In some circles, the Toyota Camry is a Marmite (or should that be Vegemite?) car. Y’love it or hate it. Some social media mavens in Australia, one of several countries including the US, Japan and Russia where the model has been manufactured or assembled, are particularly dismissive. Old mate’s car, grandma spec, rep’s special, etc. Which clearly ignores the many non-enthusiast buyers who want something environment friendly, sensibly priced to buy and maintain, reliable, and a dealer nearby. If a largish, hybrid (the only powertrain option here in the UK), non-premium D-segment saloon/sedan, ticks the right boxes with a private buyer or fleet operator, this revived nameplate is worth a look.
Camry – initially a five-door liftback and four-door saloon – was one of Toyota’s first front-drive cars back in the very late 70s and, with a transverse engine, possibly the first with that layout. One redesigned generation followed, also built in the US and Australia as well as Japan, and then came the two-width era in the early 90s – ‘narrow body’ for Japan with its tax-based width restriction and ‘wide body’ for most other markets, again with full build in the States and ‘stralia. That iteration also brought a US-built coupe, plus a station wagon/estate car – noted for its twin rear window wipers – built in Australia for Asia Pacific markets and in the US for NAFTA and Europe, including UK. Next generation kept the wagon, dumped the coupe and the one after that – no estate if I recall correctly – was also assembled in Toyota’s then-new factory in St Petersburg Russia, which continues today – GlobalData’s Automotive Intelligence Centre says production continues there at least until mid-2023.
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However, early 2000s, Toyota Motor Europe (TME) rationalised its range – was the cost of individual model variant homolgation versus projected unit sales not making a great business case in the case of the third generation MR2, second generation Previa, umpteenth gen Camry and other models chopped? So, we said ‘bye to the Camry but it turned out really to be a case of au revoir.
Today after missing out a generation or two, TME effectively has replaced the late and largely unlamented, and slow selling, UK made Avensis saloon with a carefully specified, two variant Camry line, both with ‘self charging hybrid’ powertrains, as the automaker likes to bill its non-PHEV petrol-electric models. This is the eighth generation of a model sold in 100 countries with 19m sales, and counting, ticked up worldwide.
Toyota argues hybrid makes Camry distinctive in its segment but there is competition out there – its own, smaller (not far off early Camry dimensions) Corolla saloon now comes with 1.8 or two-litre hybrid power, Ford offers the Mondeo hybrid in saloon and estate car form, the Lexus IS hybrid is not too far upmarket if budget will stretch and PHEV competition looms with the likes of Peugeot’s 508, also to be offered as saloon or estate.
The automaker said increasing customer interest in and demand for hybrid vehicles paved the way for Camry’s return to the UK after 15 years exile to Russia, the US, Australia (where it is no longer made) and other markets. This time around, two-litre I4s and creamy three-litre, multi-cam and valve three-litre V6s have given way to a 2.5-litre ‘Hybrid Dynamic Force’ powertrain with full system output of 215bhp/160kW and CO2 emissions from 98g/km. The latest Toyota Hybrid System (THS II) includes Sequential Shiftmatic technology which allows the driver to make ersatz ‘shifts’ using the console-mounted lever, mimicking the operation of a conventional, six-speed automatic transmission. Base platform is Toyota New Global Architecture (TNGA) and the automaker claims the Camry’s GA-K variation saw it “re-evaluate every aspect of mid-size saloon design, packaging and engineering, from the ground up”. That means hardly any components were carried over for HMI (the bits the occupants use), cockpit design, powertrains, safety plus ride and handling.
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By GlobalDataCabin floor and seating hip points were lowered (I wonder if that was a good idea given the average owner age in some markets), also lowering the centre of gravity. New switchgear accompanied a Human-Machine Interface (HMI) layout (now common across the industry) of two information displays: a seven-inch multi-information display in the instrument binnacle and a seven-inch centre console display incorporating the Toyota Touch 2 with Go multimedia and navigation.
Toyota claims core values remain – segment-leading quality, durability and reliability, quietness and ride quality. The dashboard is slimmer and a new windscreen wiper system in ‘low’ mode automatically enlarges the cleared area around the A-pillars. That first wide body Camry back around 1991 came soon after Toyota launched its first Lexus – the LS400 saloon – and it was clear production technology introduced for the new flagship brand was filtering down to the cooking badge in the form of more precisely pressed and welded/folded panels, superb fit (door, boot and bonnet gaps noticeably reduced), high quality paint and details such as bonnet gas struts and a hydraulic cooling fan. A Japanese financial crisis saw the next generation with a manual bonnet prop, electric fan and other cost hacks. I also recall a Japanese industry-wide trick, at least on cheaper models, of not top-coating the engine bay and closure openings, leaving the impression paint shop robots were working to rule.
Powertrain
I’d not seen a new Camry at a press launch so first impressions came when one was dropped off by the usual cheery driver for a week’s evaluation on home turf. Build quality was impressive, as always, the exterior styling looked like Corolla-on-steroids, and the sea of grey interior was highlighted by an unusually asymmetric centre stack and some wood and bright metal highlights. It was a welcome change to actually see the engine rather than a half acre of black plastic cover – there is one but much of the mechanical gizzards are on show – after all that clever engineering why hide it?
Said powertrain contains lots to shout about as much is new. Toyota likes 2.5-litre I4s with hybrid and bills the 2,487cc motor its Dynamic Force Engine. Maximum power is 176bhp (131kW) at 5,700rpm and torque peaks at 221Nm between 3,600 and 5,200rpm. It has a long, 103.4mm stroke and a high 14.0:1 compression ratio, supporting high fuel and thermal efficiency – a claimed world best 41%. It has D-4S direct fuel injection, Dual VVT-i intelligent valve- iming with VVT-iE (valve-timing by electric motor) and laser-cladded valve seats. High-efficiency intake ports have an enlarged valve nip angle and laser-cladded valve seats on the intake side, which boost efficiency, delivering both a high tumble ratio and high intake volume. This creates more stable combustion, contributing to better output and fuel efficiency. The D-4S system has new multi-nozzle direct injectors and both direct (DI) and port fuel injection are used to suit driving conditions. The engine uses Dual VVT-i with VVT-iE on the intake side and VVT-i on the exhaust side. VVT-iE controls the variable valve-timing using an electric motor instead of oil pressure. Exhaust gas recirculation combines gas cooling in the cylinder head with a highly efficient EGR cooler which allows the gases to be introduced during high-rpm, high-load operation. All in the interests of maximum power, and minimum fuel consumption and emissions.
The engine also uses an electrically controlled variable-discharge oil pump which reduces friction by optimising oil pressure and volume in response to engine oil temperature and rpm. When the engine is cold, there is no need to use oil jets to cool the pistons; the system adjusts the oil pressure and stops the jets, enabling the engine to warm up quicker. The variable cooling system uses an electric water pump, an electronically controlled thermostat and a flow shutting valve. Electronic control of the volume of coolant flowing to the engine, radiator and cabin heater core delivers the best combination of faster warm up and cabin heating. The thermostat’s open valve temperature is further lowered during high rpm and high load operation to prevent engine knock and increase output.
Toyota says improvements to the conversion efficiency of the power control unit (PCU) and the transmission efficiency of the transaxle and motor combine to reduce system energy losses by 20%. The hybrid system has a smaller, lighter transaxle with a new dual axis structure for the motor and generator. This creates a low loss gear train with a narrower overall width. Adopting this parallel axis design both increases the motor’s rotation speed and reduces its size. The gear ratio has been optimised and new gear structure further suppresses resonance and operating noise.
Inside the PCU, reductions in power stack element loss and improvements in cooling system efficiency have reduced energy losses by around 10%. The PCU has been made more compact by integrating microcontrollers and adopting a new power stack structure, allowing the unit to be installed directly above the transaxle. This helped lower bonnet height. Optimising the design of the DC-DC converter output filter has yielded further space savings
and reduced noise. The lower limit of the converter’s output voltage has been extended and control output has been optimised, reducing vehicle power consumption. In addition, precise control of the AC conversion unit results in even greater system efficiency. A new nickel-metal hydride (Ni-MH) battery has been adopted to secure high performance from a smaller, lighter package. This has allowed the battery to be relocated from the luggage compartment to beneath the rear seats, freeing up more load space and also helping lower the centre of gravity.
The driver can select Eco, Normal and Sport driving modes and each mode can also be used when all electric operation has been selected. A new Auto Glide Control (AGC) allows the vehicle to decelerate more slowly in normal driving but is automatically cancelled when driving on downhill slopes, or when the brake pedal is pressed; an AGC indicator light shows when less deceleration torque than normal is being applied.
Pushing the Start button gets you either a Ready light, or, if everything is cold, adds the I4 purring at fast idle. Otherwise, depending on how much you press the accelerator the car moves off in electric only mode, bringing in the petrol engine for backup once needed. You get the usual hybrid effect – constant speed petrol engine while the car catches up. Power proved more than adequate for the pottering around town I do mostly and there was plenty in reserve for main road overtaking while the car cruises quietly at speed.
A full range of active and passive safety equipment is fitted and easily customised using steering wheel buttons and the central screen between the main dials. This includes intelligent parking sensors front and rear with autobrake and that works a treat should a wall loom unseen by the driver. Ahem. I didn’t get on too well with the satnav – the screen is rather small and I had my usual battle with wanting to find a city first and then local POIs like parking and shopping centres. There did not seem to be any driver selectable function to make the door mirrors auto fold on locking – encountered that with the Prius a while back – and, though power adjust seats were included, memory function wasn’t. The cabin is very quiet and comfortable and I was pleased to see a space saver spare wheel in the boot rather than limited use pump ‘n’ gunk.
The rear seats have 60:40 split-folding configuration and a large centre armrest. Load space capacity is 524 litres and a rear view camera is standard. Three three years of free navigation map updating is also included along with a wireless charging tray for compatible phones. Dual-zone air conditioning has nanoe technology, an air purifying system that operates automatically when the ventilation is switched on. This releases particles – negatively charged ions wrapped in water molecules – between five and 20nm in size into the cabin through the dashboard air vent on the driver’s side. The moisture content is approximately one thousand times that of conventional ions, and the particles have mildly acidic properties. As a result they have a gently moisturising effect on skin and hair, while creating a crisp and refreshing cabin atmosphere, sez Toyota. I’ll take their word, but I can’t say I noticed anything special in the in the cabin air. Full-range adaptive cruise control – there is no point leaving out the adaptive bit on crowded UK roads where a clear motorway is a rare sight – worked a treat and could handle stop-start driving. Lane Departure Alert nannies you with audible and visual alerts and applies steering assistance back on track. Automatic High Beam is also on hand and Toyota’s Road Sign Assist can handle the illuminated signs you get on managed motorway overhead gantries (which a recently sampled Mazda couldn’t).
Toyota GB keeps it simple by offering this new Camry Hybrid with Design and Excel equipment grades – nicely equipped or dripping with stuff. ‘Mine’ was the GBP31,295 Excel which adds larger alloy wheels, LED fog lights, LED dual-beam projector headlights, Blind Spot Monitor and Rear Cross Traffic Alert with braking assist, wireless charging tray and Intelligent Clearance Sonar to the already comprehensive Design spec. It’s a simple choice for fleet and retail buyers – only five paint colours, too – and makes dealer stocking easier. Click ‘build your Camry’ on the UK website and any extra frilly bits are dealer fit.
It’s easy to damn such a car with faint praise yet this new Toyota saloon has appeal. It’s not expensive, it doesn’t require a heap of ‘customer range walk-ups’ and factory options to have all the latest safety and comfort tech, it delivers class-competitive performance and road manners and it’s well built with low running costs and, for fleet user-choosers, taxation. Gotta find a few buyers. Ironically, some badge snobs will undoubtedly dismiss it. But, in a market awash with fine Audi, BMW and Volvo models, a Camry with that oh-so-common Toyota badge is more likely to be the rare spot in the corporate car park. I’ll be watching its sales performance with interest.
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