Understandably, the powers that be at Toyota Motor Sales want nothing to do with their all-new Avalon being compared against their comparably sized, priced and equally fresh Lexus ES. Trust us -- we asked and were denied. Of course, TMS is not afraid of the ES outclassing the Avalon, as that's how it should play out, given that the former comes from blue-blood Lexus and the latter blue-collar Toyota. No, the reticence stems from what they know and, after having driven both, what we now know: the Avalon -- designed, engineered, and built in America -- is better.
Let's start with objective performance. Both sedans ride on a 111.0-inch-wheelbase platform and share the same powertrains -- a 3.5-liter 268-hp V-6 with a six-speed auto and a 2.5-liter 156-hp I-4 with a 141-hp electric motor and CVT -- but the Avalon outperforms in most measures, notably handling. In terms of lateral grip, our Limited V-6 (0.80 g) and Limited Hybrid (0.76) handily exceeded or matched the grip of their ES counterparts (0.76 -- V-6, Hybrid). And in our figure-eight test -- a real barometer of driver confidence - the Avalon V-6 and Hybrid beat their highbrow brethren by a 0.3- and 0.2-second, respectively. Braking from 60 to 0 was a split, with the Avalon V-6 needing three fewer feet than the ES V-6, and the Avalon Hybrid requiring two extra feet compared to the ES Hybrid. Acceleration from 0 to 60 was either a tie (7.6 sec for both hybrids) or a 0.2-sec advantage to the ES V-6 (6.0 vs. 6.2). Fuel economy, at 21/31 mpg city/highway for the V-6s and 40/39 for the Hybrids -- is identical.
While we weren't especially smitten with the refinement and dynamics of the Hybrid, whose buzzy I-4, artificial brake feel, and more relaxed chassis made it less engaging, we were decidedly delighted with the 6-cylinder. It may be hard to believe, but the new Avalon V-6 feels akin to an Acura TL or Mazda6. The electric power steering serves up firm on-center feel and pleasing linearity. The stout four-wheel disc brakes provide a reassuring and progressive pedal. The strut suspension delivers a taut and sporty ride that keeps the 3525-lb sedan surprisingly flat through corners. And the squeak-free, stiff body (now 12 percent more rigid overall, according to Toyota) lets the chassis efficiently do its job, all while keeping the cabin library quiet (thanks in part to dual-pane acoustic-type glass used for the windshield and front side windows). 
Speaking of the cabin, it's come a long way from the bingo-parlor interiors of past Avalons, some of which featured front bench seats, column-mounted shifters, and tape decks. Yes, the new car has one headlight cluster on the present and the other on the future. (BTW, those headlights are dubbed Quadrabeam -- halogen for XLE and HID for Limited -- referring to the two pairs of square-shaped projectors.) Inside, the 2013 boasts a modern, tech-laden space with three-tone leather treatments, LED lighting, and "capacitive" buttons, which just need to be touched, not pressed, as well as a host of Entune Apps (Pandora, Bing, iHeartRadio, MovieTickets.com) and data services (fuel prices, stocks, sports, traffic, weather). The bingo buyers of the previous gen, with a median age of around 65, likely won't embrace these modern conveniences as much as the new car's median buyer, whom Toyota projects to be at least 10 years younger. It's those less creaky buyers who will no doubt appreciate the refined Optitron gauges, the Smart Key with pushbutton start, the eBin tray for storing and powering handheld devices, and the swoopy coupe-like roofline that adds pizzazz without subtracting any rear headroom or trunk volume; in fact, rear headroom swells by 0.4 inch and cargo capacity grows 1.6 cubic feet to 16.0 (14.0 for the battery-holding Hybrid). Buyers of all ages, though, should value the 10 standard airbags -- including dual front knee and rear side -- and the available pre-collision system and blind-spot system with cross-traffic alert.
For non-livery folks, the Avalon V-6 starts at $31,785 (XLE), offers two midrange options at $33,990 (XLE Premium) and $36,295 (XLE Touring), and tops out at $40,445 (Limited). The Hybrid ranges from $36,350 (XLE Premium) to $42,195 (Limited), with one stop at $38,045 (XLE Touring). Our two Limited testers each had the $1750 Technology Package (adaptive cruise control, pre-collision, automatic high beams), bringing their as-tested prices to $42,195 (V-6) and $43,945 (Hybrid). Best buy? Easily the V-6 XLE Touring, with its 18s, blind-spot system, paddle shifters, and navigation. Whichever Avalon you choose, though, rest assured that you'll be getting one beautiful American sedan.
| 2013 Toyota Avalon Limited | 2013 Toyota Avalon Limited Hybrid | |
| BASE PRICE | $40,445 | $42,195 |
| PRICE AS TESTED | $42,195 | $43,945 |
| VEHICLE LAYOUT | Front engine, FWD, 5-pass, 4-door sedan | Front engine, FWD, 5-pass, 4-door sedan |
| ENGINE | 3.5L/268-hp/248-lb-ft DOHC 24-valve V-6 | 2.5L/156-hp/156-lb-ft Atkinson cycle DOHC 16-valve I-4 plus electric motor, 200 hp (comb) |
| TRANSMISSION | 6-speed automatic | Cont. variable auto |
| CURB WEIGHT (F/R DIST) | 3525 lb (61/39%) | 3666 lb (58/42%) |
| WHEELBASE | 111.0 in | 111.0 in |
| LENGTH x WIDTH x HEIGHT | 195.3 x 72.2 x 57.5 in | 197.6 x 72.8 x 58.5 in |
| 0-60 MPH | 6.2 sec | 7.6 sec |
| QUARTER MILE | 14.5 sec @ 98.1 mph | 15.8 sec @ 89.8 mph |
| BRAKING, 60-0 MPH | 122 ft | 127 ft |
| LATERAL ACCELERATION | 0.80 g (avg) | 0.76 g (avg) |
| MT FIGURE EIGHT | 27.7 sec @ 0.64 g (avg) | 28.6 sec @ 0.59 g (avg) |
| EPA CITY/HWY FUEL ECON | 21/31 mpg | 40/39 mpg |
| ENERGY CONS., CITY/HWY | 160/109 kW-hrs/100 miles | 84/86 kW-hrs/100 miles |
| CO2 EMISSIONS | 0.79 lb/mile | 0.49 lb/mile |
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