Toyota Avalon Hybrid - Luxury Plus High MPG

Millions of people drive Toyota Camrys, but what if you're looking for something a little more premium, but not quite a Lexus? Well, the Avalon has been around for nearly twenty years offering an alternative.

The 2013 model marks the fourth generation of Toyota's premium midsizer, and it is about as all-new as a car could be. Criticized for blandness, Toyota's designers now are seeking more evocative styling in all their products, so the new Avalon wears the corporate regalia in its entirety. The face has a slim band of chrome up top, sort of an eagle face, with a large mouth below to bring in the air needed to feed either a 3.5-liter V6 or a 2.5-liter 4 for the Hybrid model. The sides wear a definite ridge that grows out of the extended headlamp pods and proceeds all the way back to meet the slim taillamps. Nothing is flat or boring or subtle here. It's arguably the best looking Avalon ever.

Inside, you can't help but notice the significant serving of chrome-looking plastic that surrounds the dash screens. Compared to Lexus models, this is almost gaudy, but I'll have to admit that it grew on me during the week-long test of my Magnetic Gray Metallic test car, with its black interior. Almond and gray are alternative interior shades that are meant to evoke different moods (sounds a little like Audi).

Something new about this Avalon is the nearly button-free interior. That means that most functions on the center console are touch-sensitive spots rather than moving plastic rectangles or circles. I first noticed this trend in the Chevrolet Volt and  it's proliferating. It makes interacting with the car more like using a cell phone. As long as you tap the right spot, you're good. You still get good old-fashioned knobs for volume and tuning the sound system, although once you're used to the steering wheel controls you rarely use them.

You can pick the regular Avalon in four levels, or, to save significantly on fuel, the Hybrid. It comes in three levels: XLE Premium, XLE Touring, and Limited. My Hybrid Limited tester had everything a person could want, from a powerful JBL audio system to three-zone climate control (rear passengers can choose their own settings), to the premium leather seating that was soft in a good way and felt like an old Mercedes--plush but broken-in.

The real deal with hybrids is how they integrate a smaller engine with an electric motor. In this case, Toyota's Hybrid Synergy Drive system combines an Atkinson Cycle 156-horsepower four-cylinder engine with the motor to generate 200 total horsepower. The Atkinson Cycle postpones closure of the engine's intake valves, which delays the compression cycle, improving engine efficiency.

Compared to the Prius, which is purely a hybrid and is not meant as a luxury car, the Avalon is heavier (3,585 pounds) so you won't get 50 mpg. But, the EPA gives the car 40 City, 39 Highway, for 40 combined. I got 37.9 mpg during a busy week with lots of trips, so it's not that far off. The system reports your mileage for each trip when you turn off the car, so I noted commutes where I went over 40 mpg. It's nice to know that you can get to work using 3/4 gallon of gas.

The Avalon uses Toyotas sharp, colorful display screens, so I was able to track when the car was using the motor or the engine--or both. And, you can see when it's charging the battery, which a good hybrid always does when you slow down or brake. This kind of information helps you drive more efficiently.

You can select the ECO setting to enhance your fuel conservation, but it makes the accelerator pedal less responsive and reduces air conditioner cooling to do it. Conversely, select the Sport setting and throw economy to the wind and have fun. This setting even tightens up the steering response. I tended to leave it in the normal setting. Select EV Mode at low speeds and you may even drive full electric for up to a mile (great in parking lots).

Of course, the EPA likes Hybrids. The Avalon gets a 7 for Smog--that 2.5-liter gas engine does need to run at least part of the time--but the Greenhouse Gas score is a perfect 10.

The Avalon has been significantly upgraded in numerous ways this year to make it handle and feel better on the road. This includes things like a 12-percent stiffer unibody and improving the feel of the electronic steering system. The overall effect from the driver's seat is a very smooth, quiet and pleasant trip wherever you're going. From a non-technical point of view, the car simply goes where you point it and soon you forget about it.

The very enjoyable JBL sound system, easily accessed either though the touch screen or the steering wheel controls, keeps your mood up in the daily commute. When there's a break in traffic, you can get from zero to 60 in about 8 seconds--not bad for a car with a small engine and a motor.

The Avalon is packed with high-tech features, suiting its top tier position in Toyota's lineup. For example, it not only has a Blind Spot Monitor to let you know about cars you can't see in your mirrors, but it also features the Rear Cross Traffic Alert. The car warns you of other vehicles approaching from the side behind you. This is great when you're backing out of your driveway or leaving a parking spot in a public garage. I definitely heard  beeping when I was doing this--so it works.

Prices can be scary for hybrid vehicles, especially ones that are loaded with everything imaginable. They start at $36,350 for the XLE Premium and top out at $42,195 for the Limited (including shipping). My tester also included the Technology Package, which enhanced the already loaded vehicle with radar cruise control (follow the car in front), automatic high beams, and a pre-collision system. The latter warns you if you're approaching another car or object too quickly. Bottom line--$44,199 for my car.

It's great to see Toyotas get better looking and inclusive of every possible feature. However, you could shop the Lexus showroom too for $44,000. I tested a Lexus 300h Hybrid after the Toyota and, for about the same money, it offered a different experience, although it was a bit smaller. Toyota may be competing with itself here, but you win either way.

Nissan Altima - All New to Fight for Market Share

The midsize sedan market is a hot place in the car business. Lots of people want the ability to carry five people in comfort, with decent trunk space and enough maneuverability to park without trauma. If they don't crave a trendy crossover or a workhorse SUV, and aren't seeking a super-economical commutermobile, what better than a Toyota Camry, Honda Accord, Hyundai Sonata or Nissan Altima?

The Altima debuted in 1993 as a sedan that was situated right between a compact and midsize car. Lately, it's grown to take its place as a true contender in the midsize battle for buyers. The fifth-generation 2013 model is all-new from arrowhead headlamp to exuberant taillamp.

The car stands out with some surprising curves and edges. The front fenders have a rising wave that begins at the corner of the headlamp and then heads gradually upward to the tail. The chrome-rimmed grille looks forceably pushed in by the pointed headlights. The sides bend in and out like the much esteemed BMWs--but do it in their own way.

A few years ago, it felt like Nissan interiors were using cheaper plastic and their designs seemed a little quirky. Today, they manifest more like the ones found in Infinitis. The surfaces roll and weave across each other, with handsome silvery insets, bullnosed corners, and rich textures. From the forward-angled door grips to the rise and fall of the dash panels, there's constant motion in there--even when the car's stopped at a light.

As a commuter, I was especially impressed with the seating. Apparently, Nissan consulted with NASA engineers to design a seat that supports the body as if it's in zero gravity. NASA's seating and posture research helped set a neutral position that eases tension on long trips. And there's no 17,000-mph reentry to worry about!

In the middle of the handsome and straightforwardly laid out instrument panel is the Advanced Drive-Assist Display. Nissan is proud of how this presentation of information is closer than normal displays that sit on the center console and claim that the three-dimensional effect is restful on the eyes--it's kind of amusing, too. You can customize the information that's there to display fuel economy figures, individual tire pressure, navigation data and more.

The new Altima comes in roomy sedan or rakishly proportioned coupe shapes. Typical for the midsize segment, it offers four- and six-cylinder engines. The 2.5-liter four is 11 pounds lighter this year and gains seven horsepower, now offering 182 along with 180 lb.-ft. of torque. Most important for economy enthusiasts, it is rated at 38 mpg Highway by the EPA.

My tester, in a warm Java Metallic (brown) shade, had the mightier 3.5-liter V6. Nissan's sixes have been potent and award-winning for a long time and this one was no exception. While I hardly raced the 3,355-pound vehicle around, it felt more than able to take on anything I gave it. It boasts 270 horsepower and 251 lb.-ft. of torque--much more than its weaker sibling (although it weighs more than 200 pounds more than the 2.5-liter-equipped car). With EPA numbers of 22 City and 31 Highway (Average 25) it rates where some compact sedans do. My actual mileage was a realistic 24.5 mpg.

Between these engines and the four wheels you'll get a continuously-variable automatic transmission (CVT). Sorry--no manual. There are just too few takers to offer you one. However, Nissan has developed some fine CVTs and uses them throughout its lineup. And, the six-cylinder version has steering-wheel mounted blade-like paddles, so you can shift through some "gear ratios" if you want a sportier drive. Nissan has sold nine million cars equipped with CVTs over the last two decades. This Next-generation Xtronic CVT has 70 percent revised parts and has cut out weight with a smaller oil pump and other efficiency measures.

CVTs use belts and pulleys to create an infinite number of gear rations--and their computer programs pick the best ratio for the moment. This creates both improved fuel economy and some odd sounds from under the hood--when you can even hear them.

Many cars are moving to electric power steering these days to save hydraulic drain on the engine and remove weight. The Altima's new Electronic Hydraulic Power-Assisted Steering system claims to give you the advantages of both--a smoother feel with better fuel economy. Clever engineering makes it all work, and there is an abundance of it in the new Altima.

There's much more to enjoy, including a fine nine-speaker Bose audio system. It was so good that my wife complained about the following test car, which really did pale in comparison.

You can buy an Altima sedan in four levels. The base car comes with the 2.5-liter engine and a plain designation of "just Altima." Above that, each engine is available in the "S," "SV" or "SL." My tester was the top-level SL, which surely explained all the fancy goodies it contained. Leather seats always convey luxury, and the leather-wrapped steering wheel was heated, too. Dual-zone climate control is common today, but  you won't get it in the lesser levels.

However, the base car is kind of a deal. It runs just $22,550, but you'll probably want to move up a bit for more features. The mid-level SV with the four-cylinder engine should be a popular choice, and it starts at $25,250. My SL, with no extra options, came to $31,045. All prices include shipping.

Like so many Japanese-brand vehicles, the Altima is made in America, in this case, Smyrna, Tennessee. That means that lots of Americans are busy assembling cars in what has turned out to be a pretty good sales year in 2012.

The Altima isn't thrilling, but it is very nice, and will without a doubt deliver more than you need for as long as you own it. And with bounteous rear seat room, every passenger will feel well treated. The other brands' dealers are not going to like this.

Honda Accord - Ninth Generation Aims High

Does this new Accord look like a BMW to you?

The Honda Accord is a common sight these days. The midsize sedan (or coupe) is one of the top sellers year after year. Funny to think that it started out as such a modest little hatchback in 1976, only becoming a sedan in 1979, and becoming larger and larger ever since.

But that's OK, because it's had an important job to do--displace the old standards, namely the fullsize Ford, Chevy and Plymouth. Today, Plymouth is gone and the Ford and Chevrolet entries, the Fusion and Malibu, are all new, so it is a very interesting playing field now for a midsize car.

The new, ninth-generation Accord may be the best looking ever. It's taken some of its appearance from the car that folks all seem to admire--BMW. Just look at the "flame surfacing" along the sides, and the chrome trim around the grille. There's the Hofmeister kink" in the side window line, too. You have to admit it's nice looking, but familiar, too.

The original Accord weighed about 2,000 pounds and was propelled by a 68-horsepower four-cylinder engine. Today's car has a four-cylinder or a V-6. The new four is a 2.4 and generates a healthy 185 horsepower--and the V6, like my top-of-the-line test car flaunted, generates 278 horsepower from its 3.5-liter powerplant. Of course, the car weighs 3,500 pounds, now, too. It's a whole different deal.

The EPA gives the V6 Accord an average miles-per-gallon rating of 25. That's pretty good. I achieved 22.8 mpg. The EPA awards a 5 for Air Pollution and 6 for Greenhouse Gas. That's average.

Honda is calling their newest engines "Earth Dreams Technology." I haven't found out what this means other than being a positive sounding nomenclature, since the numbers these new engines generate are nothing sensational so far. Honda, as a company, does have a history of working towards cleaner and more efficient engine technology, so this will bear watching. A plug-in hybrid version of the new Accord is due early next year as an early '14. It will not be alone in the market when it arrives--a Ford C-Max and Toyota Prius version will challenge it for ecologically minded buyers. But it is another step forward.

One easy and practical way to get people in non-hybrid cars to drive more ecologically is Honda's Eco Assist technology. There are two "parentheses" around the central speedometer. They glow green when you're driving responsibly and go white when you're not. The goal--stay green! That means not stomping on the accelerator or the brakes. It's more subtle than showing you a gauge or a number. It might even work.

As usual, Accords come in economical DX and well equipped EX levels, with an SE sporty model, too. Now, there is the new Touring model, with enough content to push the Accord up to near luxury car status. Think leather seats, electronic helpers of every type, including safety and confort/convenience features galore. It would be a very long list to name them all, but you can count on keyless locks and ignition, dual automatic climate control, top-drawer audio, seat heaters, rear camera, and so much more.

LaneWatch system greatly enhances safety.

One new and kind of surprising safety feature is the LaneWatch system. You may have heard about blind-spot warning systems that flash a light if there's someone where your outside mirrors can't display, but this new item actually shows you! I noticed that every time I put on the right turn signal, I got a shot of the right side of the car in the display screen at center dash. Well--there is a camera in the right mirror and it switches on, with the aim of preventing a collision when you're turning right. Nice.

The Accord sails down the Interstate and zips around town effortlessly. I didn't hear or feel much, and the nicely proportioned dash, with its carefully rendered surfaces in a variety of textures, was pleasant and felt reasonably upscale. Recent Honda products have received some criticism about the quality of their interiors so this is an important point. I think prospective owners will find a lot to like here. Of course, the instrument panel takes cues from the aforementioned BMW, so that is already helpful. There were great expanses of black, but it was good quality "charcoal."

Honda Accords have been built in the U.S. for thirty years now. The Marysville, Ohio plant--the first of its kind--continues to pump them out--including my test car. Although my tester's sticker showed 25 percent Japanese parts, the engine and transmission were made here. The Accord has been essentially an American product for a long time.

The original Accord ran just $3,995. Yes, that was 1976 dollars, but today's car starts at $22,000 for the LX sedan with nothing extra. My Touring model, with an incredible load of everything you could want, came to $34,220, including $790 for shipping charges. Yes, that sounds like a lot to me, too, for a car that is not an actual BMW, but you should sample the car yourself to see how much it offers.

See my video on Castro Valley TV.

Hyundai Azera - The Korean "Avalon"

With the Azera, Hyundai has completed its 24/7 2.0 program. That means they delivered on their promise to bring out seven new or revised vehicles in just 24 months. Pretty darned amazing. The Azera takes off from the popular midsize Sonata and offers a little more room, power and style (and price, of course).

It's hard to remember sometimes where Hyundai was years ago. Odd, derivative, cramped, funny-smelling little transportation modules. But for the last, say, decade, things have really turned around. This new, second-generation Azera sedan offers a long list of standard features, enormous full-size accommodations inside, and, with another take on Hyundai's "Fluidic Sculpture" design template, head-turning style.

The car comes only as a sedan and with just one engine--a 3.3-liter V6, with 293 horsepower and 255 lb.-ft. of torque. That may be because it not only fits in size between the midsize Sonata and the luxury Genesis sedan, it reserves the four-cylinder engine for the Sonata and two V8s for the Genesis.

Despite its large-midsize proportions, the Azera gets decent mileage. The EPA says 20 City, 28 Highway, with an average of 23. I got 21.9 mph--still reasonable. Environmentally, the car rates 6 for Air Pollution and 5 for Greenhouse Gas - right in the middle. 

The Azera's body is attractive and energetic looking. The customer for this type of car isn't really looking to make a powerfully unique statement, but he or she does want to look up-to-date, and the car has all the right touches. The grille is chrome and prominent. The folds along the body sides are just like you'd find on an Infiniti or even a BMW. The headlamps and taillamps are chock full of jewelry. Hard to believe that not long ago the illuminated parts of cars were plain plastic bars.

Inside, it's a swirl of silvery trim--typical for today, but quite nicely laid out. The only place it looked a little busy was at the windshield pillars, where vents and seams seemed a little forced. At night, the gauges glow brightly and a slim line snakes across the dash and doors. The firm but comfortably padded seats are nice to look at too. Both driver and passenger get numerous get adjustment options--and the controls are right where Mercedes put them--on the door. You could select three levels of heating--and of cooling--for the seats in my tester.

Speaking of seats, Hyundai engineers have developed an impact-reducing seat system for the Azera. It eliminates the need for active front head restraints and is expected to reduce head and neck injuries by 17 percent over the front seats in the previous generation car.

All Azeras come with touch-screen navigation with backup camera standard. No other car in the segment offers this as standard equipment.

Prices begin at $32,000 more or less. That's in the range for cars like this.

My tester came with the Technology Package, for an additional $4,000. For that sizable investment you get 19-inch alloy wheels, a panoramic sunroof, HID Xenon headlights, power rear sunshade, manual side window sunshades and the potent Infinity 12-speaker Logic7 audio system with subwoofer and external amplifier. There are several other comfort and convenience features included, too.  

I was impressed by the feel of the Azera on the road. It was smooth, quiet, and had an upscale feeling that Hyundai has figured out how to provide. The Genesis, you expect to be that way, but the Azera has it too, for an affordable price. Good work, Hyundai!