The Camry goes green
It may be labeled “appliance” and “vanilla” by the automotive press, but it scores big with the most important scribes — check-writers. Last year over 400,000 were bought in the US. It seems the moment competitors catch up with Numero Uno, number one gets redesigned. Well, it’s happened again.
I get the sense that Toyota did a lot of soul-searching before committing to the sixth-generation Camry. Like the most popular kid in school who’s contemplating a nose job, you know the designers agonized over the new shape. The PR guys (doing what PR guys do) boast about the new found sense of style and additional refinement. Design and ride quality can be subjective but here’s a fact: NASA-grade technology now appears under the hood of a Camry for the first time in the form of a hybrid system. That’s got to make the competition wince.
Toyota already makes the popular Prius, so why the Camry hybrid? Image for one. With its George Jetson design, Prius shouts: “I drink organic beet juice and recycle my Birkenstocks.” Toyota figures not everyone wants to make such a strong sheet-metal statement and has given less adventuresome buyers a more conservative choice. Camry also has more power and interior room (though as a sedan, less utility than the hatchback Prius)
Fun fact time. Camry is appropriately named. Here’s a quote from Wikipedia (backed up by my Japanese mother-in-law).
“The etymology of the word ‘Camry’ comes from the Japanese word ‘kanmuri’, which means ‘crown’ and when pronounced sounds very similar to ‘Camry’. Toyota had several models at the time with names meaning crown: Corona, Camry and Crown.
Toyota crows they’ve ditched vanilla design (their description, not mine) for more dramatic duds. With stronger lines and a BMW 7 Series-inspired rump, I’ll go so far as to call it French Vanilla. Want Phish Food or Jamoca Almond Fudge? Get a Mazda6 or Chrysler 300. Up close there are flourishes that give Camry a more substantial look. From across the mall parking lot it looks like, well… a Camry. Motoring the streets of Palm Springs, where the press event was held in early December, no one seemed to notice the bold green-colored machine.
Whether they’re standard or hybrid-powered, all Camrys share the same sheet metal. They’re made with more high-strength and ultra high-strength steel than before. Eliminate the badges from these rigid structures and only car geeks will notice the slight tweaks to the front and back ends that distinguish the models. Hybrids will make up 8 percent of Camrys sold and are distinguished by LED tail lamps, blue-tinted headlights and a metal trimmed grille along with the large “hybrid” badges on the front fender.
Here’s a simple primer on how Toyota’s Hybrid Synergy Drive works: A gas engine (in this case a 2.4-liter Atkinson cycle four-cylinder making 147 horsepower) is teamed up with a torque-rich electric motor/generator. Net horsepower is 192. An enormous amount of computing power keeps the gas engine, electric motor and continuously variable transmission running smoothly.
Even if you order red paint, this car is still “green” since this AT-PZAT or Advanced Technology Partial Zero Emissions Vehicle has lower emissions and higher fuel economy than standard models.
Hybrids don’t need to be plugged in since the batteries charge when coasting and braking. With a light foot and charged battery, a driver can cruise silently on just electric power at low speeds. Put your foot in it and the gas engine seamlessly starts up to assist. At higher speeds the gas engine provides most of the power with the motor kicking in to boost power during acceleration. This is all shown real time on the mesmerizing center console screen.
Famously, hybrids shut down their engines when the vehicle winds down to a stop. Toyota and Ford’s systems initially pull away on electric power then start up the gas side when needed. Honda’s system starts the gas engine the moment the brake pedal is released and very rarely runs only on electric power. I prefer the smoother feeling technology used by Toyota and Ford.
As I post this to the Web, the cost of the hybrid model is unknown. For those unwilling to pay the inevitable $,300 to $4,000 premium, the new Camry is of course available with some solid power trains. The 158-horsepower 2.4 liter 4-cylinder gets a number of revisions. The 6-cylinder that grows from 3.3 to 3.5 liters, pumps out 268 HP. It’s essentially the same power plant used in the Avalon and new RAV4. Four-cylinder models get a choice of manual or automatic transmissions, both 5-speed. The V6 gets a 6-speed automatic.
The hybrid model’s performance is meant to slot in between those two normal power plants. In reality it’s closer to the 4-cylinder. Rated at 192 HP, the Hybrid Synergy Drive system has more go power than the 158 HP 4-cylinder but weighs 400 pounds more.
It performs like a normal car with the usual hybrid differences. Come to a stop and the gas engine shuts down. Put your foot in it and the engine winds up near redline and stays there until the desired speed is reached. This is the way CVTs maximize power. Handling is about average for a five passenger family sedan.
FYI, here’s the paragraph with lots of three and four letter acronyms. All Camry’s (including the standard powered CE, LE, SE, and XLE models) get 4-wheel disc brakes with ABS and EBFD. That’s Anti-lock braking System and Electronic Brake Force Distribution. While Hybrids get Toyota’s VDIM (Vehicle Dynamic Integrated Management system) which is a cut above normal electronic stability controls. Normal Camry’s can be ordered with VSC (Vehicle Stability Control) and TC (traction control). Now you’re INK (In The Know).
EPA estimated ratings for the hybrid are 43 city/37 highway (or 40 MPG combined). Remember though, Prius has an EPA city rating of 60 MPG and most owners average around 42. I have only an hour seat time so I’ll figure (and this is just a guess) that the Camry hybrid achieves 33 MPG in the real world. Not too shabby for a sedan that seats five comfortably.
Camry hybrids only come very well equipped, similar to but not quite the same as a top-of-the-line XLE model. Standard features include a sophisticated Plasmacluster air filtration system, dual-zone climate control, and an iPod friendly JBL Premium six-disc in-dash changer sound system.
My favorite feature is the Smart Key, which allows a driver to keep the “key” stashed in pocket or purse. Starting the car simply requires the push of a button.
All Camry interiors get an upgrade with more character and flair. There are four different looks depending on the trim level ordered. I especially like hybrid’s trim on the center console reminiscent of green beach glass. Cabin space measures the same but gains legroom. Toyota claims it feels more open and is larger in key areas. I don’t have enough experience in the previous generation to back that up. Airbags protect not just the front and sides, but the driver’s knees as well.
Is the Camry hybrid perfect? Nope. The side mirrors don’t have a breakaway feature. While the backseats fold to provide a trunk pass though, it’s much smaller than other Camrys because of the battery that lives back there. To the Camry’s defense, Honda Civic and Accord hybrids have fixed seatbacks (as does the now truly sporty Camry SE). I heard a tall guy complaining about headroom in a sunroof-equipped car..
With no pricing to go on, it’s hard to know if the hybrid system can ever pay for itself in fuel savings. Here are some figures to help with your decision: the 4-cylinder is EPA rated at 25 city, 35 highway. That’s compared to 43 city/37 highway. If you do a lot of urban driving, the hybrid might be worth a look.
For the suburban commuter, the financial numbers favor the standard four. Don’t forget to factor in tax incentives which gets a little tricky. Those who live in California, where solo drivers in hybrids are allowed into the HOV lanes, sorry. Hybrids must achieve 45 MPG to gain access to that privilege.
Even if owners doesn’t make money back by saving gas, Toyota thinks they’ll still be happy. There’s something to be said about being the first on the block with a high-tech toy and besides, it’s an AT-PZEV. Who doesn’t love a car that treads lightly on the environment? The competition may be building great cars but they can’t say their family sedan offers a hybrid power train since Ford’s Fusion hybrid is a year off. There are buyers that will happily pay extra for a car like this. And for Toyota, the high-tech halo for America’s most popular car is priceless.
