What's probably the most common
car onU.S.
streets isn't a Chevy or a Ford,
but a Toyota
. The Camry has been the
best-selling car in America
for eight of the past
nine years. More than ten million Camrys have been sold
since 1983, when the model was first introduced, and the
majority of those have been sold in the
U.S.
With each
new Camry much improved, and an even better value it
seems, expectations for the new '07 model are high.
There's
also the issue that the Camry is just so darned good and
efficient at being a comfortable, economical,
trouble-free sedan that it has come to be viewed as an
appliance, and has gathered descriptions, according to
Toyota execs, like "bread-and-butter," and "dad's car."
And driving a Camry sort of lends itself to an "I don't
care about cars" anonymity. Is the Camry boring, or is
it just too darned good?
That was
the challenge: how to bring more style - and a little
more driving enjoyment - to the Camry without alienating
any of Camry's very loyal customer base.
To start, the team behind the
latest Camry sought to add much more upscale character
to the car. While that was also said to be a goal of the
last-generation Camry, it's really worked this time. The
Camry's exterior shape emphasizes sharp surface lines
and a multi-leveled hood and rear decklid, along with an
emphasis on continuity that's echoed inside as well. As
expected, the new Camry is highly influenced by the
current Avalon, introduced last year, and also inherits
various design cues and features from upmarket Lexus
models. If you squint, on the outside you can even see a
little influence from BMW.
Similar dimensions,
reapportioned
While the
dimensions aren't markedly different than those of the
current Camry it will replace, the proportions have been
changed, too, to make it more rakish and flowing, with a
more sophisticated headlight and grille treatment, a
softer-sloping rear pillar, and the wheels pushed
farther out to the corners, increasing wheelbase by
about two inches.
Versus
the outgoing Camry, these changes help stretch the
usable cabin space, too, with improved legroom front and
back and a revised driving position.
The
instrument panel area boasts an extensive redesign, too
- it's set rather low, and also seems to wrap around
more effectively, emphasizing horizontal lines that
continue to the doors - while the rest of the interior
has some more subtle changes in packaging. The center
stack and console - with shift knob and storage bin side
by side - appear quite wide, separating the driver and
passenger areas, and remind us of the Lexus GS. The
instrument panel design is also all-new, with the
self-lit Optitron gauges that have graced the Lexus
lineup for a few years, and controls that generally look
more like those in a luxury car than a basic sedan.
Interior
space is one of the more important selling points for
mid-size sedan buyers, and that's been rethought. All
Camrys get a revised layout; the front seats have a new
Whiplash Injury Lessening (WIL) design for better neck
support in accidents, and the seatbacks have been
redesigned. Heated leather seats are available on SE,
XLE, and Hybrid models, while new cloth upholstery,
treated with Sericin, from silkworm fibers, is offered
on XLE. On CE, LE, and Hybrid models, the rear seats are
split 60/40 and fold down, while XLE models get a
40/20/40-split reclining rear seat with armrest and
pass-through. On all models, the steering wheel now gets
tilt and telescope adjustability to better accommodate
varied driver sizes.
And to
accommodate varied needs, there are also plenty of Camry
variations offered - everything from a basic, frugal
four-cylinder, manual-transmission version to one with a
powerful V-6 and a truly Lexus-like level of luxury
features, to a new, much anticipated, Hybrid model for
those who are willing to spend a little extra money.
43-mpg
Hybrid model
That's the big news. Toyota
has installed its Hybrid Synergy Drive
in the Camry; it pairs an
eco-tuned, Atkinson-cycle (high-compression), 147-hp
version of the 2.4-liter four-cylinder gasoline engine
with a 105-kW electric motor. The motor can deliver up
to 203 lb-ft of instantaneous torque, while the combined
powertrain makes 192 hp.
Camry
Hybrids are packaged much the same way as the other
models - with similar interior and trunk space. That
alone is evidence of there's evidence of a good design,
as engineers had to find places for bulky elements like
the hybrid transaxle, inverter, and battery.
Hybrids
also get a slightly different appearance, including
blue-tinted headlight reflectors, LED taillamps, and a
matte-chrome grille in front that flows into the fascia.
The combined front-wheel-drive
powertrain delivers up to 192 hp. The Hybrid carries a
PZEV emissions rating. EPA fuel economy for the Camry
Hybrid will be 43 city, 37 highway, which makes for a
range of around 700 miles from its 17.1-gallon fuel
tank. And it drives much like a standard Camry, which
we'll get to in more detail just below.
As for
the Camry's standard powertrain, there's no big surprise
- it's a 158-hp, 2.4-liter in-line DOHC four that's a
revision of the existing base engine, and it should
boast especially low maintenance costs. The
four-cylinder gets various design improvements. A new
3.5-liter DOHC V-6 replaces the 3.3-liter V-6 as
optional, and makes 268 hp and 248 lb-ft of torque,
significantly more than the 3.3. The 3.5 is basically
the same engine as is offered in the Avalon (and also
now offered in the RAV4), with dual variable valve
timing, plus stepless cooling fan for reduced overall
noise, and an active, fluid-filled engine mount system
that is tuned to be most effective at idle speed. In
addition, the alternator uses an acoustically decoupled
pulley to help smooth out spikes as accessories cycle
on.
The V-6
is mated to an all-new six-speed automatic transmission,
while the four-cylinder goes with either a five-speed
automatic or a five-speed manual. According to Toyota
officials, the five-speed automatic is the same
transmission as offered with the outgoing Camry V-6,
while the all-new six-speed boasts a 20-percent
reduction in number of parts versus the five-speed.
Shifting for the six-speed is done through a gated
shifter that's much like what's been offered on Lexus
products - you can move the knob over to an 'S' position
and then simply go up or down a gear at a time.
Comfy ride with better handling
Toyota engineers thoroughly
revised the steering and suspension, aiming to keep the
Camry's ride comfort while improving handling. The
steering is now all-electric, with true variable assist,
and it's tuned to behave quite differently with each
powertrain arrangement. The front suspension uses a
subframe, for the strut and control arm arrangement, and
in back there are struts and a multi-link setup, with a
hollow stabilizer bar.
If you
don't have your mind made up as to which Camry you want,
you might have to take a few test drives, as there's
never been such a range in feel between the base
four-cylinder car and the top-line V-6 luxury XLE and
sporty SE. There was a very discernable difference
suspension-wise between the four-cylinder LE, the V-6
XLE, and the V-6 SE we drove. Though the weight between
the engines is quite close, there are differences in the
way that the steering and suspension are tuned, we were
told.
The
standard four-cylinder engine has plenty of power for
most situations, and even enough low-end torque for
quick takeoffs from a standing start, as long as you
don't have a full load. Despite its large displacement
for a four-cylinder, it's also one of the most refined
fours offered on any vehicle, and if you're puttering
along with traffic with the sound system cranked you
might have trouble telling the difference from the
six.
If you appreciate sports-car
power in a family sedan, the V-6 is the ticket (or,
possibly, the way to a ticket). It has far more usable
power than the engine is replaces, and pushes the Camry
into a new category of performance. Toyota
claims a 0-60 time of about seven
seconds (slightly slower than the RAV4 with the same
engine), but it feels considerably faster. The six-speed
automatic functions flawlessly, and isn't flustered by
the multi-gear, partial throttle downshifts that cause
some competitors to temporarily cough up their throttle
map (i.e., hesitate then surge). The new V-6 is
extremely refined, with an almost indistinguishable
idle, and under moderate throttle revs almost silently
through the gears like a vehicle with the Lexus badge.
Stomp your right foot down, and you'll hear just a
little bit of raspy exhaust tone.
In the Hybrid model, Toyota
opted to tune the Camry's system more for
economy than all-out performance (you can expect more of
a performance emphasis from Lexus models), as most Camry
buyers tend toward the practical and frugal side of the
car-buying spectrum. You can expect decent performance,
though; the Camry hybrid isn't particularly sprightly
off the line, but it does offer great passing power -
better than the four, though not quite as athletic as
the six - once the gasoline engine revs up with the
motor in full assist. In low-speed stop-and-go driving,
Hybrid drivers stand to gain the most, as the Camry can
creep along with the electric motor for a considerable
time.
And for
those all-important numbers, the Camry's hybrid
powertrain offers 0-60 in about 9.4 seconds. Expect the
four-cylinder to be around the ten-second mark while the
V-6 will slot in at around seven seconds (slightly
higher than the new RAV4 with the same engine)
Like we
said, you might notice a pretty significant difference
in the way Camrys drive with the three powertrains. It's
not surprising that we found the basic four-cylinder
Camry and the sporty SE V-6 to be the most balanced when
flogged along a curvy road, with the XLE to be a little
less versed for fast driving. The Camry Hybrid, burdened
by about 400 pounds of extra mass, doesn't exactly feel
tossable, but it's far from clumsy.
One bodystyle, wide range of
equipment
As we
hinted to above, the '07 Camry will be offered with a
wide range of equipment, in base CE, LE, sporty SE, or
luxurious XLE trims. The more seriously sporty SE grade
now gets stiffer springs and dampers, a solid anti-roll
bar, and stabilizing braces underhood and behind the
rear seatback, along with an aerodynamic package and
other performance cues. Additionally, a stabilizing
brace is added to the underfloor, and a V-brace behind
the rear seatback (which doesn't fold down on SE).
The
top-of-the-line XLE emphasizes Lexus-like interior
appointments and features, including dual-zone climate
control with ionizer and filter, and upholstery treated
with silk extract. A new-generation navigation system
will be optional, as will both a smart-key system and a
remote engine starter will be available. Standard
features on the XLE will include a moonroof, real
woodgrain, and reclining rear seats. There's also an
in-dash multi-function trip computer display on XLE and
Hybrid models.
All
Camrys now get MP3 compatibility and digital sound
processing, along with the Auto Sound Levelizer, plus
standard auxiliary input jacks for portable audio. The
standard AM/FM/CD has six speakers and 160 watts and has
very respectable sound, while the top system is an
eight-speaker, 440-watt JBL Premium system with four-CD
in-dash changer and Bluetooth telephony. There's also a
new-generation voice-activated navigation system
available, integrated with the top sound system. Again
depending on the trim level, there are steering wheel
controls for some of the audio and telephony
functions.
A Smart
Key system is now also available on the Camry - standard
on Hybrids and available on XLEs - allowing hands-free
unlocking and keyless starting from inside the vehicle.
A remote engine starter is optional and functions with
the Smart Key system.
VSC
stability control is available on all Camrys, while
Hybrid models get a standard integrated VDIM system, the
automaker's more proactive, integrated stability control
system. With a setup similar to that in the Highlander
Hybrid, VDIM interlaces with the electric power steering
and most of the electronic aids, including the ABS and
standard stability control, to anticipate a potential
loss of control and allow smooth adjustments - such as
changing the steering boost - to help regain
control.
ABS and
Brake Assist will be standard on all models, as will
seat-mounted side airbags, rear side airbags,
side-curtain bags, and a driver-side knee airbag.
Frugal as ever
But fuel
economy probably remains the top reason for wanting the
hybrid, if not being able to boast to the neighbors. It
carries stellar EPA ratings of 43 city, 36 highway.
While we know that hybrid models aren't quite turning
out their rated mileage in the real world, we were quite
impressed with the trip-computer average we saw on our
Camry Hybrid test car; in the mixed, mostly stop-and-go
driving loop that Toyota had set up for us, the test car
was averaging about 32 mpg - not bad at all for a bunch
of hot-footed journalists trying to feel out the
system.
Fuel
economy will be a strength on the other Camry models,
too, with four cylinder models offering up to 25 city,
34 highway, and V-6s getting 22 city, 31 highway.
With the
Camry so overwhelmingly competent, it's hard to find
faults even when you go looking for them. There was one
that did stand out - the seats, which aren't at all
comfortable for tall, lanky drivers like this one.
Taller folks will likely find the lower seat cushions
just too short, and the backrests are noticeable devoid
of mid-back support. Those in that same category might
find sunroof-equipped cars to be short on headroom, too,
so make sure you try with the seat properly adjusted
before you buy.
There are
few practical downsides to getting a Camry. But give it
a year or two, and they'll be everywhere. As it's likely
to continue its best-selling status, there are few other
models you can buy that assure more anonymity. Also,
while the Camry's styling can be considered attractive
by almost anyone, it's hardly bold. There might be more
attention to detail up close, from the other end of the
parking lot it still looks like a Camry.
From a
purely practical perspective the new Camry doesn't feel
a lot larger or more comfortable than the
already-overachieving Camry that it replaces. But
especially with the more expensive versions, it succeeds
to bring in a little more emotion, with a little dash of
Lexus style - enough such that people who might not have
considered a Camry before will take a look.
Even more
surprising is that the hybrid likely won't be the
priciest Camry in the lineup - though we could see
initial demand at dealerships driving premiums through
the roof. Initial marketing plans call for the Hybrid to
slot in below a loaded V-6, appealing to customers who
value the technology of the Hybrid system more than the
additional luxury or power. Look for all Camrys to post
a modest price increase across the board, though.
The new
Camry looks to be another home run for Toyota
. It's not exciting, but it goes
above and beyond what the vast majority of car buyers
need, with more luxury than most of them will actually
be looking for.
And it
raises the bar for the competition, once again.
2007 Toyota Camry
Base Price: Estimated
range $19,500-$27,000
Engine: 2.4-liter
in-line four, 158 hp/161 lb-ft; 3.5-liter V-6, 268
hp/248 lb-ft; 2.4-liter in-line four and electric motor,
192 hp combined
Drivetrain: Five- or six-speed
automatic, five-speed manual, or CVT (hybrid);
front-wheel drive
Length x width x height:
189.2 x 71.7 x 57.5 in
Wheelbase: 109.3
in
Curb weight: 3285-3637 lb
EPA
(city/hwy) mpg: 25/34 (I-4 manual); 24/33 (I-4
auto); 22/31 (V-6 automatic); 43/37 (hybrid)
Safety equipment: Anti-lock brakes,
Electronic Brake-force Distribution (EBD), vehicle
stability control (VSC), front seat-mounted side
airbags, front and rear side-curtain airbags, driver
knee airbag
Major standard equipment: Air
conditioning, power windows/locks, tilt/telescope
steering, cruise control, AM/FM/CD/MP3 sound system
w/mini-jack input
Warranty: Three years/36,000
miles comprehensive; five years/60,000 miles
powertrain