#2019 Toyota Avalon Hybrid XSE

[toyota12]

Toyota Avalon (1995-2022)

This post will cover the Avalon from the beginning of it's production in 1994 to it's eventual discontinuation in the U.S. by 2022.

1995-1999 Toyota Avalon (XX10)

The Avalon was first introduced in February of 1994 at the Chicago International Auto Show. The name itself however, originated from a concept car of the same name, which was displayed at the 1991 Toyota Motor Show. The car was introduced as a 1995 model. This Avalon was based on XV10 generation of the Camry. The trim levels for this generation Avalon were the XL and XLS, based on the LE and XLE trim levels respectively.

2000-2004 Toyota Avalon (XX20)

Although the Avalon was still based on the design of the Camry, it was produced as a much larger sedan for the second generation. For the 2003 model, the Avalon was given a slight facelight, including an updated grille and tailights. There were also minor updates to the interior as well.

2005-2012 Toyota Avalon (XX30)

For this generation, the Avalon was stylized as a much larger car than the previous two generations. At was at this time that the Avalon also became the first ever Toyota car to use a single piece wiper blade design. The XX30 Avalon also introduced the Touring and Limited trim levels, while the standard trim became fitted with larger 16 inch wheels. This generation was also facelifted twice, once in the 2008 model year, with a newer front end, and once for 2011 with an entire redesign.

2013-2018 Toyota Avalon (XX40)

The fourth generation Avalon was based on the design of the Lexus ES. Much like the first two generations, the Avalon's redesign was based on the design of the Camry. It recieved a new grille, different headlight and tailight designs, and a touch screen on the interior. This generation also introduced a hybrid variant of the Avalon. For the 2015 model year, the Avalon underwent a facelight that featured a new front grille and an updated suspension system.

2019-2022 Toyota Avalon (XX50)

The fifth generation Avalon was introduced at the 2018 North American International Auto Show and went on sale in May of that year. This generation also introduced the XSE trim levels, as well as having the XLE, XSE, and Limited trims offered on the hybrid version of the Avalon. In August of 2021, it was announced that this generation of the Avalon was be the last and it was to be discontinued follow the 2022 model in favor of producing the Toyota Crown crossover in its place. Though the Avalon still continues to be produced in China.

Wikipedia: Toyota Avalon

[shop4china]

For Toyota Avalon 2019-2022 2023 XLE Hybrid Chrome Rear Fog Light Lamp Cover Trim Foglight Protector Accessories Car Styling

اشتر من الصين مع توصيل مجاني For Toyota Avalon 2019-2022 2023 XLE Hybrid Chrome Rear Fog Light Lamp Cover Trim Foglight Protector Accessories Car Styling

For Toyota Avalon 2019-2022 2023 XLE Hybrid Chrome Rear Fog Light Lamp Cover Trim Foglight Protector Accessories Car Styling

عبسالكروم الخلفي الضباب غطاء المصباح غطاء الكسوة الضباب حامي لسيارة تويوتا أفالون 2019-2022 2023 XLE Hybridاكسسوارات السيارات التصميم

متوافق مع:

هذه اكسسوارات السيارات ل: لتويوتا أفالون 2019 2020 2021 2022 2023 XLE الهجين

ملاحظة: لا يصلح لتويوتا أفالون XSE/نموذج جولة

الميزات:

1. 100% العلامة التجارية الجديدة عالية الجودة ABS الكروم البلاستيك

2. تشمل: 2 قطعة/المجموعة لسيارة واحدة ..

3. صنع في منشأة ISO 9001 للجودة

4. سهلة التركيب ، يتم إرفاق الشريط اللاصق السيارات ، ويوصى قبل التثبيت تسخين الشريط.

5. جميع منتجاتنا ليست مناسبة للسيارة التي هي نسخة البديل.

6. إذا كانت سيارتك نسخة بديلة ، فيرجى الاتصال بنا قبل الشراء.

7. ما نرسله هو بالضبط كما يظهر في الصورة.

نموذج أ

الموديل B

طريقة التثبيت منالسيارات لاصق الشريط:

الخطوة 1: يرجى تنظيف المكان باستخدام 50% كحول للتأكد من عدم وجود غبار وماء ؛

الخطوة 2: إزالة فيلم البلاستيك الغراء.

الخطوة 3: تسخين الغراء عن طريق بندقية الهواء الساخن ، وهذا يجعل الغراء على الشريط أكثر لزجة وأنها سوف تبقى على الإطلاق.

الخطوة 4: قم بتثبيت المنتجات في المكان المناسب ، لا تغسل سيارتك في ��ضون 48 ساعة.

[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…

[fokohow]

TOP 20: THE BEST VEHICLES FOR THE FAMILY IN 2020 ACCORDING TO PARENTS MAGAZINE

Once again this year, Parents magazine gets wet by naming its best choices of vehicles for the family. Unlike last year, however, the publication is expanding its list of recommended vehicles to 20 (instead of 10 in 2019). Indeed, the magazine’s list this year includes a few additional categories, with the utility segment making up the majority of the models listed, unsurprisingly.

The magazine also considered the safety assessments carried out by the American institute NHTSA (National Highway Traffic Safety Administration). What’s more, the ‘family’ angle of the top 20 requires a test with child seat expert Abbie Patterson. Patterson, owner of the Super Car Seat Geek company, has tested all types of child booster seats in more than 50 car models.

Finally, automotive columnist Rob Stumpf, took the wheel of the vehicles in the child seat test to evaluate braking, steering, acceleration and a host of other parameters.

Without further ado, here’s the list of the 20 best family vehicles for 2020 according to Parents magazine.

Minivans – Best Value: Kia Sedona

In the minivan segment, Kia Sedona takes home the honours with the best value for money because of its more affordable price in its basic livery. However, the magazine notes that it is not possible to secure three child seats in the second row in the least expensive model. The automatic transmission (from 6 to 8 gears since the 2019 model year) is good for smooth shifting.

Minivans – Best Green Choice: Chrysler Pacifica Hybrid

Chrysler’s representative in the ultra-family minivan segment is currently the only option (in the North American market) marketed with a charging cable. This rechargeable hybrid powertrain lowers average fuel consumption without penalizing performance, while the government rebate is not to be ignored here either. The Pacifica Hybrid will have to watch its back, as we already know that the next Toyota Sienna will be available with a hybrid powertrain.

Minivans – Best choice for large families: Honda Odyssey

Honda’s Odyssey is also an excellent choice, especially since the manufacturer has decided to offer its 10-speed automatic transmission on all trim levels. As reported in the magazine, the versatility of the Odyssey is unparalleled, as the minivan can accommodate up to six child seats at the same time. It’s also the most fun to drive.

Minivans – Best in all weather conditions: Toyota Sienna

Toyota’s Sienna retains its competitive edge once again this year with its optional all-wheel drive system. This increased traction is undoubtedly an asset when road conditions are more difficult, as is its powerful V6 engine, but the Sienna will have to count the Chrysler Pacifica among its direct rivals next year, the American manufacturer having already confirmed the arrival of a four-wheel drive version of its Pacifica.

Three-row SUV – Best Value: Volkswagen Atlas

When the German automaker launched the development of its three-row SUV, it clearly had North America as its target. The magazine was especially seduced by the affordable price of the SUV in its most accessible version.

Three-row SUV – Better Redesign: Toyota Highlander

The change of model for 2020 does him the greatest good, the former Highlander which had been in service since model year 2014. While the publication praises the new design, it’s also in terms of handling that the Toyota representative has improved, especially in terms of suspension. There’s also the availability of a hybrid version, which isn’t widely available in this group.

Three-row SUV – Best Choice for Large Families: Subaru Ascent

The Subaru Ascent joined the three-row seating party for SUVs about a year ago. Here, the fact that all the vehicle’s liveries are equipped with constant-drive all-wheel drive is meant to be an advantage over the rest of the pack, while the publication pointed out that there are 19 (!) cup holders on board.

Three-row SUV – Best Quiet Ride: Honda Pilot

The Honda Pilot looks almost Acura inside, not only because of its full equipment, but also because of its quiet ride. In fact, the Parents magazine article even goes so far as to compare the Pilot to the Honda Odyssey because the SUV is so comfortable. Unlike the minivan, however, the Pilot still offers the tandem of six- and nine-speed automatic transmissions. In this case, the older of the two (the six-speed one) isn’t necessarily a bad choice!

Three-row SUV – Best safety technologies: Nissan Pathfinder

Aging, the Nissan Pathfinder still seems capable of seducing a publication that mainly observes a vehicle’s family characteristics. Here, the safety systems are convincing, as is that horn blast heard after every drive where one of the rear doors has been opened before or while driving. This device reminds the driver that he or she may have a child – or even a pet – strapped to the rear.

Three-row SUV – Best Design: Mazda CX-9

Mazda is certainly not a brand with countless financial resources, but on the other hand, the design of the most recent seasons seems to appeal to the general public. In fact, despite its introduction in 2017, Mazda’s largest SUV has not aged a single wrinkle. The CX-9’s driving pleasure should not be forgotten either.

Two-row SUV – Best Quiet Ride: Buick Envision

The three-shield division has long been associated with the silence of its interior. The Buick Envision, assembled in China, is no exception to this rule thanks to the noise reduction system.

Parents magazine mentions the excellence of the 2.0-litre 4-cylinder turbocharged engine mated to a nine-speed automatic transmission, but this mill is reserved for the more upscale versions. In the other trim levels, the driver has to deal with a naturally aspirated 2.5-litre 4-cylinder engine and a six-speed transmission only.

Two-row SUV – Best steering system: Chevrolet Equinox

It’s true that the Chevrolet Equinox comes with a reputation for being poorly assembled and less durable than average. But since its redesign for the 2018 model year, the compact SUV does much better in terms of driving experience, and even overall quality. Parents magazine found the Chevrolet’s steering to be particularly precise, while its powertrain is powerful enough.

Two-row SUV – Better space for child seats: Ford Edge

When it comes to space for child seats, the Ford Edge is second to none, according to the publication. This allows for three seats, a rarity in the two-row SUV segment. The Ford Edge is also one of the most comfortable.

Two-Row SUV – Best Redesign : GMC Terrain

Best redesign award for two-row SUVs goes… drum roll – at GMC Terrain! Oddly enough, the redesign was completed for the 2018 model year at the same time as the Chevrolet Equinox, but hey, it’s the magazine’s choice! The article also mentions the more comfortable suspension on the Denali model.

Two-Row SUV – Best Green Choice: Subaru Crosstrek Hybrid

Par les temps qui courent, il faut regarder du côté des VUS purement électriques pour sauver au niveau de la consommation. Mais, fort heureusement, les modèles hybrides ne sont plus aussi rares qu’à l’époque. Subaru fait d’ailleurs le pari que son deuxième Crosstrek Hybride connaisse un peu plus de succès que le premier qui faisait appel à une motorisation hybride conventionnelle. Avec un arrangement rechargeable, il est possible de rouler sur l’énergie du bloc de batteries, mais il ne faut malheureusement pas s’attendre à de grandes distances.

Two-Row SUV – Best choice for long trips: Subaru Forester

The Subaru manufacturer is often named on this list by Parents magazine. The Forester would be the ideal vehicle for expeditions, thanks to its standard all-wheel drive, roof rack and exemplary comfort. You could even add that the Forester’s fuel consumption has been very good for the past few years, a fact made possible by the adoption of a continuously variable transmission.

Sedans – Best Value for a Hybrid: Honda Accord Hybrid

In the arguments listed by Parents magazine, the Honda Accord Hybrid sedan doesn’t cost much more than the regular model, while trunk space is no longer handicapped by a battery stowed behind the rear seat. The Accord Hybrid is also not an unpleasant car to drive.

Sedans – Best in all weather conditions: Subaru Legacy

The manufacturer has made it its hobbyhorse: four-wheel drive guarantees superior traction in winter. The Nissan Altima has joined the Legacy’s direct rivals with an AWD system, but it’s not a permanent type like Subaru’s.

The redesign for 2020 has certainly helped in this case, the sedan can now be ordered with a more energetic 4-cylinder turbocharged flatbed engine.

Sedans – Best sports car: Nissan Maxima

This was its angle of attack when it was redesigned for the 1989 model year in North America. The Four Door Sports Car still stands out from its peers today because of its relatively dynamic driving dynamics. However, Toyota’s effort is worth mentioning with its Avalon XSE, a large sedan that is surprisingly fun to drive. In the United States, there’s also a TRD livery!

Sedans – Best Hybrid Sports Car: Toyota Camry Hybrid

Still, it’s surprising to see that the hybrid versions are now the sportiest in Toyota’s lineup. Even the Camry is no exception to this rule. The manufacturer continues to offer a V6 engine for the more conservative among us, but we have to admit that the hybrid leaning of the mid-size sedan is at least worth a try.

[carsmedd]

Best Cars Medd 2019 Procurement Toyota Avalon

Best Cars Medd 2019 Procurement Toyota Avalon

Best Cars Medd 2019 Procurement Toyota Avalon

To help consumers make the decision to buy a new vehicle, the Cars Medd team publishes its Best- in-Class purchases every year in all categories of cars and trucks. In the large sedan segment, the Toyota Avalon won the title of Best Buy in 2019. Freshly redesigned, the Avalon has charmed Car Guide reporters with its comfort on the road, as well as its driving dynamics enhanced by a notch. Its sports side, without being too much, breaks the monotony long associated with driving this car. We also love its new, more assertive design, with its streamlined roofline, huge grille and resolutely athletic proportions. The XSE version adds a touch of dynamism without falling into excess. Finally, we greatly appreciate the flexibility, refinement and low fuel consumption of its 3.5-liter V6 engine, now at 301 horsepower. The Toyota Avalon is starting at $ 42,790 before transportation and preparation costs. In the large sedan segment, the Nissan Maxima (MSRP starting at $ 40,790) took second place this year. Its sporty character is highlighted, as well as the performance of its 3.5-liter V6 developing 300 horsepower. We also love the neat finish of its cabin that mimics that of a luxury brand. In third place, we find the Buick LaCrosse (PSDF from $ 38,045), which impresses with its comfort on the road and the silence of its cabin. One can choose a four-cylinder engine with light hybridization to achieve low fuel consumption, or a smooth and refined V6 3.6-liter producing 310 horsepower. And as an option, an all-wheel drive is available to better tackle the winter season.

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Toyota Avalon 2019 Pictures Concept, Concept, Specs, Concept

Toyota Avalon 2019 Pictures Concept, Concept, Specs, Concept

The clean, straightforward design of the Toyota Avalon 2019 Pictures is let down only by the turbo model’s excessive add-ons.

Toyota Avalon 2019 Pictures Release Date & Specs

The Toyota Avalon 2019 Pictures isn’t close to luxurious, but it’s hard to beat for interior space to hold both people and their gear. The Toyota Avalon 2019 Pictures offers a pleasantly high driving position, lots of front…

[savageonwheels]

2019 Toyota Avalon Hybrid

2019 Toyota Avalon Hybrid

Avalon Hybrid  put premium on quiet, comfy and mpg … 

Comfort, beauty, interior quiet, and room coupled with great gas mileage arrives in the form of Toyota’s new Avalon Hybrid sedan.

Gone are the days where funky looking hatchbacks reminiscent of Woody Allen’s pod in Sleeperare the only vehicles available as hybrids. For the 2019 model year Toyota relaunches its full-size sedan, the Avalon, in…

[erwinsalarda]

HOW TO RESET: Maintenance Required Toyota Avalon

HOW TO RESET: Maintenance Required Toyota Avalon

MAINT REQD RESET: TOYOTA AVALON

Instruction on how to reset the MAINTENANCE REQUIRED warning light on Toyota Avalon (XX20, XX30, XX40, XX50, Hybrid, Limited, Touring, XLE Series and XSE) from year 1999-2000-2001-2002-2003-2004-2005-2006-2007-2008-2009-2010-2011-2012-2013-2014-2015-2016-2017-2018-2019-2020.

1999-2012 Avalon Maint Reqd Light Reset

  STEP 1

Turn The Ignition On.

STEP 2

Press The…

[larrymccarty]

2021 Toyota Avalon Hybrid Changes, Features, Interior

2021 Toyota Avalon Hybrid Changes, Features, Interior

2021 Toyota Avalon Hybrid Changes, Features, Interior – The actual 2021 Toyota Avalon Hybridthroughout Constrained toned ought to fulfill the standard huge-sedan purchaser. It forgoes that athletic details from the XSE design in favor of a lot more Lexus-like magnificent refinement. It’s even the only clip qualified for back auto parking detectors with go across-website traffic braking as well as…

[jonathanbelloblog]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

IFTTT

[enginerumors]

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…

[eddiejpoplar]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

IFTTT

[jesusvasser]

2020 Toyota Corolla Sedan: It’s Much Better!

SAVANNAH, Georgia—One argument for replacing the long-in-the-tooth Toyota Corolla with an all-new model is that this compact sedan is such an icon for the brand. More than 46 million have been sold globally since production began at Japan’s Takaoka plant in 1966, easily topping the Ford Model T and the original Volkswagen Beetle. Then there are the years and millions of dollars spent developing the new, 53-city-mpg hybrid model that would have helped the model glide through the Obama administration’s now-cancelled Corporate Average Fuel Economy standard of 2025. And of course there’s the hope that the 2020 Toyota Corolla will scoop up those first-car purchases left on the table by the departures of the Chevrolet Cruze and Ford Focus.

Arguments against? The production capacity at the plants that build the hybrid (Takaoka) and the vast majority of North American models (Blue Springs, Mississippi) would be better utilized assembling more RAV4s, which has become the bestselling non-pickup in America. At least Toyota plans to shift Corolla production from Blue Springs to a new Alabama joint-venture factory with Mazda in 2021, freeing up capacity for more RAV4s in Mississippi.

In case first-time buyers about to enter the new-car market are ready to turn this SUV trend around, though, Toyota is ready with a compact sedan that’s once again competitive in its rapidly shrinking segment.

The Basics

Indeed, the 2020 Toyota Corolla is a vast improvement, though it remains a conservative counterattack against its biggest rival, the Honda Civic, and the ambitious new Mazda 3. The new lineup is split into “sporty” and mainstream trim levels, with the SE and XSE covering the former and the L, LE, and XLE making up the latter. There’s also the LE hybrid. The new car rides on Toyota’s TNGA platform and is claimed to be 60 percent stiffer in torsional rigidity.

For ’20, the Corolla switches from a torsion-beam rear axle to a multilink setup, and the chassis also takes advantage of Active Cornering Assist, Toyota’s marketing name for brake-based torque-vectoring that will slow an inside wheel to mitigate understeer. The non-sporty versions are powered by the familiar 1.8-liter 2ZR-FAE inline four-cylinder engine, upgraded by 7 horses to 139. It makes 126 lb-ft of torque. The SE and XSE scorch the pavement with the 169-hp, 151-lb-ft 2.0-liter M20A-FKS four. The hybrid combines a 1.8-liter 2ZR-FXE with an electric motor for a total of 121 total horsepower and 105 lb-ft.

The mainstreamers and the hybrid get a standard continuously variable transmission tuned for, well, mainstream driving, while the SE and XSE’s CVT incorporates a physical first gear that upshifts to the transmission’s belt to offer improved off-the-line response. The SE is the only Corolla to offer a manual, in this case a six-speed unit with rev-matching and hill-hold features. While the take rate for the six-speed manual transmission is about 10 percent on the Corolla SE and XSE hatchbacks, which launched for the 2019 model year, Toyota expects just five percent of buyers to shift for themselves in the Corolla sedan.

The Equipment

SE and XSE also add smoked LED taillamps, dual chrome-tipped exhaust, color-key sideview mirrors with turn-signal repeaters, sport mesh gray metallic grille and 18-inch machined alloy wheels with P225/40R-18 tires, which were Yokohama Avids, in the case of our test car. Toyota’s spec sheet notes that SE, XSE and XLE also add variable intermittent windshield wipers, which seems like something that should be standard across the Corolla board. But Toyota clearly has been counting pennies on the sedan’s development, with the popular LE model starting at just $20,880 and the LE Hybrid at $23,880.

There’s Apple Car Play and Amazon Alexa capability, but no Android for Auto. Safety Sense 2.0 includes a pre-collision system with pedestrian detection, bicycle detection in daylight, full-speed range dynamic radar and lane-departure alert with steering assist.

The Driving

We started out in an XSE. The roads leading out of charming, historic Savannah aren’t conducive to wringing out anything, even a small car with little power, though we were able to determine on the few curves that the XSE is taut and nimble, with decent compliance at turn-in and fairly minimal understeer (which may or may not have become moderate had we been on a more challenging road). The steering, despite the fact that the electronic power assist remains on the column and not the rack, is excellent. It transmits all kinds of road feel, although there’s also a lot of road noise coming in through the Yokohama Avid 225/40R-18s.

The XSE’s two-tone, faux-leather sport seats are handsome and more comfortable, with more bolstering, than those in the “L” models. (The SE gets the same basic seats with cloth upholstery.) The XSE comes with paddle shifters, with nine steps in the CVT-plus-first-gear transmission, though we mostly saved self-shifting for the SE manual. Sport mode affects the throttle response and turns the digital speedometer graphic from blue to red, though there was minimal seat-of-the-pants difference. The CVT doesn’t hold a “gear” and “upshifts” automatically at the redline even when using the paddles.

The XSE’s 2.0-liter is the standard engine in the hatchback and provides the same smooth power here, although the shift from first gear to the CVT’s belt was fairly noticeable under heavy throttle. In truth, this 169-horse engine should be the entry-level powerplant in this car from Toyota, a company which continues to eschew the turbocharging that is now ubiquitous.

A Corolla XLE with Dunlop Enasave 205/55R-16s that we drove next was much quieter, and the road feel still was good, though the low-rolling-resistance tires added a bit of twichiness, requiring regular steering corrections that we didn’t need to make in the XSE. The 139-hp 1.8-liter doesn’t feel that much down on the 2.0-liter four until you try full-throttle acceleration. While up front the seats are heated and feature eight-way power on the driver’s side, if you’re thinking of it as an analog to, say, the Civic’s semi-premium Touring model, you’ll come away disappointed. In reality, the XLE is slightly less expensive than the top-trim sporty model.

All the Corollas we drove had cheery, pleasant interiors, although there’s a bit of inconsistency shown in stuff like the dashboard stitching on the XSE, which is blue on the black upper portion of the two-tone dash and cream-colored on the cream-colored portion of the dash. The rear seat is capacious enough for a compact, with good outward visibility, although the bottom cushion is situated high to afford better legroom at the expense of headroom.

The driver’s version is the 2020 Toyota Corolla SE. It’s available with the CVT, though only the six-speed-manual version comes with a standard moonroof and proximity entry and ignition; it’s priced $700 higher as a result. And in a nod to purists, the SE manual has real gauges with actual needles, not the digital readouts of other models we drove.

The manual is a bit notchy, but it’s easy to use and has a nice, progressive clutch; it’s perfectly fine if you’re not spoiled by Miata or Honda stick-shifts. The iMT—for “intelligent manual transmission”—button turns on the rev-matching downshift function.

We also were able to sample the gas/electric Corolla, which the automaker positions as an affordable conventional hybrid that offers exceptional fuel mileage and a sticker price south of $25,000. It’s a Toyota hybrid, so the transitions between full battery power and the ignition of the 121-hp 1.8-liter four are fairly smooth. It’s still the sort of car you won’t feel compelled to drive quickly or fast, and sitting as it will in showrooms with hybrid versions of the Camry, Avalon, RAV4, and Highlander—to say nothing of the Prius, which also has a Prime plug-in variant—continues the normalization of the powertrain type that the automaker helped popularize.

The Takeaway

In fact, with so many hybrids, it’s probably time to make the Prius Prime the base version of that car. And we’ll repeat our opinion that the 2.0-liter engine ought to be the engine across the conventional Corolla lineup. When each is equipped with the CVT, it beats the 1.8-liter’s fuel economy both in the city and on the highway, which means the old 1.8 is just there to keep the price down. Does Toyota really need a base model that begins just above $20,000 at the sacrifice of fuel efficiency? Perhaps fleet buyers will be charmed by that one.

But the rest of the lineup should charm plenty of civilian buyers. The 2020 Corolla is a competent, good-looking compact that, should its reputation hold, will pay off with years of virtually trouble-free driving. The new sedan isn’t as expressive or as much fun to drive as the Honda Civic or the new Mazda 3, but in most every other way it’s in the hunt, and the hatchback model broadens the lineup and offers enough fun and style to interest enthusiasts. In any case, every vehicle that Toyota sells that’s a Corolla instead of an SUV is a net positive in our book.

2020 Toyota Corolla Sedan Specifications

ON SALE Now BASE PRICE $20,430–$26,380 ENGINES 1.8L DOHC 16-valve inline-4, 139 hp @ 6,100 rpm, 126 lb-ft @ 3,900 rpm; 2.0L DOHC 16-valve inline-4, 169 hp @ 6,600 rpm, 151 lb-ft @ 4,400 rpm; 1.8L DOHC 16-valve inline-4 with electric motor, 121 hp @ 5,200 rpm, 105 lb-ft @ 3,000 rpm TRANSMISSIONS 6-speed manual, continuously variable automatic LAYOUT 4-door, 5-passenger, front-engine, FWD sedan EPA MILEAGE 29–31/36–40 mpg (city/hwy, nonhybrid), 53/52 mpg (city/hwy, hybrid) L x W x H 182.3 x 70.1 x 56.5 in WHEELBASE 106.3 in WEIGHT 2,950–3,100 lb

IFTTT

[tintuctrongngay24h]

Congngheaz.org-Toyota RAV4 2019 sẽ tới các đại lý tại Mỹ vào tháng 12 tới, còn các biến thể hybrid sẽ phân phối ra thị trường vào tháng 3/2019.

Toyota đã chính thức bán ra mẫu crossover Rav4 hoàn toàn mới với thiết kế thay đổi táo bạo. Trên phiên bản Toyota Rav4 2019 mới này, chiếc xe này được Nhật Bản thay đổi toàn diện đến mức nhiều người không còn nhận ra hình dáng quen thuộc của chiếc Rav4 đình đám ngày nào.

Trên mẫu xe hoàn toàn mới nay đã góc cạnh hơn, thời trang hơn và cũng trẻ trung không kém các đối thủ. Xe vận hành trên platform hoàn toàn mới TNGA K tương tự như Camry và Avalon. Hãng xe Nhật Bản khẳng định khung gầm cứng vững hơn 57% so với phiên bản hiện hành.

[caption id="attachment_807" align="aligncenter" width="600"] Toyota RAV4 2019 chính thức chốt giá tại Mỹ, chỉ từ 595 triệu đồng[/caption]

Thiết kế nội thất của RAV4 2019 mang đến cảm giác mạnh mẽ và cá tính. Điểm nổi bật của RAV4 2019 chính là các chi tiết da màu cam bắt mắt điểm xuyết trên bảng điều khiển trung tâm. Toyota RAV4 được trang bị màn hình thông tin-giải trí 7 inch nằm giữa bảng điều khiển trung tâm. Khách hàng có thể bỏ thêm tiền để sở hữu màn hình 8 inch. Trong khi đó, hệ thống âm thanh Entune 3.0, Apple CarPlay và Amazon Alexa là các tính năng tiêu chuẩn trên RAV4 2019.

Tại thị trường Mỹ, RAV4 là chiếc Crossover bán chạy nhất của Toyota trong năm 2017 với hơn 400.000 chiếc đến tay người tiêu dùng, tăng 15% so với cùng kỳ 2016.

Tất cả các phiên bản chạy xăng của RAV4 2019 đều sử dụng động cơ 4 xy-lanh thẳng hàng 2,5 lít nạp khí tự nhiên, sản sinh công suất tối đa 203 mã lực và mô-men xoắn cực đại 250 Nm. Riêng biến thể XSE HV được trang bị động cơ 4 xy-lanh 2,5 lít kết hợp với một động cơ điện 54 mã lực, cho tổng công suất đạt 219 mã lực.

Trên phiên bản tiêu chuẩn của RAV4 được trang bị cụm đèn pha và đèn hậu Multi-LED, kính cửa tối màu, cửa sổ chỉnh điện, hai cổng sạc 12V ở khe cửa và màn hình hiển thị đa thông tin MID kích thước 4,2 inch đặt giữa cụm đồng hồ analog.

Nội thất của Rav4 mới cũng mang phong cách hiện đại hơn. Ngoài các chi tiết được bọc da, nó còn có cụm màn hình tách biệt ra khỏi mặt táp lô với màn hình cảm ứng tiêu chuẩn 7 inch, tuỳ chọn 8 inh. Hệ thống đa phương tiện với công nghệ Entune 3.0 mới tích hợp Apple CarPlay cùng truy cập rảnh tay Amazone Alexa, kết nối Wifi và âm thanh JBL...

Tại thị trường Mỹ, SUV Toyota RAV4 2019 có 6 biến thể để lựa chọn, bao gồm: Limited; X SE HV, Adventure, XLE Premium, XLE và LE. Giá bán của xe thấp nhất 25.500 USD (khoảng 595 triệu đồng) cho bản cấp thấp LE. Phiên bản cao cấp nhất RAV4 XSE HV sẽ có giá 33.700 USD (khoảng 786 triệu đồng).

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[heaaaaather]

2019 Toyota Avalon Interior, Redesign, Pictures, Specs

2019 Toyota Avalon Interior, Redesign, Pictures, Specs

The clean, straightforward design of the 2019 Toyota Avalon is let down only by the turbo model’s excessive add-ons.

2019 Toyota Avalon Specs

The 2019 Toyota Avalon SUV is in its last year before a redesign, but thankfully not a rethink. It’s spacious, quiet, comfortable, and capable, mostly thanks to its standard all-wheel-drive system and chunky flat-4 enging. The 2019 Toyota Avalon offers a…

[seomaster001]

Toyota RAV4 2019 chính thức chốt giá tại Mỹ, chỉ từ 595 triệu đồng

Toyota RAV4 2019 chính thức chốt giá tại Mỹ, chỉ từ 595 triệu đồng https://ift.tt/2R5Gcun

Congngheaz.org-Toyota RAV4 2019 sẽ tới các đại lý tại Mỹ vào tháng 12 tới, còn các biến thể hybrid sẽ phân phối ra thị trường vào tháng 3/2019.

Toyota đã chính thức bán ra mẫu crossover Rav4 hoàn toàn mới với thiết kế thay đổi táo bạo. Trên phiên bản Toyota Rav4 2019 mới này, nó đã được hãng xe Nhật Bản thay đổi toàn diện đến mức nhiều người không còn nhận ra hình dáng quen thuộc của chiếc Rav4 đình đám ngày nào.

Trên mẫu xe hoàn toàn mới nay đã góc cạnh hơn, thời trang hơn và cũng trẻ trung không kém các đối thủ. Xe vận hành trên platform hoàn toàn mới TNGA K tương tự như Camry và Avalon. Hãng xe Nhật Bản khẳng định khung gầm cứng vững hơn 57% so với phiên bản hiện hành.

Mẫu SUV Toyota RAV4 hoàn toàn mới dựa trên nền tảng cấu trúc toàn cầu của TTNGA giúp xe tăng diện tích sử dụng bên trong nhưng vẫn giữ được sự nhỏ gọn như các phiên bản trước. Phần đầu xe sở hữu lưới tản nhiệt mới sang trọng hơn, cụm đèn pha dạng led, cản trước được làm mới...

[caption id="attachment_807" align="aligncenter" width="600"] Toyota RAV4 2019 chính thức chốt giá tại Mỹ, chỉ từ 595 triệu đồng[/caption]

Thiết kế mới cũng giúp Rav4 2019 dễ dàng di chuyển trong những khu đô thị chật hẹp, đông đúc. Đuôi xe với cản sau nâng cao thể thao và mạnh mẽ hơn, phía dưới gầm là hệ thống hai ống xả. Thân xe thiết kế khí động học, mâm xe đa chấu 19 inch, kèm bộ lốp kích cỡ 235/55R19 và 8,6 inch giải phóng mặt bằng, gương chiếu hậu tích hợp đèn báo led...

Tại thị trường Mỹ, RAV4 là chiếc Crossover bán chạy nhất của Toyota trong năm 2017 với hơn 400.000 chiếc đến tay người tiêu dùng, tăng 15% so với cùng kỳ 2016.

Tất cả các phiên bản chạy xăng của RAV4 2019 đều sử dụng động cơ 4 xy-lanh thẳng hàng 2,5 lít nạp khí tự nhiên, sản sinh công suất tối đa 203 mã lực và mô-men xoắn cực đại 250 Nm. Riêng biến thể XSE HV được trang bị động cơ 4 xy-lanh 2,5 lít kết hợp với một động cơ điện 54 mã lực, cho tổng công suất đạt 219 mã lực.

Trên phiên bản tiêu chuẩn của RAV4 được trang bị cụm đèn pha và đèn hậu Multi-LED, kính cửa tối màu, cửa sổ chỉnh điện, hai cổng sạc 12V ở khe cửa và màn hình hiển thị đa thông tin MID kích thước 4,2 inch đặt giữa cụm đồng hồ analog.

Nội thất của Rav4 mới cũng mang phong cách hiện đại hơn. Ngoài các chi tiết được bọc da, nó còn có cụm màn hình tách biệt ra khỏi mặt táp lô với màn hình cảm ứng tiêu chuẩn 7 inch, tuỳ chọn 8 inh. Hệ thống đa phương tiện với công nghệ Entune 3.0 mới tích hợp Apple CarPlay cùng truy cập rảnh tay Amazone Alexa, kết nối Wifi và âm thanh JBL...

RAV4 mới được trang bị hệ thống an toàn Safety Sense của Toyota với phanh khẩn cấp tự động, cảnh báo trước va chạm và phát hiện người đi bộ, cảnh báo hỗ trợ giữ làn đường, điều khiển hành trình thích ứng và cảnh báo giao thông phía sau sẽ giúp cho việc lái xe an toàn hơn. Trang bị công nghệ với hệ thống khóa thông minh keyless điều khiển từ xa, bốn cổng sạc USB/Bluetooth.

Tại thị trường Mỹ, SUV Toyota RAV4 2019 có 6 biến thể để lựa chọn, bao gồm: Limited; X SE HV, Adventure, XLE Premium, XLE và LE. Giá bán của xe thấp nhất 25.500 USD (khoảng 595 triệu đồng) cho bản cấp thấp LE. Phiên bản cao cấp nhất RAV4 XSE HV sẽ có giá 33.700 USD (khoảng 786 triệu đồng).