#2019 Toyota Avalon Hybrid 0 60

[enginerumors]

2019 Toyota Avalon Hybrid Performance

2019 Toyota Avalon Hybrid Performance

2019 Toyota Avalon Hybrid Performance – A modern 2019 Toyota Avalon Hybridshould signify the next season style of the actual just recently newly designed sedan. Consequently, no-one would likely count on even more significant changes for this particular celebration. The real popular total-sizing sedan emerged entirely newly developed this season, and it also provides a lot of novelties. You will…

[toyotaofnorthcharlotte]

Get excited for new Toyota models coming in 2020!

The 2019 model year was quite a remarkable year for new Toyota models. This model year we saw a complete redesign of the Toyota Avalon that brought a new face to luxury sport, we saw the arrival of the new N Charlotte Toyota Corolla Hatchback, and a complete reimagining of the Toyota RAV4. While this model year was a good one, the automotive industry waits for no one and it’s about time to welcome the 2020 model year. Things are only getting better from here and Toyota of N Charlotte is here with a list of these new Toyota vehicles.

What to expect from the 2020 model year

2020 Land Cruiser Heritage Edition

With over 60 years of history under its belt, it’s probably time for a celebration! The N Charlotte new Toyota Land Cruiser is returning for the new model year with a new limited-edition trim level called the Heritage Edition. The special trim option features several unique aesthetic modifications.

2020 Toyota Tacoma

With only an image of the top half of the front end and a video showcasing four-way adjustable power seats, the Toyota Tacoma is wrapped in mystery. It’s set to be fully unveiled at the Chicago Auto Show on February 7th.

2020 Toyota Corolla

It’s a new year and it’s time for another reimagining. The little crown is returning with a new look, inspired by the Corolla Hatchback. The inside and outside feature a clean and sporty flow with new comfortable materials and clean lines. This model year is also the first in the Corolla’s history to get a hybrid model.

2020 Toyota GR Supra

The classic Supra is returning in a big way! Its exterior design draws inspiration from the N Charlotte new Toyota FT-1 concept and uses a straight-six engine, true to Supra form. This sporty Toyota can produce 335 horsepower, 365 lb./ft. of torque, it has a 0-60 mph time of 4.1 seconds and a top speed of 155 mph.

2020 Toyota Highlander

Are you excited for these new Toyota models? Stay up to date on our inventory at Toyota of N Charlotte at 13429 Statesville Road.

[buicklacrossevsavalon]

buick lacrosse vs avalon

Here's A Quick Way To Fix A Problem with Buick lacrosse or Toyota avalon

The 2019 Buick LaCrosse has really made a name for itself since a spacious, luxury sedan that beats out several competitors on the market. Manufacturers such as Toyota have produced similar vehicles that in some way or another fall a bit short of their 2019 Lacrosse, which makes it among the more popular choices in its course. The 2019 Buick Lacrosse saw a comprehensive redesign in 2019, together with significant highlights such as a more spacious trunk, improved ride and handling, and an updated, higher-quality interior. With this comparison, we're going to look at the 2019 buick lacrosse or toyota avalon Preferred 4dr Front-wheel Drive Sedan vs the 2019 Toyota Avalon XLE Plus 4dr Sedan. While buick lacrosse vs avalon has a slightly higher MSRP of $36,065 compared to the Avalon at $35,050, Buick customers get more bang for their buck with this purchase. The 2019 Buick Lacrosse comes outfitted with a 3.6-liter V-6 motor with 310 horsepower, although the buick lacrosse or toyota avalon houses a 3.5-liter V-6 motor using 268 horsepower. The Lacrosse also defeats the Avalon in the category of fuel efficiency, with a combined mpg of 25 compared to 24 about the Avalon. While this kind of slight difference might seem to be a minute detail, if used for commuting that this number will create a major difference for many shoppers.

The Avalon has regular Whiplash Injury Lessening Chairs, which utilize a specially designed seat to guard the driver and front passenger from whiplash. Throughout a rear-end collision, the WIL platform allows the backrest to travel backward to cushion the occupants as well as the headrests proceed to avoid spine and neck injuries. The LaCrosse does not provide a whiplash protection program. More than 200folks are murdered every year when backed over by motor vehicles. The buick lacrosse or toyota avalon Limited/Touring offers optional Rear Cross-Traffic Braking that use back sensors to monitor and apply the brakes to avoid a rear collision. The buick lacrosse vs avalon doesn't provide backup collision prevention brakes. The Avalon Limited/Touring offers a optional Bird's Eye View Camera to allow the driver to find objects all over the automobile on a display. That will not help with obstacles to the sides. The 2018 Toyota Avalon Hybrid is a contemporary interpretation of the traditional American sedan with all the rides and size to create any road trip smooth and effortless. Toyota's flagship sedan doesn't have any issue gobbling up miles of chauffeuring your friends and family around town.

The base LaCrosse powertrain is a 2.5-liter eAssist engine. An eAssist process is a mild-hybrid unit which can help boost gas market without including the heavy equipment required for a full-hybrid system. This combines to deliver 194 horsepower along with 187 pound-feet of torque which flows through a semi automated transmission for a commendable 7.3-second 0-to-60 sprint. Getting in and out of the front seats was not as easy as it had been among my own favorites, also the most buick lacrosse or toyota avalon Park Avenue. The A-pillar cuts into the entrance area. Once within the layout is not cutting edge, however, the old world in look. You can order three-across front chair seating so that the LaCrosse can take six, but it will be tight buick lacrosse vs avalon. The plastic wood trim isn't badly done, but it's really dark and brooding it looks out of place with the grey inside of this test car. The tools were easy to see, however I had a major complaint about the windshield wipers. It rained a excellent deal on our evaluation, and also at the highest rate, they could not keep up with heavy rainfall. I am not speaking about torrential, only above average, and it struggled.

[robertkstone]

Car Compare: 2019 Lexus ES 350 vs. TLX, Q50, MKZ, and LaCrosse

The ES is Lexus’ best-selling car, and it’s a best-seller in the shrinking “near lux” sedan segment it helped define. The segment’s original formula was to take a squillion-selling midsize sedan (Toyota Camry, in Lexus’ case), tinsel it up, and slap a swanky badge on it. Infiniti’s I30 was a dolled-up Nissan Maxima; Acura’s Vigor was an extensively revised Honda Accord; Lincoln’s MKZ (née Zephyr) was a costumed Ford Fusion. The world has moved on.

Today Lexus bases the ES on larger Avalon underpinnings and is extending the model’s appeal with both a performance-oriented F Sport variant and a new Ultra Lux package. The Infiniti Q50 has no mainstream Nissan counterpart on our shores. The Acura TLX/Honda Accord relationship remains fairly distant, and the Lincoln MKZ no longer shares any major sheetmetal with the Fusion. We’re also throwing the Buick LaCrosse in for consideration. It primarily targets Toyota’s Avalon, but in its swankiest new Avenir trim, it’s priced and positioned to fight the Lexus.

After spending a week in an Ultra Lux 2019 Lexus ES 350 (an ES 350 F Sport is shown in this story), we’ve rounded up some relevant specifications data, reviewed our notes from earlier drives of the key competitors, and are ready to make a few predictions on how a full comparison of the major players might shake out.

Sizing Up

As all of the original contenders have evolved, the Infiniti and Acura entrants have shrunk. The Q50 measures 6.3 inches shorter in length and 1.6 inches narrower than the ES, which tightens its rear seat and trunk somewhat, but the front seat boasts 2 inches more head- and legroom, so overall space is down just 1.6 cubic feet overall. Similarly, the Acura TLX gives up 4.2 inches in length at a cost of rear legroom and trunk volume while adding front-seat space. The Buick is larger in all exterior dimensions, but the payoff is just a slightly larger front-seat compartment—the trunk and rear seat are slightly smaller than in the Lexus. Lincoln matches Lexus almost to the tenth on overall interior and trunk volume while measuring 2 inches shorter in length and 1.2 inch taller. But Lexus remains the benchmark for space, boasting the biggest trunk (16.7 cubes) and back seat (by a nose at 46.6 cubic feet).

Powertrain Choice

Lexus offers your choice of a 2.5-liter four-cylinder hybrid electric with an e-CVT good for 215 hp or a 302-hp 3.5-liter V-6 mated to a conventional eight-speed automatic. Both powertrains spin the front wheels. Most of the competition now offers a choice of all-wheel drive (usually for no more money than our front-drive ES 350 Ultra Lux), which I rather missed as mid-February snow- and ice-storms bedeviled my week with an ES on all-season rubber. Acura offers a 2.4-liter 206-hp four-cylinder and eight-speed automatic or a 3.5-liter 290-hp V-6 and nine-speed auto, and honest-ta-goodness torque-vectoring all-wheel drive can be had with the V-6. Infiniti sells its older, fixed-compression-ratio 2.0-liter turbo-four (208 hp) and a choice of two twin-turbo V-6s producing 300 or 400 hp. All three engines spin the rear wheels through a seven-speed automatic with all-wheel drive optional on any engine. Lincoln sees Infiniti’s 2.0T and pair of V-6 twin-turbos powering the front or all four wheels through a six-speed automatic and raises with a front-drive hybrid/e-CVT.

The Buick offers an eAssist 2.5-liter mild-hybrid good for 194 hp paired with a six-speed automatic or a 3.6-liter V-6 that sends 310 horses to the front or all four wheels via a nine-speed automatic. So Lincoln wins on breadth of offerings, but if you don’t need all-wheel traction, Lexus remains tough to beat in terms of buttery drivetrain refinement, and its hybrid fuel economy tops the Lincoln’s (44 mpg to 41, EPA combined—the LaCrosse eAssist ranks way lower at 29 mpg).

Performance

Let’s face it, cars in this class are meant to be driven in a stately manner between stately manors. So there’s little shame in Lexus not really contending for pink slips. After testing a mechanically identical Toyota Avalon of nearly the same weight (stay tuned for a instrumented track test of the 2019 ES 350), we found the V-6 needs just over 6.0 seconds to hit 60 mph, about the same as the AWD Acura V-6, a few tenths behind the Buick V-6, and well in arrears of the 400-horse twin-turbo V-6 Lincoln (5.2) and Infiniti (4.5). Thanks possibly to its 148-pound weight advantage, the ES 300h hybrid outruns the MKZ 2.0H, 7.8 to 8.7 seconds (we haven’t tested a LaCrosse eAssist mild-hybrid).

Neither ES is particularly enthusiastic about cornering or braking. Where’s the fire? Endeavor to leave a few minutes earlier, and you won’t need to tear around so. Opting for the ES 350 F Sport variant adds adaptive dampers that minimize body pitch and roll, but don’t expect lap times to drop much. Basically, we find the Ultra Lux approach to be more in keeping with the ES’ natural role as the regal and aloof “adult” in this class, with the Buick a very close second. You surely don’t need us to tell you that Tail of the Dragon runners will find greater joy with one of the twin-turbo V-6 options or even the Acura SH-AWD (or better still, an Alfa Giulia or Genesis G70).

Creature Comforts

When you line up the standard features lists for the top-tier offerings in this class, the equipment is pretty extensive, with most offering supple leather and real wood. Buick and Acura offer few if any additional options on their top-shelf offerings, but Infiniti, Lexus, and Lincoln buyers can further gild their lilies with numerous pricey option packages. We find it slightly obnoxious that Lexus’ Ultra Lux customer has to drop another $1,900 to get the blind-spot monitoring with rear cross-traffic alert, park assist, and a surround-view camera system, considering many of these features come standard on much cheaper cars than the $50,959 of our loaded 2019 ES 350 tester.

We don’t begrudge automakers for charging for top-shelf audio—$3,000 for Mark Levinson at Lexus and $4,000 for Revel Ultima (bundled with a pano roof and LED lamps) at Lincoln. That lets talk radio listeners save the cash. An interesting $950 option on our Lexus—18-inch wheels with sound-absorbing rings inside. It’s nice to see wheel options that add quietness instead of subtracting compliance with thinner sidewalls, and they (along with acoustic front side glass and more) do lend a library-like atmosphere at speed. As for how cosseting and pleasant the cars are to live in, the Buick looks stunning in photos, but the materials let it down. The Acura and Infiniti are more businesslike and purposeful. Lexus delivers great materials marred slightly by a busy design, wood stained so dark it’s unrecognizable as wood, door pulls that are hard to reach if belted in with the door fully open, and that touchpad user interface that none of us has truly bonded with. Lincoln’s multi-contour seats with Active Motion are pretty impressive, its wood looks like wood, and its Sync 3 system is a breeze to live with.

Conclusions

After a week in the Lexus I understand why the ES continues to outsell these four competitors by between 40 and 212 percent (Q50 and LaCrosse), and why its rate of sales decrease year-over-year was less than half what the others suffered from 2017 to 2018. It looks good from all angles except the front, and it goes about its business without any attention-grabbing engine or tire noises, automatically turning on its heated steering wheel and seats, then automatically turning them down about 10 minutes into a journey. It’s a faithful automotive valet—solicitous, never argumentative, seen but not heard. Toss in a strong record for reliability and resale value, and what non–car enthusiast could resist? So in a consumer-focused Big Test focusing on packaging, safety, reliability, refinement, and the like, I boldly predict that Lexus would grab the gold. Second place might be hotly contested by a heavily optioned 300-hp Q50 Luxe AWD and Acura TLX SH-AWD. I see a Lincoln MKZ 3.0 Reserve II AWD finishing a close third and Buick’s LaCrosse Avenir AWD bringing up the rear. Stay tuned to check these predictions against a future test—unless the category shrinks to complete insignificance before we get around to it …

2018 Acura TLX SH-AWD A-Spec 2018 Buick LaCrosse Avenir 2016 Infiniti Q50S 3.0t (Red Sport 400) 2019 Lexus ES 350** 2017 Lincoln MKZ 3.0T AWD (Reserve) BASE PRICE $45,765 $45,790 $48,855 $44,175 $43,735 PRICE AS TESTED $45,765 $47,480 $57,475 $50,959 $59,740 VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, RWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door sedan ENGINE 3.5L/290-hp/267-lb-ft SOHC 24-valve V-6 3.6L/310-hp/268-lb-ft* DOHC 24-valve V-6 3.0L/400-hp/350-lb-ft twin-turbo DOHC 24-valve V-6 3.5L/302-hp/267-lb-ft DOHC 24-valve V-6 3.0L/400-hp/400-lb-ft twin-turbo DOHC 24-valve V-6 TRANSMISSION 9-speed automatic 9-speed automatic 7-speed automatic 8-speed automatic 6-speed automatic CURB WEIGHT (F/R DIST) 3,804 lb (60/40%) 3,681 lb (59/41%) 3,872 lb (56/44%) 3,761 lb (60/40%) 4,293 lb (60/40%) WHEELBASE 109.3 in 114.4 in 112.2 in 113.0 in 112.2 in LENGTH x WIDTH x HEIGHT 191.5 x 73.0 x 57.0 in 197.5 x 73.5 x 57.5 in 189.1 x 71.8 x 56.8 in 195.9 x 73.4 x 56.9 in 193.9 x 73.4 x 58.1 in 0-60 MPH 6.0 sec 5.6 sec 4.5 sec 6.1 sec 5.2 sec QUARTER MILE 14.5 sec @ 96.6 mph 14.2 sec @ 99.7 mph 13.0 sec @ 109.2 mph 14.6 sec @ 98.4 mph 13.7 sec @ 102.6 mph BRAKING, 60-0 MPH 118 ft 123 ft 105 ft 122 from PerformanceJunk WP Feed 3 https://ift.tt/2NC14Zy via IFTTT

[jonathanbelloblog]

2019 Toyota RAV4 Is All About Risk and Reward

CARMEL-BY-THE-SEA, California — A niche vehicle at its inception 25 years ago but now practically an entire industry unto itself, the Toyota RAV4’s 2019 redesign sees it take a dramatic turn for the rugged. But rather than being a wanton risk, the change enhances the RAV4’s stature as Toyota’s bestseller and the truck/utility market’s top non-pickup.

The 2019 lineup incorporates nine trim levels—five with the gas-only powertrain and four with the gas-electric hybrid one—and all now share a platform with the Camry and Avalon rather than the Corolla, as in the past. The new RAV4 is a bit wider and offers up to 8.6 inches of ground clearance, but the roofline is slightly lower. The chassis is claimed to be 57 percent more rigid yet lighter than before, and it accommodates wheels up to 19 inches in diameter on the top-of-the-line Limited. The RAV4 has a new 2.5-liter inline four-cylinder gasoline engine and eight-speed automatic transmission, and the all-wheel-drive setup now has available torque-vectoring and rear driveline disconnect.

The thoroughly revised hybrid uses a version of the four-cylinder but routes its power instead through a continuously variable transmission and a unique, electric-assist all-wheel-drive system. Body designers received a green light and, evidently, a set of sushi knives, so the outgoing model’s squinty and somewhat dorky face has been supplanted by a craggy and puckered countenance that suggests that, after years of pursuit, Prospector Pete finally got a smooch from Madame Kitty. LED forward lighting is standard across the board to illuminate the way from your favorite trail back to civilization after a day’s paddle-bike-climb. The scalloped and sculpted sides challenge one’s eye; overall, we see a strong resemblance to other Toyota trucks, especially the Tacoma and 4Runner, and the design holds together pretty well.

Compared with the outgoing model, the new interior offers better outward visibility, a wider center console with side-by-side cupholders, and more backseat legroom. Options such as a panoramic sunroof, digital rearview mirror, eight-inch info screen, and wireless phone charging highlight the features list. The crystal-clear radiance of the optional 11-speaker JBL audio is a shock in a vehicle that costs from $26,545 to $36,745—it’s better than the system we have at home. When the RAV4 is equipped with Remote Connect, you can use a smartwatch app or Amazon Alexa’s Toyota skill to warm up the engine or find out how much fuel is in the tank.

Safety is a primary consideration for RAV4 buyers—and there were about 408,000 of them in 2017, or basically the population of Tulsa—and thus active safety features have increased. Toyota Safety Sense 2.0 is standard even in the entry-level LE and includes pre-collision sensors that, among other things, can detect bicyclists in the daytime (no word as to whether unicyclists will also be spared). The adaptive cruise control is good from a stop all the way to 110 mph, the lane-departure alert with steering assist now can read roads’ crumbly edges, and the RAV4 will also peruse road signs for you and send alerts if necessary. Passive safety includes eight airbags and a trial subscription to Safety Connect for emergencies. Trailer sway control helps, well, control trailer sway, with the Adventure model able to tow up to 3,500 pounds. (The other gas models are capped at 1,500 pounds, the hybrid at 1,750.)

Under the hood, the 2.5-liter four-cylinder meets the battle call readily but is a tad reedy under acceleration. The engine and other components are arranged to look respectable and smart, like a good review of municipal officials. Is this powerplant sophisticated? The 16 variable-action inlet and outlet valves are schooled to jump back and forth between beats as varied as disco, AC/DC, and techno. The high compression ratio of 13.0:1 (14.0: 1 in the hybrid) is like living on Bolivia’s Altiplano and never having a headache while running a marathon. This paragon of a four-banger eschews turbocharging but, in nonhybrid versions, still makes 203 horsepower and 184 pound-feet of torque while running on 87-octane fuel. The hybrid’s version of the four is rated for 176 horses and 163 pound-feet, but electric assist pushes total horsepower to 219 and allows the gas-electric XSE to dash from 0 to 60 mph in 7.8 seconds, according to Toyota. The automaker says 8.3 seconds is the best a gas-only RAV4 can do. The hybrid’s electric-drive components are more fit and efficient than ever, and its nickel-metal-hydride battery slots neatly under the backseat. The AWD-only 2019 hybrid can achieve an estimated 39 combined mpg—up 7 mpg from the 2018 model.

As mentioned, gas models get an eight-speed automatic transmission, a big upgrade with a wider ratio spread than the previous six-speed. In our driving, it operated invisibly. The hybrid’s continuously variable transmission is responsible for the same old counterintuitive engine mooing under acceleration. Indeed, our enthusiasm lags when a CVT is involved, even as Toyota is attempting to sell the XSE hybrid on its performance—it also has a sport-tuned suspension, they say. “Our goal is to broaden the appeal of the hybrids,” said Lisa Materazzo, Toyota Motor North America vice president, who expects the take rate to jump from 10 to 25 percent.

Our favorite of the bunch was the Adventure, the only gas model not available with front-wheel drive. We sampled a one of those in the alluring Lunar Rock gray with Ice Edge white roof, and the experience and color combo brought to mind a fun time we had years ago with an FJ Cruiser. Today’s two-toner has a skid plate and black slotted wheels with discreet machine finishing—quite easy to touch up after rubbing against rocks—and the Adventure also features the latest AWD driveline with torque-vectoring that funnels power to the wheel or wheels that have traction. We careened around a course at Carmel Valley Ranch, where Toyota hosted this preview, and found ourselves marveling at its tenacity and ability. And it could do even better, we suspect, with rubber more aggressive than the Yokohama Avids fitted to the vehicle we drove.

On the road, every iteration of the new RAV4 impressed with high levels of composure, substantiality, and refinement. The interior is quite serene, although some trim in the Adventure rattled over Carmel Valley Road’s indifferent pavement. The seating position and comfort are tremendous, as is the control layout. USB points abound, and the trim is imaginative and vibrant. We didn’t see our test cars after the wine was poured at dinner, so we can only transmit rumors of excellent nighttime ambience and the digital mirror’s backlighting.

The RAV4 was introduced in Europe and Japan in 1994 and came to North America in 1995. How well we remember our Four Seasons test of that first RAV4. I personally drove it thousands of miles in 1996 and 1997, including a sortie from Automobile’s former home of Ann Arbor, Michigan, to Tacoma, Washington, and back, to interview Richard Griot, founder of the Griot’s Garage catalog. Montana had no posted speed limits back then, and the RAV proved its cheek and contributed to my hearing loss by achieving 90 mph. (The cassette of Nirvana’s Nevermind didn’t help). Everybody at the magazine loved it; none had an idea it would lead a gargantuan category in the United States, selling roughly 14,000 fewer units in 2017 than Audi, Volvo, and Jaguar Land Rover combined.

Now turning 25 years old, this pioneer of compact crossovers has completed its MBA and hasn’t lived with its parents in years. For my own college frat brother who asks what to do when trading in his Honda CR-V next year, the answer is, “Yes, turn your pointy head toward the RAV4.” Moms, dads, doctors, retirees, adventurers, humanities majors, human-resources managers, acolytes, activists, zealots, and zombies will like this vehicle. Sales are going to grow, maybe because the category is expanding but also because the 2019 RAV4 is so appealing, especially compared to baby Jeeps and dowdy Subarus. Toyota’s risky redesign is rousing, and the rewards will be large.

IFTTT

[jesusvasser]

2019 Toyota RAV4 Is All About Risk and Reward

CARMEL-BY-THE-SEA, California — A niche vehicle at its inception 25 years ago but now practically an entire industry unto itself, the Toyota RAV4’s 2019 redesign sees it take a dramatic turn for the rugged. But rather than being a wanton risk, the change enhances the RAV4’s stature as Toyota’s bestseller and the truck/utility market’s top non-pickup.

The 2019 lineup incorporates nine trim levels—five with the gas-only powertrain and four with the gas-electric hybrid one—and all now share a platform with the Camry and Avalon rather than the Corolla, as in the past. The new RAV4 is a bit wider and offers up to 8.6 inches of ground clearance, but the roofline is slightly lower. The chassis is claimed to be 57 percent more rigid yet lighter than before, and it accommodates wheels up to 19 inches in diameter on the top-of-the-line Limited. The RAV4 has a new 2.5-liter inline four-cylinder gasoline engine and eight-speed automatic transmission, and the all-wheel-drive setup now has available torque-vectoring and rear driveline disconnect.

The thoroughly revised hybrid uses a version of the four-cylinder but routes its power instead through a continuously variable transmission and a unique, electric-assist all-wheel-drive system. Body designers received a green light and, evidently, a set of sushi knives, so the outgoing model’s squinty and somewhat dorky face has been supplanted by a craggy and puckered countenance that suggests that, after years of pursuit, Prospector Pete finally got a smooch from Madame Kitty. LED forward lighting is standard across the board to illuminate the way from your favorite trail back to civilization after a day’s paddle-bike-climb. The scalloped and sculpted sides challenge one’s eye; overall, we see a strong resemblance to other Toyota trucks, especially the Tacoma and 4Runner, and the design holds together pretty well.

Compared with the outgoing model, the new interior offers better outward visibility, a wider center console with side-by-side cupholders, and more backseat legroom. Options such as a panoramic sunroof, digital rearview mirror, eight-inch info screen, and wireless phone charging highlight the features list. The crystal-clear radiance of the optional 11-speaker JBL audio is a shock in a vehicle that costs from $26,545 to $36,745—it’s better than the system we have at home. When the RAV4 is equipped with Remote Connect, you can use a smartwatch app or Amazon Alexa’s Toyota skill to warm up the engine or find out how much fuel is in the tank.

Safety is a primary consideration for RAV4 buyers—and there were about 408,000 of them in 2017, or basically the population of Tulsa—and thus active safety features have increased. Toyota Safety Sense 2.0 is standard even in the entry-level LE and includes pre-collision sensors that, among other things, can detect bicyclists in the daytime (no word as to whether unicyclists will also be spared). The adaptive cruise control is good from a stop all the way to 110 mph, the lane-departure alert with steering assist now can read roads’ crumbly edges, and the RAV4 will also peruse road signs for you and send alerts if necessary. Passive safety includes eight airbags and a trial subscription to Safety Connect for emergencies. Trailer sway control helps, well, control trailer sway, with the Adventure model able to tow up to 3,500 pounds. (The other gas models are capped at 1,500 pounds, the hybrid at 1,750.)

Under the hood, the 2.5-liter four-cylinder meets the battle call readily but is a tad reedy under acceleration. The engine and other components are arranged to look respectable and smart, like a good review of municipal officials. Is this powerplant sophisticated? The 16 variable-action inlet and outlet valves are schooled to jump back and forth between beats as varied as disco, AC/DC, and techno. The high compression ratio of 13.0:1 (14.0: 1 in the hybrid) is like living on Bolivia’s Altiplano and never having a headache while running a marathon. This paragon of a four-banger eschews turbocharging but, in nonhybrid versions, still makes 203 horsepower and 184 pound-feet of torque while running on 87-octane fuel. The hybrid’s version of the four is rated for 176 horses and 163 pound-feet, but electric assist pushes total horsepower to 219 and allows the gas-electric XSE to dash from 0 to 60 mph in 7.8 seconds, according to Toyota. The automaker says 8.3 seconds is the best a gas-only RAV4 can do. The hybrid’s electric-drive components are more fit and efficient than ever, and its nickel-metal-hydride battery slots neatly under the backseat. The AWD-only 2019 hybrid can achieve an estimated 39 combined mpg—up 7 mpg from the 2018 model.

As mentioned, gas models get an eight-speed automatic transmission, a big upgrade with a wider ratio spread than the previous six-speed. In our driving, it operated invisibly. The hybrid’s continuously variable transmission is responsible for the same old counterintuitive engine mooing under acceleration. Indeed, our enthusiasm lags when a CVT is involved, even as Toyota is attempting to sell the XSE hybrid on its performance—it also has a sport-tuned suspension, they say. “Our goal is to broaden the appeal of the hybrids,” said Lisa Materazzo, Toyota Motor North America vice president, who expects the take rate to jump from 10 to 25 percent.

Our favorite of the bunch was the Adventure, the only gas model not available with front-wheel drive. We sampled a one of those in the alluring Lunar Rock gray with Ice Edge white roof, and the experience and color combo brought to mind a fun time we had years ago with an FJ Cruiser. Today’s two-toner has a skid plate and black slotted wheels with discreet machine finishing—quite easy to touch up after rubbing against rocks—and the Adventure also features the latest AWD driveline with torque-vectoring that funnels power to the wheel or wheels that have traction. We careened around a course at Carmel Valley Ranch, where Toyota hosted this preview, and found ourselves marveling at its tenacity and ability. And it could do even better, we suspect, with rubber more aggressive than the Yokohama Avids fitted to the vehicle we drove.

On the road, every iteration of the new RAV4 impressed with high levels of composure, substantiality, and refinement. The interior is quite serene, although some trim in the Adventure rattled over Carmel Valley Road’s indifferent pavement. The seating position and comfort are tremendous, as is the control layout. USB points abound, and the trim is imaginative and vibrant. We didn’t see our test cars after the wine was poured at dinner, so we can only transmit rumors of excellent nighttime ambience and the digital mirror’s backlighting.

The RAV4 was introduced in Europe and Japan in 1994 and came to North America in 1995. How well we remember our Four Seasons test of that first RAV4. I personally drove it thousands of miles in 1996 and 1997, including a sortie from Automobile’s former home of Ann Arbor, Michigan, to Tacoma, Washington, and back, to interview Richard Griot, founder of the Griot’s Garage catalog. Montana had no posted speed limits back then, and the RAV proved its cheek and contributed to my hearing loss by achieving 90 mph. (The cassette of Nirvana’s Nevermind didn’t help). Everybody at the magazine loved it; none had an idea it would lead a gargantuan category in the United States, selling roughly 14,000 fewer units in 2017 than Audi, Volvo, and Jaguar Land Rover combined.

Now turning 25 years old, this pioneer of compact crossovers has completed its MBA and hasn’t lived with its parents in years. For my own college frat brother who asks what to do when trading in his Honda CR-V next year, the answer is, “Yes, turn your pointy head toward the RAV4.” Moms, dads, doctors, retirees, adventurers, humanities majors, human-resources managers, acolytes, activists, zealots, and zombies will like this vehicle. Sales are going to grow, maybe because the category is expanding but also because the 2019 RAV4 is so appealing, especially compared to baby Jeeps and dowdy Subarus. Toyota’s risky redesign is rousing, and the rewards will be large.

IFTTT

[jakartacitycar]

Toyota Avalon Hybrid XSE 2019

Toyota Avalon Hybrid XSE 2019

Toyota Avalon Hybrid XSE 2019

Mobil Toyota Avalon Hybrid XSE 2019 sudah memakai transmisi continuously-variable penggerak roda depan,powertrain 2.5-liter inline-four,dan sudah memakai dual ac 650-volt motor listrik output yang dimiliki oleh mobil ini memiliki gabungan 215 daya kuda.mobil ini sudah melalui pengujian dan pengemudi kira-kira 0-60 MPH atau sekitar 7.8 detik .

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2019 Toyota Avalon Review

The Japanese developer has available the leading out of the sedan variety, the brand new 2019 Toyota Avalon. The Avalon features alone on top of the Camry item during which shortly after it spread comparable design and ailment. Having said that, following the redesign of two concepts, for some reason they every one addressed to obtain the distinctive and individual-personal presence.

The Avalon is really a complete-sizing sedan providing you with a classic, trendy appearance, huge and good quality cabin many offer-day time safety features. Furthermore, this design products and services incredible journey audio quality and is also in particular really efficient. Furthermore, the not too distant future Avalon should come with a highly proficient V-6 style but more, a hybrid powertrain less than its hood that may existing good electrical power effectivity. In regards to 2019 option 12 periods, we trust in no changes with the present variant only some move to a lot of well toned manufacturers.

2019 TOYOTA AVALON EXTERIOR

Speaking of the exterior design, the 2019 Toyota Avalon benefits classic, wellness and fitness and enticing design. Directly in entry is included because of the sizeable grille and a couple of desired entrance light bulbs which all have a lot more good physical aspect. The following bottom line attributes rectangle-made Instructed tail lights and two-chrome exhaust merchants. The Avalon will adventure on consistent 17-” wheels when the 18-” alloy rims will be marketed simultaneously.

2019 TOYOTA AVALON INTERIOR

In the first place, the interior out of the 2019 Toyota Avalon will most likely be ample not forgetting really cool and superb. The front side section sitting is incredibly comfortable and supporting, and there is a lot of home with the rear terminate passengers on the other hand. The leading end rims are heated up overly. Also, they are often upholstered in significant-top quality leather material-centered. The freight room in your home is truly a sufficient amount of. The dashboard features a 7.-ins hint-display plus the infotainment course.

On the subject of devices, it need to appear typical utilizing a rearview cameras, 15 safety carriers, twice-marketplace temperatures manage, Wireless bluetooth, two Usb 2 . 0, smart-significant accessibility while using holiday-necessary start out, and so forth. The various skills put a moonroof, about three-space climatic conditions manage, the menu, wi-fi smart phone charger, perforated synthetic leather resource sitting etc ..

2019 TOYOTA AVALON ENGINE

The 2019 Toyota Avalon get there with two refined motors beneath its hood. The base product will most likely be a 3.5-liter V-6 that produces 268 horsepower and 248 lb-legs of torque. Engine sets enjoy a one half twelve-price automobile transmission. It can affect 60 mph inside 6.7 moments. The fuel economy ratings on the V-6 are 21 mpg in your city, 31 miles per gallon surrounding the freeway and 24 mpg merged.

Moreover, our next preference will likely even be a hybrid powertrain. It will likely be a blend of the 2.5-liter inline-4 and even 2 electric power motors including a lithium-ion electric battery power. The complete manufacturing of this engine is going to be 200 horses. This engine pieces developing a continually mixed transmission. It could accomplish 60 miles per hour in 8.2 minutes. When it comes to fuel economy, the hybrid will definitely get 40/39/40 mpg which might be excellent.

2019 TOYOTA AVALON RELEASE DATE AND PRICE

The 2019 Toyota Avalon ought to be on promoting in following a couple of months. Relating to price, it should commence in and around $34,000.

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2019 Toyota Avalon Hybrid Limited Review

2019 Toyota Avalon Hybrid Limited Review

2019 Toyota Avalon Hybrid Limited Review – The 2019 Toyota Avalon Hybridwill signify another 12 months type of the just recently newly designed sedan so nobody would count on greater changes just for this situation. The renowned whole-dimension sedan got entirely remodeled this current year, and yes it delivers a lot of novelties. You will discover an entirely latest design, in addition to…

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2019 Toyota Avalon Hybrid Release Date

2019 Toyota Avalon Hybrid Release Date

2019 Toyota Avalon Hybrid Release Date – Within the possibly-developing seas of crossover Sports utility vehicles, it is beautiful to view a large, comfy sedan available for many who want and require this kind of car. Together with the 2019 Toyota Avalon Hybrid, Toyota has established an auto as magnificent because it is useful, providing 5-traveler lodging, fantastic fuel economy plus a sensible…

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2019 Toyota Avalon Hybrid Price, Specs, Release Date

2019 Toyota Avalon Hybrid Price, Specs, Release Date

2019 Toyota Avalon Hybrid Price, Specs, Release Date – The 2019 Toyota Avalon Hybrid is an exceptionally significantly tweaked and essential remarkable vehicle. Setup is lovely for a significant car, due to its equipped common engine and made a journey. It’s on the inside is incredibly elegant, with attractive civilities like regular cowhide chairs as well as a unique description. The Avalon…

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2019 Toyota Avalon Hybrid MPG, Price, Specs

2019 Toyota Avalon Hybrid MPG, Price, Specs

2019 Toyota Avalon Hybrid MPG, Price, Specs – 2019 Toyota Avalon Hybrid may come as amazingly nicely prepared and remodelled sedan actually compressed involving two primary redesigning of Camry. The reason behind quitting with transforming of Camry might be even 8-10 fantastic redesigning in prior many years, while Avalon Hybrid is not modified for many years. Another purpose is unquestionably…

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2019 Toyota Avalon Hybrid XSE Redesign

2019 Toyota Avalon Hybrid XSE Redesign

2019 Toyota Avalon Hybrid XSE Redesign – Within the actually-increasing seas of crossover Sports utility vehicles, it is beautiful to view a huge, comfy sedan offered for many who want and desire this sort of automobile. Using the 2019 Toyota Avalon Hybrid XSE, Toyota has generated a car as high-class because it is sensible, supplying 5-traveler lodging, exceptional fuel economy along with an…

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Volvo S60 and V60: 2019 Motor Trend Car of the Year Finalist

WE LIKE Looking at it, being in it, great base engine

WE DON’T LIKE Sport suspension, hybrid brake tuning, safety optional

Volvo has been on a tear since it earned 2016 SUV of the Year honors with the XC90. By offering consistent avant-garde styling, safety, and value, everything it’s sent since ends up in the finalist category. The 2019 Volvo S60 sedan and V60 wagon keep the ball rolling in an incredibly competitive segment.

The S60 and V60 both look handsome and distinctly Volvo. The look and feel of the spacious interior is better still, with each trim having a distinct personality. The base V60 Momentum delivered a fresh Scandinavian take—“light and airy with some contemporary ‘Swedish Plaid,’” Chris Theodore said.

The standard 250-hp T5 2.0-liter turbo-four is our favorite of the three powertrains, delivering solid all-around performance. Some thought the 316-hp T6 2.0-liter supercharged and turbocharged I-4 lacked refinement, but others liked its manic power delivery. But the 415-hp plug-in hybrid T8 displayed erratic acceleration as its electric motors, supercharger, and turbocharger individually kicked in. The T8 brakes were inconsistent, too—an issue with T8s dating back to 2015.

We’re less pleased with the sporty versions of the new Volvos. The S60 R-Design was a reasonably convincing sport sedan, but the sacrifice in ride quality wasn’t worth the handling gains. The S60 T8 Polestar felt “off-message and half-baked,” Angus MacKenzie said.

Further off-message: Volvo’s Pilot Assist semi-autonomous safety system is left off the standard features list. We have zero doubt that the S60/V60 will achieve top safety scores, but we’re disappointed that the only standard active safety measure is its City Safety system. As Mark Rechtin points out, Honda has its semi-autonomous safety tech standard on the $23,725 Insight. Volvo should do the same across the board.

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Buick Regal

Ford Mustang

Ford Transit Connect

Hyundai Accent

Hyundai Elantra

Honda Clarity

Kia Forte

Lexus ES

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Avalon

Toyota Corolla Hatchback

Volkswagen Jetta

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

2019 Volvo S/V60 S60 T6 AWD R-Design S60 T8 Polestar V60 T5 (FWD) Base Price/As tested $47,395/$55,490 $1,100/mo Care by Volvo $38,900/NA Power (SAE net) 316 hp @ 5,700 rpm 328 hp @ 5,800 rpm (gas)/46 hp fr/87 hp rr (elec)/415 hp (comb) 250 hp @ 5,500 rpm Torque (SAE net) 295 lb-ft @ 2,200 rpm 317 lb-ft @ 4,500 rpm (gas)/110 lb-ft fr/177 lb-ft rr (elec)/494 lb-ft (comb) 258 lb-ft @ 4,800 rpm Accel, 0-60 mph 5.9 sec 4.5 sec 6.9 sec Quarter-mile 14.3 sec @ 99.2 mph 13.1 sec @ 105.9 mph 15.3 sec @ 92.2 mph Braking, 60-0 mph 114 ft 110 ft 126 ft Lateral Acceleration 0.91 g (avg) 0.90 g (avg) 0.83 g (avg) MT Figure Eight 25.8 sec @ 0.71 g (avg) 25.4 sec @ 0.75 g (avg) 27.1 sec @ 0.66 g (avg) EPA City/Hwy/Comb 21/32/25 mpg 27/34/30 mpg 24/36/28 mpg Vehicle Layout Front-engine, AWD, 5-pass, 4-door sedan Front-engine, AWD, 5-pass, 4-door sedan Front-engine, FWD, 5-pass, 4-door wagon Engine/Transmission 2.0L turbo + s’charged DOHC 16-valve I-4 /8-speed automatic 2.0L turbo + s’charged DOHC 16-valve I-4 + 2 elec motors/8-speed automatic 2.0L turbo DOHC 16-valve I-4 /8-speed automatic Curb Weight (F/R Dist) 4,000 lb (56/44%) 4,431 lb (55/45%) 3,774 lb (56/44%) Wheelbase 113.1 in 113.1 in 113.1 in Length x Width x Height 187.4 x 72.8 x 56.6 in 187.4 x 72.8 x 56.6 in 187.4 x 72.8 x 56.6 in Energy Cons, City/Hwy 160/105 kW-hrs/100 miles 125/99 kW-hrs/100 miles 140/94 kW-hrs/100 miles CO2 Emissions, Comb 0.78 lb/mile 0.65 lb/mile 0.69 lb/mile

IFTTT

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Audi A6: 2019 Motor Trend Car of the Year Finalist

WE LIKE Class-leading interior, incredibly quiet cabin

WE DON’T LIKE Road noise from 21-inch tires, fake exhaust tips

The fifth-generation A6 moves to a new platform with a choice of suspensions that make for the best-riding A6 in a while, albeit one that’s a bit firm on uneven surfaces. Zach Gale said the A6’s excellence “sneaks up on you.”

The 3.0-liter V-6 replaces a supercharger with a turbo and is now a mild hybrid with a standard 48-volt system. Judges called it quiet, smooth, and capable. The ride is crisp and sharp, Frank Markus noted, but it was still possible to get a slide going on the handling course. It rides the big curves like a bobsled on a steel track. The transitions from one corner to the next are wonderfully precise.

Kudos to the acoustics team—the cabin is almost unnervingly quiet. “Breathtakingly clean and elegant,” Angus MacKenzie said. Chris Theodore called it a revelation that re-establishes Audi as the interior design leader. The matte wood trim, supple leather, and Alcantara marry well with the three screens of the optional Virtual Cockpit while keeping a redundant volume button. There was appreciation for the large back-seat area.

The exterior drew mixed reviews. It left Theodore cold, but others felt the conservative styling and surfacing were elegant and upscale—except for the fake exhaust tips.

The A6 is loaded with technology, including a lane centering system that was hit or miss. And there was love-hate (mostly hate) for its cruise control’s traffic-sign recognition, which lawfully follows the speed limit to the point of slamming on the brakes in a transition zone.

“This is really what a luxury car should feel like,” Mark Rechtin said. “Modern, forward thinking, plush, yet restrained.”

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Buick Regal

Ford Mustang

Ford Transit Connect

Hyundai Accent

Hyundai Elantra

Honda Clarity

Kia Forte

Lexus ES

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Avalon

Toyota Corolla Hatchback

Volkswagen Jetta

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

2019 Audi A6 3.0T Quattro Base Price/As tested $59,895/$76,695 Power (SAE net) 335 hp @ 5,000 rpm Torque (SAE net) 369 lb-ft @ 1,370 rpm Accel, 0-60 mph 5.0 sec Quarter-mile 13.5 sec @ 102.7 mph Braking, 60-0 mph 107 ft Lateral Acceleration 0.93 g (avg) MT Figure Eight 24.9 sec @ 0.75 g (avg) EPA City/Hwy/Comb Not yet rated VEHICLE LAYOUT Front-engine, AWD, 5-pass, 4-door sedan ENGINE/TRANSMISSION 3.0L turbo DOHC 24-valve V-6 /7-speed twin-clutch auto CURB WEIGHT (F/R DIST) 4,329 lb (55/45%) WHEELBASE 115.1 in LENGTH x WIDTH x HEIGHT 194.4 x 74.3 x 57.4 in ENERGY CONS, CITY/HWY Not yet rated CO2 EMISSIONS, COMB Not yet rated

[robertkstone]

Lexus ES: 2019 Motor Trend Car of the Year Contender

WE LIKE Rear-seat space, big trunk

WE DON’T LIKE Fussy controls, frustrating touchpad

Cabins this spacious simply don’t exist in sub-$50,000 German luxury sedans. But unfortunately for Lexus loyalists, the new ES’ interior remains as frustrating as other recent models from the brand.

Mark Rechtin described the interior design as “a weird mishmash of swoops and confusing angles,” and Frank Markus likened the control knobs poking out on either side of the instrument cluster to bullhorns.

The toggles for temperature adjustment aren’t as easy to use as knobs, and the deservedly maligned touchpad interface remains harder to control than competitive systems. One bright spot: Apple CarPlay finally appears in a Lexus, facilitating everyday in-car phone, navigation, and audio tasks.

At some point, you’ll stop fiddling with the interior and actually drive. Once you do, the ES 300h hybrid delivers an experience that Kim Reynolds called “a bit soft and fluffy.” The ES attempts to provide exactly what you’d expect from a luxury sedan as long as you don’t push it, though some found the ES’ ride too busy and floaty on poor surfaces. Last-gen ES hybrid owners will find improved end-of-travel brake feel and a cavernous trunk; its 16.7 cubic feet matches that of the V-6 model.

Even on the standard V-6’s new F Sport trim level, the ES never acts as sporty as it looks. When the similarly priced IS isn’t a good fit for those who need a more capacious interior, Lexus’ Avalon-based luxury sedan is ready to step in. Ultimately, however, a bigger trunk and the hybrid’s seriously impressive 44 mpg combined city/highway rating can’t overcome our issues with the interior and suspension.

READ ABOUT 2019 SUV OF THE YEAR CONTENDERS:

BMW X2

BMW X3

BMW X4

Cadillac XT4

Ford EcoSport

Ford Edge

Hyundai Santa Fe

Infiniti QX50

Jaguar E-Pace

Jeep Cherokee

Lexus RX L

Mercedes-Benz G-Class

Mitsubishi Eclipse Cross

Nissan Kicks

Subaru Ascent

Toyota RAV4

READ ABOUT 2019 CAR OF THE YEAR CONTENDERS:

Ford Mustang

Hyundai Accent

Hyundai Elantra

Honda Clarity

Lexus LS

Mercedes-Benz CLS-Class

Nissan Altima

Toyota Corolla Hatchback

Volkswagen Jetta

2019 Lexus ES 300h Base Price/As tested $42,405/$51,470 Power (SAE net) 176 hp @ 5,700 rpm (gas)/39 hp (elec)/215 hp (comb) Torque (SAE net) 163 lb-ft @ 3,600 rpm (gas)/149 lb-ft (elec) Accel, 0-60 mph 7.8 sec Quarter-mile 16.0 sec @ 90.6 mph Braking, 60-0 mph 140 ft Lateral Acceleration 0.78 g (avg) MT Figure Eight 28.4 sec @ 0.60 g (avg) EPA City/Hwy/Comb 43/45/44 mpg Vehicle Layout Front-engine, FWD, 5-pass, 4-door sedan Engine/Transmission 2.5L Atkinson-cyle DOHC 16-valve I-4 plus elec motor/Cont variable auto Curb Weight (F/R Dist) 3,797 lb (57/43%) Wheelbase 113.0 in Length x Width x Height 195.9 x 73.4 x 56.9 in Energy Cons, City/Hwy 78/75 kW-hrs/100 miles CO2 Emissions, Comb 0.44 lb/mile

The post Lexus ES: 2019 Motor Trend Car of the Year Contender appeared first on Motor Trend.

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