Jump to content
  • William Maley
    William Maley

    2019 Buick Regal Avenir Is Putting On the Ritz

      Making for a more luxurious Regal


    Buick is making their Regal Sportback a bit more luxurious with the introduction of a Avenir model for 2019. We first learned about this model thanks to General Motors’ 2019 fleet order guide last week.

    The Avenir transformation on the Regal begins outside with a three-dimensional mesh grille, 19-inch wheels finished in Pearl Nickel, LED headlights, and Avenir badging on the doors. Step inside to find either a ebony or beige design theme with diamond quilt-stitched front seats; embroidered headrests, an 8-inch touchscreen with navigation, 8-speaker Bose audio system, and a wireless charging pad for your smartphone.

    A driver assistance suite of features that includes blind spot monitoring,lane change alert,  rear-cross traffic alert, and rear parking sensors come standard. Adaptive cruise control is standard.

    Buick will only offer one powertrain configuration on the Regal Avenir; the turbocharged 2.0L four-cylinder producing 250 horsepower and 260 pound-feet of torque. This will come paired with a nine-speed automatic and front-wheel drive.

    Pricing hasn't been announced, but we're guessing it will slot between the Essence and GS. The Regal Avenir arrives at Buick dealers this fall.

    Source: Buick


    2019 Regal Avenir Offers Sleek, Versatile Luxury

    • Premium Line Extends to Buick’s Freshest Face

    SARATOGA SPRINGS, NY — With the addition of the Regal Avenir — the fourth Buick globally to get an Avenir trim in less than a year — the momentum behind Buick’s highest expression of luxury continues to grow. Since its introduction last fall, Enclave Avenir has set the pace for Avenir, selling faster than all other Enclave trims and comprising 20 percent of total Enclave sales in the United States. A similar story is unfolding for the new LaCrosse, where Avenir is selling 70 percent faster than other trim levels.

    “Avenir sales have exceeded our expectations,” said Phil Brook, vice president, Buick and GMC Marketing. “Buick customers value the exclusive styling, premium features and convenient experience Avenir provides, and we are excited to extend that successful formula to Regal.”

    Half of all Regal Sportback buyers are choosing the top trim level, and within the midsize car segment demand is growing for more premium vehicles. Over the past four years, demand has risen 30 percent for midsize cars priced from $30,000 to $40,000, reflecting the increasing customer demand for more luxury, convenience and safety without compromising overall value.

    Buick’s first cloud-connected1 Infotainment System debuts on Regal Avenir, enabling embedded apps and enhancing how customers interact with vehicle features such as profiles, available navigation, voice recognition system updates and applications. Owners will now be able to personalize their user preferences and seamlessly take that profile with them into any compatible vehicle.

    “Innovation comes standard with Avenir,” said Chris Hay, Product and Pricing director, Buick and GMC. “It is a place for us to showcase our latest ideas to promote occupant well-being before we roll them out to other vehicles in our portfolio. The Enclave Avenir was the first Buick with Evonik Acrylite exterior lighting, a Rear Camera Mirror and an ionizer, and now Buick’s latest infotainment interface will come standard with the Regal Avenir.”

    Other Avenir-exclusive interior details include a Whisper Beige interior theme with Ebony accents, unique diamond quilt-stitched front seats, embroidered first-row headrests and Avenir-scripted sill plates.

    An Ebony interior theme is also available on Avenir models.

    On the exterior, Regal Avenir’s more dramatic look features the unique Avenir three-dimensional mesh upper grille inspired by our award-winning concept cars. Avenir script badging on the front doors and exclusive 19-inch Pearl Nickel wheels create more visual differentiation and complement the Regal’s timeless design.

    Numerous safety and driver assistance technologies2 available on other Regal Sportback models come standard on Avenir, including Rear Park Assist, Rear Cross Traffic Alert, Lane Change Alert with Side Blind Zone Alert, LED headlamps with auto leveling, cornering lamps and driver side auto-dimming mirrors. Additional active safety technologies, including Adaptive Cruise Control - Advanced, are also available.

    A 250-horsepower 2.0-liter turbocharged four-cylinder engine producing 260 lb-ft of torque, a nine-speed automatic transmission, ample cargo space with a discreet rear opening and tri-folding 40/20/40 rear seats, wireless charging, navigation and Bose eight-speaker premium audio also come standard on Avenir.

    Pricing will be announced early fall 2018 when Avenirs arrive at dealers.



    User Feedback

    Recommended Comments

    Nice looking car, I like the interior of the car. The exterior, I am just not a fan of all things Bling'd out. Maybe if it was black chrome rather than pearl nickel. Nice but not sure if I would spend the money on this. I am more of a monochromatic buy.

    Share this comment


    Link to comment
    Share on other sites

    I like the wheels, like the grille, love the diamond stitching, hate the Avenir logo on the side. FWD only makes me wonder if Buick may be looking to limit or get rid of AWD on the sportback in the future. BTW, Avenir is French for 'future'. Before I saw these pics i thought i would not like the Avenir package but its interesting. The real question is how much stupid money is GM asking for it. That's where the desire disjoins from reality usually. Stupid ass MSRP no doubt for an interesting grille, wheels, and seat stitching. Will they get rid of the dumbass seats in the GS for 2019? The german Insignia has sweet optional seats that have that certification and nice shape and finishing and they don't have the dumb racetrack seat backs. Sadly, this may be the best updates we get on the Regal until they decide to continue it or not past 2021 or so. They should bring over manufacturing of the Regal here. Fix the console (cupholders beside the shifter) and some other things.

    Edited by regfootball

    Share this comment


    Link to comment
    Share on other sites

    "A driver assistance suite of features that includes blind spot monitoring,lane change alert,  rear-cross traffic alert, and rear parking sensors come standard. Adaptive cruise control is standard."

    Big fricking deal.  Hyundais, Toyotas, Ford Fusion has stuff like this standard now.

    ALL Buicks should have blind spot and cross path as standard equipment by now.

    https://media.ford.com/content/fordmedia/fna/us/en/news/2018/03/15/ford-co-pilot360.html

    Share this comment


    Link to comment
    Share on other sites

    They got the seats right but the dash is just kinda meh still. 

    The Avenir grille’s mesh works well here. Wheels have a good finish for the paint choice shown here.

    And it swoops in to steal the MKZ Black Label customers. 

    Share this comment


    Link to comment
    Share on other sites

    I looked at the order guide and there are things that just boggle my mind.  Avenir is supposed to be posh, no?  You can't get massaging seats in the Regal Avenir... but you can on the GS.  You can't get ventilated seats in the Avenir.  There is only noise-canceling on Regals with AWD.  It gets some safety equipment that is standard on a Yaris.

    Share this comment


    Link to comment
    Share on other sites


    Join the conversation

    You can post now and register later. If you have an account, sign in now to post with your account.
    Note: Your post will require moderator approval before it will be visible.

    Guest
    Add a comment...

    ×   Pasted as rich text.   Paste as plain text instead

      Only 75 emoji are allowed.

    ×   Your link has been automatically embedded.   Display as a link instead

    ×   Your previous content has been restored.   Clear editor

    ×   You cannot paste images directly. Upload or insert images from URL.




  • Similar Content

    • By Drew Dowdell
      QUARTER 3 (CALENDAR YEAR-TO-DATE) JANUARY - SEPTEMBER   2019 2018 %Change Volume   2019 2018 %Change Volume   Cascada 400 1,101 -63.7   2,458 3,393 -27.6   Enclave 13,274 12,807 3.6   41,013 35,227 16.4   Encore 25,008 21,112 18.5   73,905 69,747 6.0   Envision 8,088 5,803 39.4   24,849 22,617 9.9   LaCrosse 1,389 2,290 -39.3   6,778 13,409 -49.5   Regal 2,456 2,793 -12.1   8,849 11,008 -19.6   Buick Total 50,615 45,911 10.2   157,855 155,606 1.4   ATS 158 2,281 -93.1   1,051 10,028 -89.5   CT6 1,625 2,376 -31.6   5,675 7,270 -21.9   CTS 1,128 3,695 -69.5   5,999 8,777 -31.7   Escalade 10,284 9,533 7.9   26,535 27,299 -2.8   XT4 8,986 212 ***.*   23,092 212 ***.*   XT5 12,315 15,093 -18.4   38,711 46,983 -17.6   XT6 4,316 0 ***.*   4,390 0 ***.*   XTS 1,149 4,101 -72.0   10,242 12,664 -19.1   Cadillac Total 39,961 37,291 7.2   115,695 113,240 2.2   Blazer 20,312 0 ***.*   35,107 0 ***.*   Bolt EV 4,830 3,949 22.3   13,111 11,807 11.0   Camaro 12,275 14,448 -15.0   36,791 39,828 -7.6   Colorado 31,657 34,963 -9.5   96,820 104,838 -7.6   Corvette 4,766 4,639 2.7   14,497 14,881 -2.6   Cruze 5,799 31,971 -81.9   45,276 109,662 -58.7   Equinox 79,799 78,014 2.3   253,956 234,379 8.4   Express 22,062 17,509 26.0   60,805 58,696 3.6   Impala 9,638 16,290 -40.8   35,433 43,952 -19.4   LCF 1,358 584 132.5   3,222 1,870 72.3   Malibu 32,432 31,041 4.5   97,603 107,458 -9.2   Silverado HD 34,212 31,939 7.1   95,249 108,410 -12.1   Silverado LD 119,641 101,390 18.0   314,067 315,993 -0.6   Silverado MD 1,629 0 ***.*   2,943 0 ***.*   Sonic 2,148 7,283 -70.5   10,632 17,848 -40.4   Spark 6,616 7,029 -5.9   20,265 18,428 10.0   Suburban 12,391 15,572 -20.4   41,686 45,433 -8.2   Tahoe 26,308 28,951 -9.1   80,103 79,474 0.8   Traverse 41,116 32,908 24.9   113,491 106,998 6.1   Trax 37,407 20,549 82.0   83,777 67,538 24.0   Volt 874 5,429 -83.9   4,540 13,243 -65.7   Chevrolet Total 507,273 485,019 4.6   1,459,521 1,504,038 -3.0   Acadia 20,338 13,485 50.8   79,958 63,493 25.9   Canyon 7,437 8,425 -11.7   26,300 25,273 4.1   Savana 5,021 4,815 4.3   21,090 16,779 25.7   Sierra HD 18,455 16,817 9.7   41,643 43,839 -5.0   Sierra LD 47,743 34,551 38.2   121,958 108,403 12.5   Terrain 23,058 27,428 -15.9   73,410 82,719 -11.3   Yukon 18,737 20,896 -10.3   53,707 55,418 -3.1   GMC Total 140,789 126,417 11.4   418,066 395,924 5.6   GM Vehicle Total* 738,638 694,638 6.3   2,151,137 2,168,808 -0.8                     76 selling days for the third quarter this year and 76 for same quarter last year.    
    • By William Maley
      What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller.
      Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week.  Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside.  The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia
      Model: Niro EV
      Trim: EX Premium
      Engine: 356V Permanent Magnet Synchronous Electric Motor
      Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack
      Horsepower @ RPM: 201 @ 3,800 - 8,000
      Torque @ RPM: 291 @ 0 - 3,600
      Estimated Range: 239 Miles
      Curb Weight: 3,854 lbs
      Location of Manufacture: 
      Base Price: $44,000
      As Tested Price: $46,045 (Includes $1,045.00 Destination Charge)
      Options:
      Launch Edition - $1,000.00

      View full article
    • By William Maley
      What a difference that four years make. That's the timeframe from the first Kia electric I reviewed (Soul EV) to the model seen here, the 2019 Niro EV. So much has changed in terms of battery technology and overall range that I could see myself having an electric vehicle as a primary mode of transport. There are some still some issues that make me think twice, but they are getting smaller.
      Kia avoided the trend of going crazy with the Niro EV’s design. Little touches such as blue accent trim, 17-inch alloy wheels, and closed-front grille hiding the charging port help the EV stand apart from other Niro models. Changes inside are even smaller with a new center console featuring a dial control for the drive selector. This move is very smart as many buyers really don’t want their vehicle to shout “LOOK AT ME” when driving. The electric powertrain in the Niro EV packs quite the punch - 201 horsepower and 291 pound-feet of torque. This is up 62 and 92 respectively from the Niro Hybrid I drove a few years back. Providing the electricity is a 64 kWh Lithium-Ion Polymer Battery that provides an estimated range of 239 miles. Kia says the Niro EV will hit 60 mph in under eight seconds. But I found it to be slightly quicker thanks to all of the torque being available instantly. Merging onto a freeway is where the electric powertrain does lose steam - blame a hefty curb weight of 3,854 pounds. I saw a maximum range of 208 to 210 miles throughout my week. This was due to cold temperatures ranging from low 30s to high 40s. But I was able to do a forty-mile round-trip commute for most of the week without having any range anxiety issues. Charging anxiety is a different story. If you have been reading my electric and plug-in hybrid reviews, then you’ll know that I only have access to 120V charging at home. Plugging the Niro EV after my day job meant waiting over sixteen hours for a full charge. This caused me to not want to venture out far unless I had some important errands to run as it would mean a longer time for a recharge. If I had completely depleted the battery, I would be waiting over two days for the battery to recharge. If you have a 240V charger, that time drops to 9.5 hours for a full-recharge. Finding a quick charger has gotten easier in the past year or two, but it is still a hit and miss affair. There are no quick chargers near where I live (unless I have a Tesla). It's slightly better further south where I work as there some around the area. But that introduces its own set of problems such setting aside the time to charge up the vehicle to finding if one works. I should note that I didn’t get the chance to try quick charging with the Niro EV during my week.  Handling is slightly better in the Niro EV thanks to the additional weight of the battery pack which reduces body roll. Steering is very light when turning, but will surprise you with how quick and accurate it deals with changes in direction. Ride quality is a little bit firm with some bumps and imperfections making their way inside. Where the Niro EV shines is noise isolation. During my work commute, I was surprised by how little wind and road noise came inside.  The major downside to the Niro EV is its limited availability. At the time of this writing, Kia is only selling the Niro EV is twelve states - most of them having Zero Emission Vehicle (or ZEV) programs that require automakers to sell a certain amount of electric vehicles in their lineups. Nothing is stopping you from purchasing a Niro EV in one of the states that it is available, but I’m wondering how many people will do that. Pricing for the Niro EV begins at $38,500 for the base EX model. I had the EX Premium at $44,000 which adds such goodies as an eight-inch touchscreen, premium audio system, heated and ventilated front seats; sunroof. Add in a $1,000 Launch Edition package (LED headlights, front parking sensors, and auto-dimming rear-view mirror), and my as-tested price came to $45,995. Expensive bit of kit, but the Niro EV does come with a long list of standard features including heated outside mirrors with power folding; seven-inch infotainment system with Apple CarPlay and Android Auto; adaptive cruise control, blind-spot monitoring, and push-button start. Plus, the Niro EV qualifies for the full $7,500 federal tax credit which may sway some buyers when it comes time to do their taxes. The Kia Niro EV is the first electric vehicle that I could see myself living with. It drives for the most part as a normal vehicle and offers enough range for most people. The big item you need to be aware of is charging. If you decide to purchase, be sure to get a 240V charger and check to see if there are any sort of fast chargers in your area. It may mean the difference between worry-free and a large amount of anxiety. Disclaimer: Kia Provided the Niro EV, Insurance, and One Tank of Gas
      Year: 2019
      Make: Kia
      Model: Niro EV
      Trim: EX Premium
      Engine: 356V Permanent Magnet Synchronous Electric Motor
      Driveline: Front-Wheel Drive, Lithium Ion Polymer Battery Pack
      Horsepower @ RPM: 201 @ 3,800 - 8,000
      Torque @ RPM: 291 @ 0 - 3,600
      Estimated Range: 239 Miles
      Curb Weight: 3,854 lbs
      Location of Manufacture: 
      Base Price: $44,000
      As Tested Price: $46,045 (Includes $1,045.00 Destination Charge)
      Options:
      Launch Edition - $1,000.00
    • By William Maley
      When Toyota introduced the last-generation Avalon for the 2014 model year, I was shocked by how Toyota had built the better Lexus ES. On the surface, this seems a bit crazy. But Toyota had put a lot of effort into shedding the image of Avalon of an old person’s car by bringing a modern and sleek look; luxurious interior, and a balance between a relaxing ride and sporty dynamics. This became more apparent when compared to the ES launched a couple of years earlier, looking very dated in terms of looks and driving like a cream puff.
      The times are a changing and the two brands have launched new versions of their respective sedans within the past year. I find myself wondering if Toyota still builds the better Lexus or if the ES has finally stepped up and can give the Avalon a real challenge.
      Exterior
      Toyota stuck with the shape of the previous Avalon but gave it some refinement. The low roofline and sloping rear glass shape are paired with more aggressive rear end featuring a full-length taillight. Where the new design falls apart is in the front. Toyota must have taken some of the pages out of Lexus’ design book on grille design as the Avalon has a massive grille. Lower trim models make do with black slats for the insert, but my Hybrid Limited tester features chrome slats that make it more polarizing. I understand Toyota wants to give the Avalon a bit more presence on the road, but this new grille design is a bit much.
      The ES 350 is a different story as Lexus’ designers pulled off an extensive transformation. Wearing a toned-down version of the brand’s current design language, the new ES has an overall look of something formidable and elegant. The spindle grille is front and center, but Lexus has made it slightly smaller to have fit in with the flowing lines. Other design traits include a sloping roofline and shortened rear deck.
      Interior
      Like the exterior, the ES’ interior is completely unrecognizable from the outgoing model. Gone are the cheap feeling and mismatch plastics. In their places is a combination of leather, soft-touch plastics, and wood trim that brings forth a sense of premium uniformity. Ergonomics are also top of the class with such touches as control knobs sitting on either side of the instrument panel, and controls for the climate and audio being in easy reach for driver and passenger.
      Those sitting in the front are treated to leather-covered seats that provide an excellent balance between support and coddle. Those sitting in the back seat might complain about the low position, but will like the ample amount of head and legroom.
      Stepping inside the Avalon Hybrid, Toyota has given it a major makeover. Gone is the flowing and rounded center stack with capacitive touch controls. Instead, the Avalon uses a narrower and blocky center stack with actual buttons. I’m sad to see the touch controls go away as I found them to be quite responsive. Toyota likely dropped them as buyers complained there was no feedback - a click sound or pulsation - to whoever was using it. Other changes include a slim chrome bar running along the dash vents and more color choices.
      Finding a comfortable position in the Avalon was no problem due to the numerous amount of power adjustments available on the Limited. Like the ES, the Avalon’s seats strike the balance of comfort and support just right. In the back, there is an abundance of legroom that allows passengers to stretch out. Headroom is fine for most adults.
      Infotainment
      Toyota has installed the latest version of Entune for the 2019 Avalon. While looking somewhat dated with a muted color palette and dull screen, Entune retains its ease of use. The menus with large touchscreen buttons make it very easy to move around the system, along with clearly marked buttons and knobs sitting on either side. Toyota has also got with times and made the Avalon the first model to feature CarPlay integration. Those wanting Android Auto will need to wait until 2020.
      If there is an Achilles heel to the ES 350, that would be Lexus’ Remote Touch. I have written numerously about how using this system is not only a pain, but very distracting when driving. Take for example changing an XMSirius station.
      Look at the screen to see where the cursor is. Use the touchpad to move the cursor to the station you want, making sure to keep an eye on the screen. Press down on the touchpad to make the selection, hoping you’re finger doesn’t slip and causes something else to happen. This whole routine plays out time and time again whenever you want to do something. Even Apple CarPlay which was introduced for 2019 is a pain to use with Remote Touch. There is salvation on the horizon. Earlier this year, Lexus unveiled an updated RX crossover with a touchscreen for the infotainment system. The automaker said that it will be available on other models in the coming years. Here’s to hoping the ES is one of the first recipients. 
      Performance
      Both vehicles come with the choice of either a 3.5L V6 or hybrid system using a 2.5L four-cylinder. An eight-speed automatic is teamed with the V6. The hybrid uses a CVT.
      The 3.5 V6 has been given a bit more power for 2019, now producing 302 horsepower and 267 pound-feet of torque. This bump makes for a noticeable improvement in overall acceleration, feeling slightly quicker than the last ES 350 I drove. Power builds on a smooth and linear fashion. The engine is also noticeably refined, with barely a rumble coming from underneath the hood. 
      With only a total output of 215 horsepower, the hybrid system in the Toyota Avalon may seem underpowered. This is only an issue when climbing a steep hill or needing to make an immediate pass. Otherwise, the hybrid system provides plenty of oomph for the daily drive. I like how the system seamless transitioned from electric to hybrid power with only a minimal buzz coming from the engine bay. Like other Toyota hybrids, the Avalon Hybrid can travel on electric power alone - albeit a short distance and at speeds below 25 mph.
      In EPA testing, the ES 350 returns 22 City/33 Highway/26 Combined and the Avalon Hybrid returns 43 City/43 Highway/43 Combined. I clocked averages of 25 in the ES 350 and 40 in the Avalon Hybrid.
      Ride and Handling
      Aside from engines, the Avalon Hybrid and ES 350 share another vital component. Under the skin of both models is a version of Toyota New Global Architecture (TGNA) known as GA-K. This variant provides the stiffer structure and lower-center of gravity found on other TGNA models, but allows both Toyota and Lexus to build larger front-wheel drive vehicles.
      In the Avalon Hybrid, the move to GA-K doesn’t change much. The last-generation model showed that you could have good driving dynamics and retain a mission of comfort. The new model continues that with slightly improved handling and sharper steering response. The ES 350 is a different story. Changing over to GA-K transforms the model from a creampuff on wheels to a luxury sedan with that can take corners without embarrassing itself. Body roll is significantly reduced and the steering responds to inputs without fuss. Neither one of these sedans will challenge the likes of the Germans or the Kia Stinger GT, but they will not fall over and cry uncle when pushed.
      Ride quality is still one of the impressive points for both models. On some of roughest, pothole-ladened streets that the Metro Detroit has on offer, the Avalon Hybrid and ES 350 made it feel like mere ripples. Not much outside noise comes inside the cabin of either model, making them a perfect place to decompress after a long day.
      Verdict
      Let’s begin with the 2020 Avalon Hybrid. This updated sedan didn’t surprise me and that’s fine. Aside from the styling, Toyota made small changes to address certain issues of the previous-generation and build upon its strengths. Getting 40 MPG is still an impressive trait for such a big sedan. With a starting price tag of $35,560 for the gas version and $36,650 for the hybrid, the Avalon is still the one to buy if you want the luxuries of the ES without the luxury tax.
      The ES 350, on the other hand, is the more impressive of the two. You have to wonder if Lexus was motivated by what Toyota was able to pull off with last-generation Avalon. In a lot of ways, the ES 350 looks and feels like a proper luxury car. Add in a new platform that doesn’t make you feel like you’re going to tip over and Lexus is very close to that idea of “Experience Amazing”. The only fault is Remote Touch which sours many of the dramatic improvements. If Lexus can get that new touchscreen into the ES ASAP, I would gladly give it my “Most Improved Car of the Year” award. 
      How I would configure a 2019 Lexus ES 350 or Toyota Avalon Hybrid
      Starting with the ES 350, I would skip the base model and go with the Luxury trim. This adds such items as leather upholstery, heated and ventilated seats, and ambient lighting. On top of this, I would add Blind Spot Monitoring package and a power rear sunshade. With destination, I'm out the door with a final price of $45,540.
      For the Avalon Hybrid, I would pick the XSE. This is positioned as the sporty model with various exterior treatments including a mesh insert for the grille. Other standard equipment includes a moonroof, leatherette and suede upholstery, and wireless phone charging. The only two options I would tick are the Ruby Flare Pearl paint and 14-Speaker JBL Audio System. Add destination and the final price comes to $41,480.
      Alternatives
      Genesis G80: A perennial favorite, the G80 slots between the Avalon Hybrid and ES 350 in terms of price - $41,750. It comes showered with loads of standard equipment and an excellent engine lineup. It cannot match the ES and Avalon in terms of interior design, but provides a more modern and easier to understand infotainment system. Ride quality is similar in all three vehicles, but the ES and Avalon have a slight edge in handling. Disclaimer: Toyota Provided the vehicles, Insurance, and One Tank of Gas 
      Year: 2019
      Make: Lexus
      Model: ES 350
      Trim: Luxury
      Engine: 3.5L DOHC 24-Valve with Dual VVT-i V6
      Driveline: Front-Wheel Drive, Eight-Speed Automatic
      Horsepower @ RPM: 302 @ 6,600
      Torque @ RPM: 267 @ 4,700
      Fuel Economy: City/Highway/Combined - 22/33/26
      Curb Weight: 3,649 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,755
      As Tested Price: $45,955 (Includes $1,025 Destination Charge)*
      Options:
      Blind Spot Monitor with Rear Cross-Traffic Alert, Intuitive Parking Assist with Auto Braking - $1,065.00
      18-Inch Split Five-Spoke Alloy Noise Reduction Wheels - $950.00
      Wood and Leather Trimmed Steering Wheel - $300.00
      Power Rear Sunshade - $210.00
      *No window sticker was provided for the ES 350. This is me taking a guess as to final price and options.
      Year: 2019
      Make: Toyota
      Model: Avalon Hybrid
      Trim: Limited
      Engine: 2.5L 16-valve DOHC with Dual VVT-i Four-Cylinder, 650V Electric Motor
      Driveline: Front-Wheel Drive, CVT
      Horsepower @ RPM: 176 @ 5,700 (Gas);  118 (88 kW) (Electric); 215 (Total Output)
      Torque @ RPM: 163 @ 3,600-5,200 (Gas)
      Fuel Economy: City/Highway/Combined - 43/43/43
      Curb Weight: 3,715 lbs
      Location of Manufacture: Georgetown, Kentucky
      Base Price: $42,800
      As Tested Price: $45,118 (Includes $920.00 Destination Charge)
      Options:
      Advanced Safety Package - $1,150.00
      Carpet Mat Package - $248.00

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

    • Awesome Robert has an Olds Dealership. 😛 
    • The comments seem to reinforce the greed of the assembly line workers. Nothing says they have to stay, nothing says they cannot go to night school and get a better education for a better paying job. Wake up to the reality UAW Workers. At the rate your going, a robot will replace you.
    • this 'tourx' idea.....i wonder if it wouldn't be better on a full size RWD/AWD chassis, and larger size like the Avenir concept.  They could have the Avenir sedan and a full size TourX ; i know it would still be a low volume product but the vison of a grand touring wagon i think would be even better if the car were larger, 2-4 inches wider, a few inches taller (seat H point 2 inches taller), and 6-8 inches more on the wheelbase.  Like CT6 sized....
    • Beautiful fall day here in Cleveland...saw a sharp gold '72 Cutlass convertible rolling w/ the top down.   Went out this evening to see Bruce Springsteen's concert film 'Western Stars' (beautiful film, beautiful music) and parked next to a Gladiator Rubicon at the theatre...first I'd seen in the wild. There was a great Jeep Wrangler ad before the film..
  • Social Stream

  • Today's Birthdays

    1. Daryl Z71
      Daryl Z71
      (32 years old)
    2. Kennyboy
      Kennyboy
      (40 years old)
    3. W.R Seaman
      W.R Seaman
      (38 years old)
  • Who's Online (See full list)

  • My Clubs

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×
×
  • Create New...