Toyota Camry 2017 Review

So after more than 19 million sales in over 100 countries, including 930,000-plus in Australia since 1983 (more than a million if you count the Aurion), Toyota’s all-conquering Camry returns to being a Japanese import.

Despite this, Toyota Oz insists it will remain the country’s top-selling mid-size car, but concedes sales will drop following the end of local manufacturing and therefore its ability to sell large numbers of vehicles to fleet buyers at heavily discounted prices.

At the same time, Toyota says increased sales of other models will maintain annual sales of more than 200,000, and stresses that while it expects a big uptick in the proportion of private Camry buyers it will still offer attractive fleet deals.

The value equation
For the rest of us, the price of the cheapest new Camry (now called the Ascent) increases to $27,690 plus on-road costs, which is $1200 more than the list price of its predecessor ($26,490 plus ORCs).

In fact, Toyota has been running out stocks of its now-superseded Australian-made Camry Altise at just $26,990 drive-away, meaning its replacement is actually about $3000 pricier than before.

However, the new Camry’s sub-$28K starting price is still considerably lower than its most direct rivals, including the Mazda6 (from $32,490), Ford Mondeo (from $33,190), Hyundai Sonata ($30,990), Kia Optima (from $34,490) and Subaru Liberty (from $30,240).

And Toyota insists that the base Camry’s added safety features alone (autonomous emergency braking at speeds above 10km/h and lane departure alert/assist) more than compensate for its $1200 price hike.

Also new for the base model is an upgraded multimedia system, 7.0-inch display audio with Toyota Link connectivity (but still no Apple CarPlay or Android Auto smartphone mirroring), Optitron instruments, 4.2-inch multi-information display and driver’s power lumbar adjustment.

And Camry firsts across the range include LED headlights and all-speed active cruise control (ACC), while other range-wide standard features include auto high-beam, a reversing camera, seven airbags, hill-start assist control and trailer sway control.

Other standard Camry Ascent features include new seats, 17-inch alloy wheels, full-size spare, 60/40-split rear seatback and LED daytime running lights.

But the fact is the entry model, which brings the biggest price hike, is powered by a carryover 2.5-litre four-cylinder petrol engine, which continues to offer 133kW/231/Nm rather than the 135kW/235Nm outputs of upstream models due to its single exhaust system.

It is, however, matched with a tweaked six-speed automatic transmission now with throttle-blip function on downshifts – not that many base Camry buyers will care.

The Ascent is also offered as a hybrid, offering additional features including dual-zone air-conditioning, a drive mode select function and keyless entry/ignition (yes, you start the entry Camry with an old-fashioned key…).

It comes with a sub-$30,000 price that is $500 less than the superseded model and just $2300 more than the cheapest four-cylinder.

That’s not only indicative of the fact Toyota wants hybrid versions to be the ‘hero’ models of the Camry range (they already account for 20 per cent of sales), but good value considering it comes with an all-new petrol-electric powertrain.

Despite increasing its combined output to 160kW, the new petrol-electric system lowers the Camry Hybrid’s fuel consumption from 5.2L/100km to 4.2L/100km (4.5L/100km for the SL).

Its new 131kW/221Nm 2.5-litre ‘Dynamic Force’ petrol engine is matched with an electric motor and CVT automatic transmission with six ratios, plus new Sport mode and Auto Glide Control function.

The nickel-metal hydride hybrid (‘Hyper-Prime Ni-MH’) battery moved from behind the rear seat to beneath it, lowering its substantial weight in the car.

Along with a 50mm longer (2825mm wheelbase), this ups boot space by 30 litres to a sizeable 524 litres, but the Ascent’s cargo capacity – still accessed by gooseneck bootlid hinges -- remains around the same at 493kg because it comes with a full-size spare wheel.

Moving up to the Ascent Sport costs $29,990 (down $200 from the Atara S it replaces) or $31,990 as a hybrid ($1200 less than before) and buys you a sports grille, bumper and side skirts.

Other extra features over the base Ascent include an 8.0-inch display screen, satellite-navigation, 7.0-inch multi-information display, premium steering wheel and gear shifter, rear parking sensors, power driver’s seat adjustment, stainless steel scuff plates, LED glovebox lamp and a temporary spare wheel.

Further up the range, the Camry SX ‘sports sedan’ costs $33,290 (down $200 compared to the outgoing Atara SX) and adds a sports body kit, sports suspension, leather-accented sports seats, paddle shifters and, in a Camry first, 19-inch alloy wheels.

The SX also scores a Qi-compatible wireless phone charger, which works with Android and Apple devices, but the latter only from iPhone 8 level upwards. If you have one, it works seamlessly: just push the on button, place your phone on the charging pad under the centre stack and it starts charging immediately, even with a phone cover.

In place of the discontinued Aurion V6, there’s now a six-cylinder Camry available from the same SX spec. At $37,290, it’s just $4000 pricier than the four-cylinder and, as Toyota keenly points out, a whole $6700 less than the discontinued Aurion Sportivo.

However, the base V6 Aurion AT-X was $800 cheaper.

On the upside, the new Camry V6 comes with another all-new powertrain: a direct-injection, Otto/Atkinson-cycle 3.5-litre petrol V6 outputting 224kW of power and 362Nm of torque – up from 200kW/336Nm.

Averaging fuel consumption of 8.7L/100km (8.9 for the SL), running on 95 RON premium unleaded and meeting Euro 6 emissions standard, the V6 is matched with an eight-speed automatic transmission with direct lock-up from second to eighth gears, sequential shifting and auto-blipping downshift control.

Rounding out the range is the top-shelf SL, available with four-cylinder ($39,990 – up $2550), Hybrid ($40,990 – up $550) and V6 powertrains, the latter priced $6450 lower than the old $50K-plus Aurion Presara flagship.

Additional SL features include a blind-spot monitor, rear-cross traffic alert, 10-inch head-up display, electro-chromatic rear-view mirror, paddle shifters for both petrol and hybrid, rain-sensing wipers, ventilated leather-accented seats, power-operated front seat and steering column adjustment, front parking sensors, moonroof (hybrid) and a first-in-class opening panoramic roof (petrol models). Wheel sizes drop to 18-inch.

The only options are premium paint ($450) and a panoramic sunroof for SX models ($1950), while capped-price service costs are pegged at a very reasonable $195 for the first five 12-monthly services.

The driving equation
As the first sedan to ride on Toyota’s New Global Architecture (TNGA), the new Camry brings a 25mm lower roof, 40mm lower bonnet, 10/20mm wider front/rear wheel tracks and 30 per cent greater torsional rigidity.

The sleeker new, Lexus-like body is longer at 4905mm (4885mm for Ascent), wider at 1840mm and lower at 1445mm, but the body-in-white mass remains about the same with kerb weights starting at 1495kg.

The driving position is lower (and now lower than the front passenger’s seat), so combined with a smarter new dash and more extensive soft-touch materials for all contact points, the cabin feels sportier and more upmarket to sit in.

And with a slightly recessed, 7.0-inch colour touch-screen and similar instruments, the base model appears almost as classy as its more expensive cousins inside, although the fabric seat trim (part-leather comes only from SX level) remain the most obvious cost cut.

That said, the bigger flush-fit 8.0-inch central screen, 7.0-inch information display ahead of the driver and other extra equipment like sat-nav and a premium steering wheel and gear shifter do lift ambience levels in the Ascent Sport.

Wind, engine and road noise on all wheel sizes is noticeably lower, but the lower roof cancels out any increase in headroom, meaning it’s just as tight both front and rear – with or without the full-length sunroof (optional in SX, standard in SL petrol; a regular sunroof is standard in SL hybrid).

Rear passengers sit lower despite the battery underneath them in hybrid models, and they’re treated to face-level rear air outlets and generous legroom.

Camry firsts include double-wishbone rear suspension (replacing struts, trailing links and dual lower links) and an electric parking brake with auto brake-hold function.

Also new is the electric power steering system, braking has been upgraded via larger front/discs and the MacPherson strut front suspension has been redesigned, remounted and given new geometry.

Combined with the bigger footprint, stiffer body and lower centre of gravity, the 2018 Camry takes a big step forward in terms of overall refinement, ride quality, stability and handling dynamics.

There was no Australian-specific tuning or testing done, but on the broken rural roads used for the media launch out of Coffs Harbour, the steering was responsive, accurate and well isolated from road shocks and torque steer.

Similarly, ride comfort was a highlight in all models, especially in the base Ascent with 17-inch wheels and the SL flagship with 18s but less so in the sporty SX with 19s.

Body control and cornering composure was also notable in all models, especially the SX, although none of them remained unflustered at speed over pot holes, the largest of which sent crashing shocks through the body and interior.

The electronic stability control tuning kept a tight rein on proceedings at all times and, while the 10-inch colour head-up display in top models is a highlight, the lane departure assist function worked only intermittently and even then it was late to react.

Electronics aside, the new Camry’s ride/handling package takes a big step forward, but still doesn’t match the sportier tune of the class-leading Mazda6 or European mid-sizers like the Mercedes-Benz C-Class – the second top-seller in this segment behind the Camry.

The same can be said of both the new hybrid and V6 powertrains, but not the carryover base engine. While it continues to deliver adequate but far from class-leading performance, the other powertrains are improved.

Matching a more powerful 88kW electric motor with Toyota’s new 131kW/221Nm 2.5-litre ‘Dynamic Force’ petrol engine, the hybrid is spritelier than before and continues to offer a noticeable e-boost in acceleration off the line and while overtaking at highway speed.

Its regenerative braking performance steel feels unnatural at low speed and its CVT auto disconcerting under acceleration, but its six stepped ‘ratios’ (operated by paddle shifters only in the most expensive SL model) and new Sport mode also add to its slightly sportier feel.

The all-new V6, meantime, is smoother, quieter and more muscular across its rev range, although its eight-speed auto shift up gears before its peak power point unless you’re in manual mode.

Like the more sophisticated new Camry as a whole, it doesn’t set any benchmarks but offers effective, efficient performance in a package that looks more attractive, is better to drive and represents better value.

2017 Camry Ascent pricing and specifications:
Price: $27,690 (plus on-road costs)
Engine: 2.5-litre four-cylinder turbo-diesel
Output: 133kW/231Nm
Transmission: Six-speed automatic
Fuel: 7.8L/100km (ADR Combined)
CO2: 181g/km (ADR Combined)
Safety rating: Five-star ANCAP

2017 Camry Ascent Sport Hybrid pricing and specifications:
Price: $31,990 (plus on-road costs)
Engine: 2.5-litre four-cylinder petrol-electric
Total system output: 160kW
Transmission: Six-speed CVT
Fuel: 4.2L/100km (ADR Combined)
CO2: 96g/km (ADR Combined)
Safety rating: Five-star ANCAP

2017 Camry SL V6 pricing and specifications:
Price: $43,990 (plus on-road costs)
Engine: 3.5-litre petrol V6
Output: 224kW/362Nm
Transmission: Eight-speed automatic
Fuel: 8.7L/100km (ADR Combined)
CO2: 197g/km (ADR Combined)
Safety rating: Five-star ANCAP