The Prius line includes four variants: the Prius Liftback, Prius v (pictured), Prius c, and plug-in Prius. On Monday Toyota will specify the exact number of sales, but it has given advance billing they are good enough to help with Toyota’s overall brand sales increase on a year-over-year basis, as well.

In April 2013, Toyota was the only one of six major carmakers to report a decline in new vehicle deliveries. Decreased sales from its Prius and Camry lines were blamed for that drop of 1.1 percent year over year from April 2012.

Toyota otherwise said declines in gas prices have hurt Prius line demand, but this same decline in gas prices did not prevent Ford Motor Co. yesterday from declaring it had scored more hybrid sales for the first five months of this year than it did for its previous best 12-month period in 2010.

To help with improving sales for the under-the-gun Prius line going forward, Toyota will run a new TV ad campaign for six weeks to assist the line which has in recent memory been the top-selling hybrid model series.

We’ll have more details as soon as we get all numbers in, and post the May HybridCars.com sales Dashboard.

Automotive News

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The move is part of Toyota’s ongoing effort to introduce hybridized examples of its various models and it was a good time to do it.

Why? Because the Avalon Hybrid got what is essentially the Camry Hybrid’s powertrain. This Hybrid Synergy Drive (HSD) system had just been re-worked for 2012 yielding improved efficiency, power and driveability.

You’ve heard of trickle-down technology? The Camry Hybrid starts around $9,400 less than the Avalon Hybrid, so perhaps this is trickle up? And, by the way, Toyota trickled it up further too, as the Lexus ES 300h received the same powertrain this year as well.

If you’ve not noticed, Toyota dominates the hybrid vehicle market and its trademark HSD full-hybrid technology significantly helps a given model’s fuel economy and emissions with little, if any perceptible downside.

As for its styling, the five-passenger 2013 Avalon was revised with the aid of Calty Design Research of Newport Beach, Calif. and Ann Arbor, Mich. Toyota says this is the “most American Avalon yet,” which presently is perceived as a good thing.

In years past, some American cars were panned for marginal quality. The previous U.S.-built Avalon exuded an Asian design influence, but actually aspired to American-ness in other ways. It was always a plush car, but its road dynamics and the demographic that gravitated to it caused some to liken the Avalon to a Buick.

The 2013’s crisp new form is designed to appeal to 40-60 year olds – and older and younger buyers can also appreciate its tauter handling to match its more purposeful and flowing lines inside and out.

Powertrain

Instead of the standard Avalon’s 265-horsepower, 3.5-liter V6, the 3,585-pound Avalon Hybrid does fine with 1-liter less displacement and two fewer cylinders to burn gas.

Its 2.5-liter Atkinson-cycle four is enough because its 156 horsepower at 5,700 rpm, and 156 pounds-feet of torque at 4,500 rpm is supplemented by 199 pounds-feet of electric motor torque from 0-1,500 rpm and 141 electric horsepower at 4,500 rpm.

That’s somewhere around half its power potentially coming from a gas-free, and emissions-free source. The total HSD system is rated at 200 horsepower. Toyota doesn’t divulge the torque total, and as is typical, rated horsepower is less than the gas-plus-electric total because the engine and motor peak at different points.

The Avalon Hybrid actually uses two high-output electric motor/generators. Motor/Generator 1 (MG1) is used to start the gasoline engine and generate the energy returned to the battery to power the system. Motor/Generator 2 (MG2) is primarily responsible for electric drivetrain propulsion and regenerative braking.

And if you’re wondering, the Camry Hybrid’s powertrain is sufficient for the Avalon, which is six inches longer at 195.2 inches, half an inch wider at 72.2 inches, but its curb weight is only 141 pounds more.

Coefficient of drag is 0.28.

Its aerodynamic profile – another major variable determining performance – is comparable too, with a coefficient of drag of 0.28 versus the Camry Hybrid’s 0.27.

The Avalon Hybrid has run 0-60 at around eight seconds or a few-tenths less. In exchange for maybe a second-and-a-half in quickness compared to the six-cylinder, the hybrid boasts 40 mpg combined. This is a huge gain over the six’s 24-25 mpg combined, and the hybrid costs as little as $1,750 more depending on trim. The Avalon Hybrid’s EPA rating is also favorable against other higher performance-oriented hybrids.

Powering the electric motor is a 244.8-volt nickel metal-hydride battery comprised of 34 modules made up of a total of 204 cells. It’s stored in the trunk and costs two-cubic-feet of storage compared to the V6 Avalon leaving a still-respectable 14 cubic feet of volume.

The NiMH battery resides in the in trunk and eliminates pass-through-capability into rear seats.

Three propulsion modes enable the driver to select the car’s degree of tameness or aggressiveness. Skewing toward ultimate economy is EV mode which – assuming sufficient battery charge – allows all-electric driving up to a mile at under 25 mph. Another fuel-saving mode, Eco, notches back throttle response and the HVAC system to save energy.

And then you have Sport mode activated like EV and Eco by a center console button or by moving the shift lever to the left from Drive. Sport mode simulates multiple gears in the CVT, a digital tachometer appears in the center display, and shift points are at redline. Also, the rpms may increase noticeably if you shift to Sport on the road as the CVT mimics a downshift.

In all, the HSD system won’t likely disappoint many people wanting a well-appointed $36,000-$40,000-plus sedan that still has enough get up and go.

Exterior

Toyota is quite proud of how the 2013 Avalon turned out, and has been promoting it front and center to the media and public alike.

“The point of the new Avalon is to show the market that ‘Toyota is Back!’ It will lead the charge for great styling, great handling performance, and the highest and best level of technologies,” said Randy Stephens, Avalon chief engineer.

The company spends a lot of adjectives in describing its widened and lowered stance and other nuances of its “athletic” new sheet metal, but with all the photos here, we’ll spare most of the descriptors and let you judge for yourself.

It is a debate between the Avalon and Lexus ES hybrid cousin as to which is prettier.

One innovation worth noting is the Avalon’s “industry-first Quadrabeam™ headlight cluster” which lights the way – and very effectively we’ll add.

It consists of a double-eye design plus inner high beams with two square glass condenser low beam lenses. A choice of halogen and High Intensity Discharge (HID) bulbs is available for these low beams.

Also worth mentioning is the recessed front grille. It’s remotely reminiscent of the attractive flush-mounted Aston-Martinesque design Ford has incorporated in its Fusion and several other models.

Noteworthy as well is even the mirrors were re-engineered. These multi-tasking units offer a turn signal lamp, electrical adjustment, heater, memory positioning, a puddle lamp, available Blind Spot Monitor indicator, and electro-chromatic glass.

Interior

We did not exhaustively describe the exterior because a picture says a thousand words, but here are five adjectives for the interior of the XLE Touring version we drove: open, spacious, airy, tasteful, classy.

A feeling of quality is imbued as is functionality. Everything is at hands-reach, and there are enough strategically placed cubbies and cup holders adding to the comfort quotient. Included are three 12-volt DC power outlets, one USB and one 3.5mm AUX jack for connecting portable devices.

Widened this year, the digital instrument cluster is logically arranged, with redundant steering wheel controls for infotainment and display to reduce distracted driving potential.

The standard audio system uses a 6.1-inch touch screen which doubles as the back-up camera’s viewer and displays info and audio functions for its Toyota’s Entune-equipped multimedia system.

Two types of climate control systems are available: one with three-zone independent temperature control and another with two-zone temperature control.

LED accent lights illuminate the center-front mounted storage tray, the two cup holders, and glove box.

The leather-covered, electrically heated seats in our car were sufficiently bolstered and all-day comfortable.

As mentioned, what really caught our eye in our almond-colored interior was the tasteful contrast.

The faux wood dash trim, almond colored stitched soft-touch material, and smoked chrome trim may not have cost Toyota as much as real wood, leather and metal, but the care of their orchestration is evident.

Their effect for the “Almond” interior scheme is an aesthetically pleasing and balanced composition of light tones, chocolate brown, black and dark chrome.

Total trunk volume is 14 cubic feet.

Other color schemes available are light grey which Toyota says stays cooler and creates a modern interior space; and black said to offer a greater sense of driving performance.

Space for long legs is good also. At six-feet-tall, with 34-inch inseam, front legroom was plentiful. And backseat room was enough with the driver’s seat slid all the way back. Toyota says front legroom is 41.6 inches and rear is 39.2 inches.

It’s spacious for a “midsize” car, has been compared to larger cars, and Toyota is actually making a bid to take up some of the livery business left by the now-retired Lincoln Town Car.

Driving It

Pressing the push button starter causes a discrete chime to alert the vehicle is operational. Otherwise, the engine does not come on unless you shift and press the accelerator or the HVAC system demands it.

Two-hundred horsepower is less than the regular Avalon’s 3.5-liter six with 248-horsepower and 248 pounds-feet torque, but it’s enough to occasionally spin the front wheels and engage the traction control.

Acceleration is smooth. Transitions between gas and electric are essentially imperceptible. The vehicle works with an appliance like efficiency – and while that sounds good to some – this can still be a sticking point to drivers with a high-performance mindset.

Some reviewers have already said the Avalon is not especially “fun to drive” but we’ll say this all depends on what you consider fun.

The Avalon Hybrid is not an outright poke at the expense of ultimate efficiency, but it sure won’t sprint like a $54,200 Infiniti M35h hybrid, or one of several German performance-oriented hybrids.

Its 0-60 time is acceptable, as are its capability to travel at all reasonable highway speeds, and on-the-go passing power. The car has no difficulty going with or beyond “the flow.”

While cornering briskly, its front MacPherson strut suspension with stabilizer bar and rear independent dual-link suspension with stabilizer bar keep body roll acceptable.

It can be cornered at 85-percentile with confidence, and handles various bumps with compliant damping.

That said, its low rolling resistance 215/55R17 Michelin Primacy MXV4 tires are not cat claws allowing you to push the Gs so hard that the blood rushes to one side of your head.

And this is where a fine point can be made about what automotive reviewers normally only imply.

Sedans like the Infiniti M35h that might even hold their own at a track day or drag strip are more “fun to drive” because they are a blast well into the red zone. They also feel overqualified at more sedate speeds, this is true.

The Avalon is not in this echelon and – perhaps just as well – it does not aid and abet your inner-Type A aggressiveness as some high-performance sedans seem to be able to.

It will however fully meet the requirements of people who don’t want to drive like the automotive equivalents of tigers on the prowl while possibly also looking behind hoping not to see flashing red and blue lights.

Braking performance from the Avalon Hybrid is also up to the task from its ABS-equipped, Brake Assist (BA), regenerative brakes. Up front are 11.65-inch ventilated discs and in back a similar design is 11.06 inches.

Toyotas are normally quiet, and being a hybrid that runs on electricity part time, the ride is especially hushed. On the boil, the CVT does intrude into the cabin and can sound kind of blah and off-note from what the car is actually doing. To a performance car aficionado accustomed to more purposeful exhaust music, it can be a bit of a cacophony.

The Sport mode can remedy this, as it simulates shift points, and holds gears longer on deceleration.

This will however cost efficiency and if you actually do drive it like a sports car expect to sacrifice a 8-14 mpg from its advertised 40 mpg. Maximizing efficiency with this sizable sedan takes a steady hand in EV or Eco mode, no jack-rabbit starts, no high-speed running – in other words, no “fun” as we’ve unofficially established the definition to be.

Of course it’s also fun to bypass the fuel pump more often, and some people like to make it a game to see if they can beat the advertised fuel economy. This is possible, but care will have to be taken.

Overall, the Avalon Hybrid does a fine job from sporty to Spartan. It would be a good choice for a multi-state driving tour, and makes light work of daily commutes.

Safety

Lots of safety is baked-in or available starting with 10 standard airbags and a lightweight body utilizing more high-tensile steel. Toyota says it sets new benchmarks for rigidity, handling, and crashworthiness.

The car can be equipped with two different millimeter-wave radar systems, one being a Blind Spot Monitor which lights a side mirror icon to warn of cars approaching alongside in parallel. The other radar system is

Rear Cross Traffic Alert that warns of low-speed cross traffic behind the car.

Also available is Dynamic Radar Cruise Control that uses a radar sensor to help control speed and keep a safe distance from the vehicle in front.

Choices

Hybrid competition is on the rise, but shoppers wanting an upper scale high mpg sedan may consider the slightly higher-line, but functionally and dimensionally almost identical Lexus ES hybrid.

The ES 300h starts at $39,250 before destination charge. The Avalon Hybrid starts at $35,555. The Toyota is offered in three trim levels – XLE Premium, XLE Touring, and Limited. with options available, and does cross into Lexus price territory. Both cars offer the same EPA-rated mileage and horsepower, so depending as much on choice of nameplate, buyers essentially have to decide between a Lexus 300h or Avalon.

Another possibility would be Lincoln’s redesigned MKZ hybrid.

A handsome car to most eyes, its boasts 45 mpg city, highway and combined, starts at $35,925, and is a car Ford hopes will also breath life back into its upscale brand.

Unknown at this point is whether the Lincoln will meet these ambitious advertised numbers. It may, but it uses the Fusion Hybrid’s powertrain rated in that car at 47 mpg, and word has it the Fusion has a hard time getting above high 30s in the real world even when carefully driven.

Beyond the Lincoln are others, including the Fusion Hybrid, VW Jetta Hybrid, Camry Hybrid, Kia Optima Hybrid, and Hyundai Sonata Hybrid. These cars are down a peg in status and panache, but all freshly revised, and perform admirably for significantly less outlay.

To survey all green cars available, take a look also at our sales Dashboard or for more Avalon details, see Toyota’s Web site.

And if after surveying alternatives you come back to the Avalon Hybrid, that would be a good choice. It’s an enjoyable car, nicely revised this year, and poised to continue earning a solid spot in the sales charts in years to come.

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The versatile, family friendly six-cylinder hybrid promises more equipment standard including Display Audio with Navigation and the Entune™ multimedia package, and offers an optional multi-media system.

The Highlander Hybrid – available in two trim levels – offers fuel savings of nine miles per gallon on average over its regular version, and the best fuel efficiency for any seven-passenger SUV sold. Its EPA-rated economy of 28 combined is a healthy improvement over the 19 mpg combined for the regular gas-powered 2013 Highlander four-wheel drive.

Powertrain

To provide enough get-up-and-go for a medium-sized, civilized, truck with a third-row seat, Toyota equips the Highlander Hybrid with a 3.5-liter Atkinson cycle engine, itself packing 231 horsepower. That could be enough, but the gas-electric system makes use of two electric motors contributing more horsepower and torque for a combined 280 system horsepower.

As is customary for hybrids, a continuously variable transmission feeds the power to the wheels. An EV and Econ mode are included.

Styling

The exterior of he Highlander Hybrid is not a lot different than the regular Highlander. It does get a unique grille and badges though. Other distinctions are color-keyed rocker panels with chrome accents and vertically stacked fog lamps. Its projector beam headlights and taillights stand out with blue lens covers. The base model gets 17-inch alloy wheels, and the Limited is upgraded to 19-inchers along with a power lift gate.

Inside the SUV, quality and attention to detail and function are evident throughout. All controls are spaced and positioned for ease of use, and materials are of a suitably high grade.

Seating is clever too. The second row bench seat splits 40/20/20 and you won’t miss your minivan’s seats with these. It reclines, slides fore and aft and the center section can be removed and stowed away, leaving an open center aisle. This configuration results in a pair of second-row captain’s chairs with fold-down armrests. The third row seat is also a splitting type, this being 50/50.

In all, there’s 9.1 cubic feet of total cargo space possible. The vehicle has many storage compartments throughout and 10 cup holders, four bottle holders, two front and one cargo-area 12-volt auxiliary power outlets and cargo area tie-down hooks.
Rather than summarize all the data in long form, following is a list direct from Toyota of what to expect from the two Highlander Hybrid packages:

Highlander Hybrid Base
• 3.5-inch Multi-information Display: includes clock, outside temperature, cruiser information (average
fuel economy, average speed, distance to empty, current fuel economy, and trip timer), and warning
messages
• 6.1-inch Display Audio with back-up camera monitor display
• Front and rear air conditioning system with filter and vents for second and third-row seats
• Up to seven passenger seating capacity
• Easy-clean fabric-trimmed 40/20/40 2nd row seat w/armrests on outboard seats, fold flat, recline, fore
and aft slide adjustment, one-touch right-hand walk-in function, plus Center Stow™ seat, and Center
Stow™ console
• 50/50 split fabric-trimmed 3rd tow seat with fold down headrests and fold-flat-into-floor capability, two
cup holders
• Height adjustable headrests (1st and 2nd row only)
• Front center console w/six cup holders, console box, and storage area for 2nd row Center Stow seat or
Center Stow center console
• Optitron meters w/red graphics
• Power door locks and windows with driver’s auto up/down with jam protection
• Auto door lock/unlock with shifter activation
• Cruiser control
• Dual sun visors with illuminated vanity mirrors and sliding extensions
• Overhead console with conversation mirror, map lights and sunglasses holder
• Illuminated entry system includes interior lights
• Manual tilt and telescopic urethane shift knob and steering wheel with audio, phone & Multiinformation
Display and voice control buttons
• Door panels with integrated speakers, storage pocket and ten cupholders/four bottles
• Two front and one cargo area 12-volt auxiliary power outlets
• Cargo tie down hooks
• Scheduled maintenance indicator light
• Six assist grips
• Under floor storage in rear cargo area
• Color-keyed interior door handles and door grips
• Remote hood and fuel-filler door releases
• Cargo area second-row-seat one-touch fold-flat levers
• Second-row personal reading lamps

Highlander Hybrid Limited (In addition to or replaces standard features on Highlander Hybrid Base model)
• Perforated leather-trimmed eight-way power adjustable driver seat with power lumbar support and
adjustable thigh support; four-way power adjustable passenger seat, adjustable headrests and
seatback pockets
• Multi-stage heated front seats
• Perforated leather-trimmed 40/20/40 second-row seat with fore/aft slide adjustment, recline
adjustment, right-hand walk-in feature, plus Center Stow console
• Leatherette 50/50 split third-row seat with fold-flat capability and folding headrests
• Three-zone automatic climate control system with air filter, rear multi-function display, rear vents for
second-and-third-row seats
• Smart Key System with push button start and remote illuminated entry
• Wood-grain-style interior trim with chrome interior door handles
• Leather-trimmed steering wheel with audio, climate, phone and voice control buttons

Driving Dynamics

The Highlander Hybrid is based on a car’s chassis, and its underpinnings are very similar to those of the Camry.

Its four-wheel independent suspension gives a soft-enough ride and handles well for an SUV.
It’s no sports car, to be sure, and rides with high center of gravity, but it corners, handles rough roads, and brakes acceptably well.

Pricing and Warranty

The four-wheel-drive hybrid vehicle is fairly unique in with little in the way of apple-to-apple competition. The Lexus RX 450h does compete with it, utilizing the same essential underpinning sand powertrain, and comes in at about $6,000 more.

As you may have surmised, the Toyota Highlander Hybrid is well equipped. Its starting price of just less than $40,000 is $720 more than the most feature-laden Highlander Limited V6 4WD. Toyota also offers lesser-equipped V6 Highlanders for less, with the lowest priced of several possible trim packages starting at $31,695 plus destination fees.
Highlander Hybrid prices range from $40,170 for base model to $46,370 for the Limited. This is an increase from 2012’s pricing of $200, or 0.4 percent.

The vehicle gets Toyota’s standard 36-month/36,000 mile warranty. It also gets a 60-month warranty to cover the powertrain for 60,000 miles and corrosion with no mileage limitation.
Hybrid-related components, including the battery, battery control module, hybrid control module and inverter with converter, are covered for eight years/100,000 miles.

Also standard is Toyota Care, a plan covering normal factory-scheduled maintenance and 24-hour roadside assistance for two years or 25,000 miles, whichever comes first.

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It was launched as an all-new model in fall 2011, and has quickly grown in popularity ascending the hybrid sales chart to consistently rank in the top four spots, and in 2012, Toyota sold 40,669 units placing it third behind the Toyota Camry Hybrid and Prius Liftback – although the smaller Prius c arguably deserves this title given sales started in March were just 4,936 units behind despite only selling for three-quarters of the year.

In short, the selling point is this is a car that gets outstanding mileage and good reliability for the space it provides.

Specifically, the Prius v provides nearly 60 percent more interior room, edging its carrying capacity into small minivan territory while giving up only 8 mpg to the Prius Liftback from which it was derived.

The v is bigger, wider and taller and its EPA average is 44 mpg in the city and 40 on the highway and 42 combined. By contrast, the Liftback gives 51/48.

The v also costs a couple thousand more than the Liftback, and a small price increase of between $100-$155 for 2013 was chronicled for it by Toyota over its 2012 price of $26,550 and up.

About the only negative press we’ve seen on the car was marginal crash test results by the Insurance Institute of Highway Safety in its small overlap frontal crash testing. In response to this news late last year, Toyota said it will improve small overlap test results and that a proper fix will require more than just one solution.

Toyota also pointed out that the Prius v has previously been awarded an IIHS Top Safety Pick – which accounts for many criteria except small overlap.

At this writing we do not know if any of these safety engineering changes have yet been made, but it appears they have not.

Beyond that, we said the car will see minor styling updates, and here they are: The 2013 Prius v will be available in a new Seaglass Pearl exterior color. In addition, the Prius v Five will offer a SofTex-trimmed steering wheel.

Motivating the Prius v is Toyota’s Hybrid Synergy Drive utilizing a 1.8-liter Atkinson-cycle, four-cylinder engine producing 98 horsepower at 5,200 rpm. Combined with its electric motor, the system generates a combined 134 net horsepower and Toyota does not publish combined torque output.

A continuously variable transmission (CVT) is employed and to help compensate for an extra 250 pounds over the Prius Liftback – which was never excessively fast to begin with – the v model employs lower ratios to get started.

Toyota says that the 0-to-60-mph time is 10.4 seconds, versus an estimated 9.8 seconds for the Prius Liftback, and this is unladen. Pack it full of people and some gear, and expect an even more leisurely pace.

But the car has what it takes to get the job of everyday traveling accomplished, handles sufficiently well, brakes sufficiently well, and as a reasonably competent all-around vehicle returning excellent mileage, lets you carry lots of stuff.

Behind the rear seat is 34.3 cubic feet of cargo space, which increases to 40.2 cubic feet when the back seats are moved forward. Fold the 60/40 split rear seats flat, and that number balloons to 67.3 cubic feet. That’s more room than the Chevrolet Equinox, Ford Escape, Honda Element or Nissan Rogue crossovers offer.

The Prius v also has a smart key system with push-button start; an electronic shift lever; hill assist control, a back-up camera, and seven airbags – all as standard equipment. Available options include energy-efficient LED headlamps; dynamic radar cruise control with a pre-collision system; and a parking guidance system.

Buyers can also be treated to Toyota’s smart-phone utilizing Entune infotainment system. Connecting the smart phone via Bluetooth or a USB cable allows Entune’s features to be operated using the vehicle’s controls or, for some services, by voice recognition. Mobile apps for Entune include Bing, iHeartRadio, MovieTickets.com, OpenTable, and Pandora. Entune data services include a fuel price guide, sports scores, stocks, traffic and weather.

There are three trim levels offered: the Prius v Two, Prius v Three and Prius v Five. The Prius v Two has increased from $26,550 to $26,650 for 2013, and Prius v Three pricing has increased from $27,315 to $27,415. The highly equipped Prius v Five has increased from $30,140 to $30,295.

For a bit more info on essentially the same car, you can also check out our full 2012 model review.

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