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Our test car, with options and destination charges, had a sticker price of $31,781 after a base of $28,128. The Toyota badge may not offer as much prestige as that of the Lexus, but the Avalon offers much more interior room than those other cars. Park it beside a Camry, and the Avalon looks like the family patriarch-bigger, more formal than the Camry.
Turn signals are now located behind a clear lens next to the headlights for improved appearance and quality of fitment.
The tail lamps have also gotten the multi-reflector treatment, so the Avalon sparkles coming and going.
It drives the front wheels through Toyota's four-speed electronically controlled transmission. Engine and transmission use artificial intelligence to communicate with each other; when changing gears, the transmission sends a signal to the engine to reduce power for a moment for a smoother shift.

But it also had the $1,555 leather trim package, which includes memory for the driver's seat and heat for both seats.
A keyless entry system is standard that prevents the engine from being started unless the correct key is used. A transponder chip in the key sends an identification code to the engine's electronic control unit (ECU). So the first impression from behind the wheel is one of delight, because this is indeed a luxury car. With 200 horsepower, it provides good acceleration from a standing start and offers plenty of power for merging and passing.
Avalon owes its smooth ride and balanced handling to a long wheelbase, independent MacPherson strut front suspension and independent dual-link rear suspension, gas-filled shock absorbers and front and rear stabilizer bars.
The power-assisted rack-and-pinion steering is effortless, with just enough effort built in to provide good road feel.
There is reasonable room in the rear, so you shouldn't feel guilty about putting good friends back there.

But, as with anti-lock brakes (ABS), drivers should not let technology replace sensible driving technique.
Slippery, low-speed corners present a traction problem, but traction control reduces the chance that the rear end of the car will lose traction and cause the car to spin.
No matter how much throttle is used, the system will only apply the amount of power that the front wheels can accept without spinning. Our fully optioned model costs just $1,000 more than the base price of the ES300, and nearly $2,000 less than the starting point for the BMW 328i.

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22.10.2015 admin

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