2010 Toyota Camry Expert Review:Autoblog
A recent night of excitement: driving the Camry XLE to the Super Wal-Mart. So lame, but that's not the car's fault. Like Wal-Mart, the Camry has been excoriated as a work of Satan, antithetical to all that is American, never mind where it's built. Despite the gleeful way everyone always lobs shots at Toyota's midsizer, there's a lot of virtue here. After all, there has to be some kind of hook to this car attaining such vaunted status, besides the bounce-lending automotive cult of personality. Since nobody actually reviews the Camry – we just complain about it as it outsells everything else – we rustled up an XLE powered by Toyota's 2.4-liter four cylinder and tried it out.
Photos Copyright ©2008 Dan Roth / Weblogs, Inc.
So why does the Camry sell so well? Because it's a solid car that offers good value. The trunk is big, the four is thrifty, it comes well equipped. We thought there might be some personality hiding in there that would win us over during the Camry's stay. Nope. The best thing about the Camry's half-pretty styling is the anonymity afforded by the glut of them on the road, and the car itself tries very hard to avoid offending anyone.
It's exterior styling is more expressive than previous Camrys; one could even get away with saying the styling was a motivating factor in the purchase of a Camry. The front end has a suggestion of feline to its face, and the hood has some well developed surface detailing that plays light nicely. Out back, the trunklid rises up out of the rear quarter panels, giving the Camry a high poop deck. The Camry is not unattractive, and while it blends in due to the surfeit of Camrys on the road, this iteration has far more flair to the sheetmetal than its forebears.
Inside, the XLE is equipped with everything you'd ever want. For entertainment, a JBL audio system with multi-disc capacity, .wma and .mp3 capability and satellite readiness occupies a place of prominence on the center stack and provides plenty of NPR and angry-guy talk radio. When tuned to music, the sound of the system is annoying, despite the speakers' JBL pedigree. A severe high-frequency resonance from the tweeters that sounds like metal-on-metal made us feel like we'd been listening to a dog whistle.
The HVAC panel is lower down in the "Plasmacenter," and offers up dual-zone climate control. Every time we started the Camry, the HVAC would come on in recirculate mode. If you neglect to manually select fresh cabin air, the windows have a tendency to get foggy, especially if it's humid. The recirc default may be less of an issue if you rely on the automatic functions of the climate control, but for anyone who likes to be master of his or her machine, it's an annoyance that quickly gets old.
The power adjustable, leather trimmed seats are comfortable for most anyone, and the ergonomics are well-considered with everything easy to find. A couple of minor niggles; one of the center stack's lower pieces didn't line up, and its turquoise stripe pattern glows far too brightly at night. Back seat passengers find plenty of legroom, thanks to the Camry's large footprint, and the rear seatbacks even recline. We'd happily trade their reclining trick, however, for seats that fold offering more access to the trunk than just the large pass-through. The trunk itself is a veritable cavern: big, accessible, eminently useful.
While we found the Camry an innocuous place to while away the hours, it feels like the low end of its class in terms of materials and design. In a turnaround of monumental proportions, the Fusion and Malibu slay the Camry's interior. Even in the XLE with its leather upholstery, it's disappointing. The dash and door panels are styled in a spare fashion, and when swathed in gray like our tester, the feeling is drab. Fake wood inserts in the center console and on the doors is overly shiny and reminiscent of bad old sedans from dark days gone by.The XLE is not the base model, but it didn't feel as niced-up as a new Hyundai Sonata in comparable trim, and the Detroit brands are better still.
Inoffensive is the order of the day when you point the Camry into traffic. The 2.4 liter four cylinder is plenty powerful and revs smoothly all the way to its redline while generating 158 horsepower. An available V6 offering 100 more horsepower is entirely unnecessary, especially when the torquey four returns an EPA highway rating of 31 mpg, brag-worthy for a car this size. Part of the good mileage is an automatic transmission that aims for fifth gear and takes a search warrant to find a downshift. The autobox is recalcitrant, if efficient.
Sport is not the mission here, but some less flaccid chassis calibration would be fitting, like fitting the SE's "sport-tuned" shocks and extra bracing to the XLE. Feeling both underdamped and undersprung, the Camry doesn't impart the impression of buttoned down security like we desire in a family stormer. Light steering devoid of feel keeps mum about what's going on with the tires, and the Camry feels nervous on the road. The ride is soft, overly soft, possibly as an effort to please every rump. You can dance the Camry if you're up for a challenge, though, it is capable enough. VSC is part of the Option B package that includes power adjustable seats with leather upholstery and heaters and mats for the floor as well as the trunk, and Toyota's aggressive stability control calibration means it'd take a ton of nerve to get in trouble.
After spending a week with the Camry, we now understand why it's such a good seller; it's a good car with a great reputation. Unlike 15 years ago, the Camry's not just duking it out with the Accord anymore. Domestic brands are turning out cars that we find far more compelling in terms of styling, price and features, not to mention initial quality, and let's not forget Hyundai's juggernaut Sonata. The Camry XLE isn't a screaming bargain for the $28,000 our sample unit cost either, but Toyota has a track record of impressive reliability and longevity with the Camry, important for buyers looking for an automotive sure thing, and that's a huge check in this car's plus column for the average consumer.
Photos Copyright ©2008 Dan Roth / Weblogs, Inc.
New Car Test Drive
Best-selling car in America.
The Toyota Camry is the most popular midsize car sold in America. It does everything very well and is known for its quality, reliability and resale value. It's comfortable, easy to operate and an easy car to live with in a hectic world. It's pleasant to drive in all circumstances.
Camry seats five in comfort yet it's relatively compact and easy to park. It's smooth and quiet, but it can accelerate with vigor. Its cabin is attractive, functional and refined, while its styling is aerodynamic and shows vitality.
Models range from the well-equipped base Camry to the near-luxury Camry XLE. In between are the popular LE, a modest step up from the base and available with the V6, and the SE, decked out with suspension, tires and trim to please the sporty crowd. All Camry models offer good EPA mileage ratings and low emissions in their respective categories.
The Camry Hybrid offers the best fuel economy, featuring a hybrid gasoline/electric powertrain with an efficient continuously variable transmission. The Hybrid is a good performer and one of the most fuel-efficient mid-size vehicles anywhere.
For 2010, Camry comes standard with a new 2.5-liter four-cylinder engine. Equipped with Variable Valve Timing with Intelligence (VVT-i), the new engine is rated at 169 horsepower for the Camry, LE and XLE trim levels and 179 hp for the sporty SE. Those are substantial increases over last year's 158 horsepower. The four-cylinder can be matched with either a six-speed manual or a six-speed automatic transmission. The new 2.5-liter four-cylinder promises more ease when driving away from stoplights, running with freeway traffic and climbing hills.
Camry V6 models get a 268-horspower 3.5-liter engine and a six-speed automatic with manual shift feature.
The 2010 Camry gets a new grille and front bumper, an enlarged lower intake opening, larger headlamps and restyled taillamps. The base and LE trim levels have restyled steel wheel covers; the XLE has new 10-spoke 16-inch alloy wheels, while the SE gets new 17-inch alloys. The Camry Hybrid has a unique grille, a distinct front bumper, a wider lower intake opening, restyled fog lamps and 16-inch alloy wheels.
2010 Camry models come standard with Vehicle Stability Control with traction control. Automatic up/down windows on all four doors is standard across the line, and the Hybrid has a new meter cluster and a new seating fabric that is part silk protein and part synthetic fiber and is claimed to be exceptionally gentle to the touch.
Since its debut in the United States well over two decades ago, the Camry has earned a reputation for smart design, pleasing function, great build quality and long-term durability. It's not all hype. The Toyota Camry remains the benchmark by which its competitors are judged.
The 2010 Toyota Camry comes in base, LE, sporty SE, luxury-equipped XLE, and the Camry Hybrid. The base Camry ($19,395) comes with cloth upholstery, air conditioning and pollen filter, cruise control, power windows and mirrors, manual tilt-and-telescope steering wheel, a multi-function information display with outside temperature, a 160-watt stereo with six speakers, single CD player and auxiliary jack for MP3 devices, a 60/40 split-folding rear seat and 16-inch steel wheels. The Camry LE ($20,850) and LE V6 ($24,565) add an eight-way power driver's seat and remote keyless entry.
The Camry SE ($22,165) and SE V6 ($25,840) add a firmer, lowered suspension, flashy styling cues, unique interior trim, fog lights and P215/55R17 tires on 17-inch aluminum alloy wheels.
The Camry XLE ($25,925) features glossy wood-grain interior trim and comes standard with the automatic. XLE models add dual-zone auto climate control with an electronic ion filter, a JBL audio upgrade with 440 watts, six-CD changer, Bluetooth wireless telephone interface, power passenger seat, power sunroof, split 40/20/40 reclining rear seat, rear reading lamps, manual rear-window sunshade, and 16-inch alloy wheels. Leather comes standard on the XLE V6 ($29,045).
The Camry Hybrid ($26,150) has a 147-hp version of the four-cylinder engine, matched with an electric motor and continuously variable transmission. The motor augments the gas engine's performance and captures energy that would otherwise be wasted as the car slows and brakes, so it can reduce fuel consumption substantially. The Hybrid is equipped comparably to the XLE four-cylinder, but adds Toyota's Smart Key pushbutton-start feature.
Options include premium JBL audio ($1,100) for the LE and SE; it can be packaged with a voice-activated navigation system in the SE V6 ($2,820) or XLE ($1,810). Stand-alone options include power tilt/slide sunroof ($940), Leather Package for SE V6 ($1,210) and Hybrid ($1,295), heated front seats ($440), auto-dimming rearview mirror ($150), heated outside mirrors ($30), and 16-inch alloy wheels ($410). Not all options are available for all trim levels.
Safety features on all Camrys include a full complement of airbags: dual-stage front airbags, a driver's-knee airbag, upper body-protecting side-impact airbags for front passengers, and head-protecting side air curtains for the front and rear seats. All models come with anti-lock brakes (ABS), which aid steering control during a panic stop. The ABS features Brake Assist, which applies the brakes more forcefully and consistently when it senses the onset of a panic stop, and electronic brake-force distribution (EBD), which balances brake application front and rear for optimal stopping distance. A tire-pressure monitor is standard, and Vehicle Stability Control with Traction Control is standard on all Camrys except the Hybrid.
The Camry's front end is the boldest design element, with sharp points, curving cut lines and entertaining surface planes. The hood dips broadly through the middle, pushing visual heft out over the front fenders. There's a Toyota emblem above horizontal slats. The single-piece fascia blends all the diverse elements into a smooth aerodynamic look that's several steps away from looking like just another midsize sedan.
For 2010 the front end has a new grille and front bumper, larger lower intake opening and larger projector headlamps, which blend in well with the existing design and make it, perhaps, bolder and more distinctive.
The side view is less fashionable and somewhat bulky looking, with a high beltline, symmetrical windows and square doors, graced with a barely discernible character line running through flush-mounted door handles. The wheel openings are circular, which on a car with a lower profile might suggest sporty intentions. On the Camry, they draw attention to the expanse of sheet metal between them, and instead whisper sedate.
The rear end, which looks somewhat like a miniaturized copy of the squared-off trunk lid of the BMW 7 Series, finishes the side profile. That bustle-like hump gives the trailing edge of the trunk a slight aero-lip that suggests it's there to reduce rear lift at high speeds. An oversize Toyota emblem perches atop the license plate recess. The taillamps repeat the theme of the headlamps and are nicely detailed. The bumper wraps around the back end, capping the corners beneath the taillights and sweeping into a soft, horizontal indentation that, on the V6-equipped models, finishes in cutouts for the chrome-tipped dual exhausts.
The Camry SE is the easiest model to distinguish, and perhaps the boldest of all. The inference of aero treatment on the trunk lid is boosted on the SE with a true spoiler. A full body kit flares the lower edge of the car outward, emphasizing the sport model's lower ride height. Six-spoke, 17-inch aluminum wheels fill those circular wheel wells nicely.
There's aerodynamic massaging not obvious to the eye, particularly on the sport-tuned SE and the other specialty Camry, the Hybrid. Engineers focused on making the underbody as flat as possible to smooth airflow under the car and reduce noise.
On the SE, they also tuned the flow to balance downforce, or the aerodynamic force that presses the car to the pavement, nearly equally over the front and rear tires.
With the Camry Hybrid, the aerodynamic focus was on efficiency. Unique wheel spats and underbelly pans reduce the coefficient of drag (Cd) to a low 0.27. This reduces the amount of energy required to move the Hybrid at a given speed, and in turn helps increase fuel economy.
Inside, the Camry offers a welcome counterpoint to its exterior styling. While the outside has been touched with a splash of pizzazz, the inside has been brushed with shades of elegance. The treatment is not quite up to, say, Lexus-level luxury, but, especially in the top-of-the-line XLE, this Camry sets a high bar on interior polish for mid-price, mid-size sedans.
The cabin is trimmed with a brushed metallic finish in the base, LE, SE, and Hybrid. Real-looking glossy wood grain is used inside the XLE, including surrounds for the door-release handles.
The fabric upholstery combines breathable, waffle-texture insets with smooth bolsters and backing. The leather upgrade isn't quite kid glove, but it feels expensive. On the less positive side, the hard plastic covering the roof pillars looks cheap, and the mouse fur headliner disappoints.
The Camry is a roomy sedan, with comfortable seats front and rear, though the seat bottoms are short on thigh support for taller occupants. Rear-seat passengers in the XLE enjoy a luxury rarely seen in this class: Reclining seatbacks.
The sloping hood delivers good sightlines from the driver's seat. The thick C-pillar (that part of the body supporting the roof behind the rear doors), looks less imposing to the driver than from outside the car. Low-profile rear-seat head restraints leave the view in the rearview mirror mostly unblocked. Outside mirrors are placed farther rearward than we'd like, forcing a turn of the head for quick checks instead of just glancing sideways.
Almost everything inside the Camry speaks refined function. The speedometer and tachometer are large, circular and easy to scan, save for brief periods at dusk and under certain types of street lighting, when the luminescent instruments on all but the SE can wash out.
Gauges in the SE, which are black on white with sharp blue backlighting, avoid this eye-straining fade. They're part of this sporty model's unique interior treatment, which features dark charcoal or Ash gray hues and a grippy leather-wrapped, three-spoke steering wheel.
The window switches are clustered nicely on the driver's door armrest, just below the mirror switch and door lock, so they sit right where the hand rests when the driver sets forearm on the door. However, only the driver's window switch is lit at night, and it's not very bright. That means the other switches in the cluster, including the locks and mirrors, must be located by touch when it's dark, rather than by sight.
Controls for audio and air conditioning are easily manageable, clearly labeled and logically positioned in the center stack, with audio above and climate below. The pastel blue-green lighting around the optional navigation system reminds us of Miami Beach, and we love the separate on/off switches for the audio and navigation systems. The dual switches are a welcome departure from a lot of other vehicles, many of which have single on/off switches, which means that, in those other cars, if you want the navigation but no audio, you have to crank the volume all the way down, and still run the risk of picking up interference. The Camry's dual switches eliminate this issue.
The cabin offers lots of usable cubbies for storing things. Cup holders and assorted nooks and covered bins are located conveniently about the center stack and console. A large glove box spans the lower dash between the center stack and passenger door. Only the front doors get map pockets, which are fixed, hard plastic that allows most everything stored there to slide. A similar material forms the magazine pouches on the back of the front seatbacks. A covered storage bin in the fold-down center rear armrest doubles as cup holders for rear passengers. On the SE and XLE, it also conceals a pass-through to the trunk. The SE offers only this pass-through, rather than the folding rear seat on other models, because of an extra brace behind the seat that stiffens the body for sportier handling.
Trunk space is adequate, at 15.0 cubic feet. The XLE's reclining back seats exact a slight penalty in trunk space, dropping it 0.5 cubic feet compared to other models. The Camry Hybrid takes an even bigger hit, losing 4.3 cubic feet of trunk space to its battery. The Camry's trunk is fully finished, and the XLE comes with a luggage net that keeps cargo from sliding. There's no pull-down handle inside the trunk lid to spare fingers the grime and grit that can accumulate on exterior surfaces in winter.
We've driven every version of the current Camry model and we were impressed with all of them, though they differ in character, intent and appeal. We were seriously impressed with four-cylinder manual and V6 automatic models, not only with the overall packaging, but also with the clear distinctions among the different models, both inside and underneath.
The new four-cylinder engine brings a welcome addition of power. The LE with the four-cylinder engine and automatic delivers decent performance and power, and will probably be enough for most daily driving. We did feel some torque steer, a light left-right tugging at the steering wheel under full throttle. It's a common phenomenon with front-wheel drive, but we expect it more with light, powerful cars. Fit and finish are very good, with zero buzzes, squeaks or rattles, and tight tolerances between panels and parts. Yet wind and road noise are audible.
The Camry LE V6 is another story, because there is no shortage of power here. The 268-hp V6 engine eagerly spins all the way up to its programmed limiter at 6500 rpm, and it's silky smooth throughout. It pulls without stumble from 1000 rpm in any gear, and the driver won't feel as if he or she is waiting for the transmission to find the right gear so the car can get going. The LE V6 will feel familiar to longtime Camry owners, just a little smoother, tighter and more powerful than older models.
The Camry SE is fun and entertaining to drive. Steering turn-in is more precise than we'd expect in a Camry, and cornering is solid and stable, with little body lean. Brake pedal feel and travel are soft and long by sports sedan standards.
The manual transmission in four-cylinder models shifts cleanly, if not with sports-car crispness. We really liked it in the Camry SE. Clutch engagement is smooth and easily managed. The brake and gas pedals are close enough to allow heel-and-toe shifting, which enthusiast drivers enjoy, though the process is not accomplished with ease. In all, we enjoyed the four-cylinder much more with the manual transmission, because it allows the driver to keep the engine working in the rpm range where it's most powerful. It makes for an engaging driving experience.
The Camry SE V6 is a car in which the driver might want to actually use the sequential manual shift feature on Toyota's six-speed automatic, and we liked it. In manual mode, the transmission will hold the chosen gear without shifting up, and it will downshift immediately with a click on the lever. The shifts are smooth, but quick and reassuringly certain.
The Camry XLE is more soft and floaty than firm and planted, though that doesn't mean it's wandering or imprecise. We were entirely comfortable and assured piloting it at a leisurely pace along gently curving two-lane byways and on lightly traveled or rush hour-packed, multi-lane highways. The XLE is a car you need not think about when driving. We found it very enjoyable, a good place to relax and enjoy the great sound system.
The Camry Hybrid tucked right in between the LE and the XLE in performance. Its hybrid powertrain combines a 147-hp version of the 2.4-liter four-cylinder engine with a synchronous electric motor, yielding a net 187 horsepower. That's more than V6 Camrys offered a few years ago. And the Hybrid can operate on just the electric motor at low speeds, a neat feature in stop-and-go traffic, crowded parking lots and around the neighborhood. The instantaneous torque from the electric motor augments acceleration. The Hybrid isn't as quick as the current V6 Camrys, which are among the strongest in the midsize class, but it's quicker than most people expect for a car with an environmentally friendly reputation. For the most part, the Camry Hybrid is just as easy to operate as any other Camry, but there is a learning curve to mastering all of its idiosyncrasies. We occasionally struggled with trying to figure out whether the car was running. For example, when you press the push-button starter the car comes to life, ready to drive, but it isn't always obvious. The Hybrid is a very quiet car at a stop. When it's started, and sometimes even when you press the accelerator, the gas engine does not immediately fire, so you won't hear it or feel its slight hum of vibration. As a result, you may not realize that this Camry is ready for action. So you'll press the start button again, thinking it didn't fire the first time, and mistakenly turn the car off. The way to tell is to look for the Ready light next to the speedometer. If it's on, and if the shift lever will slide into gear, then the Hybrid is ready to go, even if the engine isn't running. Beyond that bit of familiarization, the Camry Hybrid is smooth, with solid acceleration.
In terms of ride, handling and interior comfort, the Camry Hybrid could easily fool us into thinking we were driving an XLE, except for the visual differences. The Hybrid's gauges include a graphic display of the powertrain's status (gas, electric or both), a welcome, real-time fuel economy gauge in place of the tachometer and a unique, abbreviated shift gate. The transitions from the electric motor powering the car to operating on gasoline only, and to both the motor and engine operating together, are quite smooth. Those transitions are noticeable, to be sure, but they're heard more than felt.
Active safety features are integrated into the Hybrid's Vehicle Dynamics Integrated Management package, or VDIM, which is a comprehensive anti-skid and stability program. The Hybrid also has electrically assisted power steering, which will provide steering assist when the car is operating on the electric motor alone. The anti-lock brakes include Electronic Brake-force Distribution (EBD), which balances brake force front-to-rear, and Brake Assist, which recognizes a panic-stop situation and assists the driver in applying optimum braking force. The Hybrid also has regenerative braking, which charges the battery during stops. The VDIM manages a variety of sensors, including those for steering angle, yaw rate, deceleration, and wheel speed, and reduces the likelihood of loss of control.
The Toyota Camry does nearly everything exceptionally well, and nothing badly, and it delivers comfortable, pleasant, reliable transportation for up to five. There's a model for nearly every taste and budget. All are reasonably economical to operate. The Camry Hybrid is one of the most fuel-efficient mid-size vehicles available.
NewCarTestDrive.com correspondent Tom Lankard reported from Ojai, California, with J.P. Vettraino in Detroit.
Toyota Camry ($19,395); LE ($20,850); LE V6 ($ 24,565); SE ($22,165); SE V6 ($25,840); XLE ($25,925); XLE V6 ($29,045); Hybrid ($26,150).
Options As Tested
tilt/slide power sunroof ($890); 16-inch alloy wheels ($410).
Toyota Camry LE V6 ($24,565).
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