trump card will be the Lucerne’s magnetic ride control, which will give it much more poise than the floundering Avalon can muster with no penalty in ride quality.


Don’t count Buick out just yet.

 

One would be a fool to buy an ES330 instead of the avalon. It gives u a **** load more than what an ES330 will give you. Get the limited and the ES330 is totaly F U CKED. im dead serious. those that havent seen it - need to. It gives u a lot of **** and its a very attractive car at a very unbelievable price.

One question - does anyone know if the limted is offered in another wood trim color? I have seen the yellow wood and it is butt ugly. I was told by one dealership that if you get the dark gray interior - it coems with a darker colored wood, whiel another dealership said that is not true. Yet, anothe dealer called back and confiremed that indeed two different color wood trims r offered. So i dont know who the f uck to believe. Can anyone confirm or has anyone seen a picture showing a darker colored wood trim?


Much appreciated!

 

I am a style man and have always disliiked the looks of the Avalon...
This NEW Avalon is sweet..... The touring edition sounds like a bargain at 31k..
As said by Stefwili...I want to see this thing dropped on some 20"s//// IT has potential to
be a luxury sleeper car... Saves money for vacations..lol

 

they new avalon is exceptionally quick, I think in automobile mag it trapped the 1/4mi @ 97.1mph.
0-60 in 6.5sec

 

Yup, and the Avalon weighs about 200 lbs. more than the new IS, has only a 5-speed auto, and is tuned with only 280hp. Imagine what numbers the new IS350 with one more gear and the rumored 300+hp will post.

 

My take. Mid to low 5 seeconds. 0-60 in 5.0 sec at best. But I could be very wrong. Hoping and wishing for a 0-60 time in 4.8 sec. We will see how good this automagic is when the IS350 is introduced. SMG or similar should be required though if they are not using a manual.