By Karl Brauer Email
Date posted: 01-30-2006

If you listen to Toyota's representatives describe the all-new 2007 Toyota Camry, you'd think it was an entirely different car from the one it replaces. Words like "passion," "emotional" and "athletic" were peppered throughout the speeches by various Toyota folks during the car's first drive event. So let's get one thing straight before we begin — the redesigned 2007 Toyota Camry is not a passion-filled, highly emotional or super-athletic sedan. And by the way, that's OK. In fact, if Toyota ever does anything radical to the Camry we're going to lock the company's executive team up in a 1996 Taurus and let them see what radical design can do to an otherwise successful family car.

Don't mess with success
Certainly there are plenty of sedans in this segment that could use a good "shaking up" in terms of fundamental philosophy and execution, but the Toyota Camry is not one of them. It's been America's best-selling sedan for eight of the last nine years. The only model to upstage it, once, in nearly a decade is the Honda Accord.

With 400,000-plus sales a year, we'd like to think Toyota would simply take the Camry's strongest selling points and make them better. After experiencing the all-new 2007 version, we're happy to report that's exactly what Toyota did. Ask a current Camry owner — with over 10 million sold worldwide, they're quite easy to come by — why she/he bought it and you'll hear words like "quality," "reliability," and "refinement." Those same terms also describe the numerous versions available for 2007. As in previous years, the new Camry comes with either a four-cylinder engine or a V6. It also comes with an all-new hybrid drivetrain that makes 192 horsepower (as much as the current 3.0-liter V6 model) while earning EPA mileage figures of 43 city/37 highway.

A drivetrain for all seasons
The four-cylinder is essentially the same 2.4-liter engine used in the 2006 Camry, but some minor adjustments to the compression ratio and cam specs have pushed horsepower from 154 to 158 (using the new SAE standards). Fuel mileage is rated at 25/34 and transmission choices include a five-speed automatic or a five-speed manual.

Buyers shopping a six-cylinder family sedan will find a substantially upgraded drivetrain in the 2007 Toyota Camry. At 268 horsepower and 248 lb-ft of torque the new V6 propels the Camry with authority. It features Toyota's Dual Variable Valve Timing with intelligence (Dual VVT-i) to maximize power and provide a broad torque band. It also utilizes a dual-stage intake manifold and electronic throttle control, both of which contribute to fuel-efficiency (rated at 22 city/31 highway) while allowing the V6 to meet ULEV-II emission standards in California. Connecting this power to the Camry's front wheels is an all-new six-speed automatic transmission that can be manually shifted or left in full auto mode where, according to Toyota, it will learn the driver's driving style and pick gears accordingly. No manual transmission is available on V6 models.

The family sedan goes green
If all that technology still isn't enough for you, there's an even more advanced model coming for 2007 — the Camry Hybrid. Like the Prius and Highlander before it, the Camry Hybrid will use Toyota's Hybrid Synergy Drive system that couples an internal combustion engine to an electric motor-inverter and rechargeable battery pack. The engine half is the same 2.4-liter found in base Camrys, but this one uses an Atkinson cycle and makes 147 horsepower. Atkinson-cycle engines will delay the closing of the intake valves to improve fuel-efficiency while creating less horsepower. That's where the 45-hp electric motor comes in to assist with acceleration. This motor can also power the Camry Hybrid without the help of the engine, but only under light throttle applications at speeds below 30 mph.

Actually, during our time with the Camry Hybrid we did manage several seconds of electric motor-only operation at almost 40 mph — until the road sloped up. Toyota does claim a zero-to-60 time for the Camry Hybrid of less than 9 seconds, a number our internal accelerometers would agree with based on our short time behind the wheel. Certainly the EPA estimates of 43/37 mpg sound great for a midsize family sedan, but by now we've all come to expect real-world mileage figures well below those estimates, especially when it comes to hybrids. Yet company reps told us a current-generation Camry, with the new hybrid drivetrain, averaged 36 mpg over a 4,200-mile trip between New York and Los Angeles during early testing. They are confident the new, sleeker-bodied car will improve on that real-world number. Regardless, you'll be hard-pressed to discern the Camry Hybrid from standard versions, though it does have a bit more chrome on the front grille and vertical (versus horizontal) reverse lights.

"All-new" isn't just a sales pitch
Which brings us to the new car's updated look — a look described as "athletic and elegant" and "styled in a way that is certain to elicit a positive emotional response. People are going to want this car" (Toyota's emphasis, not ours). Styling is ultimately a purely subjective element in vehicle design, so we'll leave each of you to decide for yourself how successful Toyota was in its mission. We will say this much: The new Camry's look is more athletic, elegant and emotional than the current version.

Platform changes on the 2007 model go beyond new styling. A 2.2-inch-longer wheelbase and 1.2-inch-wider front and rear tracks have improved interior space and rear-seat legroom. While the new car sticks with MacPherson struts up front and a dual-link independent rear suspension, all lower control arms, spring rates and suspension geometries were completely revised to give the car a sharper feel without compromising ride quality. Wheel size has gone from 15 to 16 inches on base models, while the sportier SE trim gets its own set of 17-inch aluminum wheels. And all trims include a standard tire-pressure monitoring system that alerts drivers when pressure drops below a standard setting.

Technology comes standard
That tire-pressure monitoring system is just one of many examples of Toyota pushing the technology envelope with this latest Camry. Other standard features across the entire model line include halogen headlamps with auto on-off functionality, auxiliary audio inputs for external MP3 players, antilock brakes with BrakeAssist and Electronic Brakeforce Distribution, and seven airbags. That last item includes dual-stage front airbags, side and side curtain airbags, and a driver knee airbag. You get all that on a base CE model without checking a single option box. Step up to the SE, LE and XLE models (not to mention the hybrid version) and everything from keyless start to voice-command DVD navigation to Bluetooth technology can be yours.

We tried out each of these versions during the press introduction and came away impressed by the new Camry's quiet and comfortable cabin, its high degree of interior and exterior build quality, and its overall refinement. Sound familiar?

Sleeper sale
Toyota sold approximately 420,000 Camrys last year — before the car's redesign and before the availability of a hybrid version. Prices for the 2007 Toyota Camry haven't been released yet, but they should align closely with 2006 models. The company is expecting to sell at least 450,000 this year, with that 30,000 bump coming from sales of the Camry Hybrid alone. But with over 100,000 Prius sales last year, we think Toyota may be underestimating the numbers. Regardless, we don't think the Camry's "best-selling sedan" title is going anywhere soon.

What's probably the most common car on U.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 **** 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 **** 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 only 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.

Overview

Toyota is introducing an all-new Camry for 2007. Gone is the Camry criticized as stodgy and plain. The new one features aerodynamic new styling that shows more vigor and life than we've come to expect from a car many have labeled, and not kindly, Japan's Buick.

The 2007 Toyota Camry is thoroughly revamped, re-worked and upgraded from the tires to the roof, from the front bumper to the back, from the dashboard to the trunk. Inside is a new, airy interior. The engines are more powerful, the transmissions more diverse. And across the line, the new models are more fuel efficient.

Models range from the surprisingly well-equipped CE to the near-luxury XLE. In between are the LE, a modest step up from the base CE, and the SE, decked out with suspension, tires and trim to please the sporty crowd. Also new for 2007 is the Toyota Camry Hybrid with a combination electric motor/gasoline engine fitted with a new, super-efficient, continuously variable transmission. While the federal government's fuel economy ratings are just estimates, the Hybrid's range from 37 to 43 mpg.

Pricing was still to be announced as this is written, but given the competitive nature of the mid-price sedan market, we don't expect significant increases from the 2006 stickers, though the base model may go up given the marked increase of standard features.

Almost from its debut in the U.S. 23 years ago as a 1983 model, the Camry has been a quality car, a solid design, well built and with almost unmatched durability. For eight of the past nine years, the Camry has been the best selling car in America. Today, the Toyota Camry defines the midsize four-door sedan. It's the standard for the segment all the others are measured against.



Model Lineup

The 2007 Toyota Camry comes in four trim levels plus the new Hybrid model. All are five-passenger, four-door sedans. (The Solara has not been redesigned.) All four trim levels, CE, LE, SE, and XLE, come standard with the 158-hp, 2.4-liter four-cylinder engine. A 268-hp, 3.5-liter V6 is optional for the LE, SE, and XLE. Then there's the Hybrid.

The entry-level Camry is the CE, but it comes standard with air conditioning with pollen filter, cruise control, tilt-and-telescope steering wheel, six-way adjustable driver's seat, the usual array of power accessories, a multi-function driver information display, a 160-watt, AM/FM/CD/MP3 stereo with six speakers and P215/60R16 tires on steel wheels. The CE comes standard with the four-cylinder and five-speed manual transmission; the five-speed automatic is optional.

The LE adds an eight-way power driver's seat, remote keyless entry and, when the V6 is ordered, chrome tips on the dual exhaust. Options include a premium, 140-watt JBL sound system with a six-disc, in-dash CD changer, eight speakers and Bluetooth capability; power tilt/slide moonroof; alloy wheels; and electro-chromatic rearview mirror with compass. The LE comes standard with the four-cylinder and manual but can be upgraded with the five-speed automatic or to the V6 with the six-speed automatic.

The sporty SE comes with a firmer and beefier suspension, unique interior and exterior trim, and P215/55R17 tires on aluminum alloy wheels. The SE's option list includes leather interior trim with heated front seats, a power moonroof with rear seat reading lamps, programmable remote opener system, a DVD-based navigation system with touch screen integrated into a JBL sound system with a four-disc, in-dash CD changer and all-season tires. The SE comes with the four-cylinder and manual, with the five-speed automatic optional; also available is the V6 with six-speed automatic.

The XLE includes dual-zone climate control, engine immobilizer with alarm, Bluetooth-capable stereo with steering wheel-mounted controls, eight-way power driver's seat and four-way power front passenger's seat, heated outside mirrors, power moonroof, rear seat reading lamps, 40/20/40 split and reclining rear seat, manual rear window sunshade, cargo net, fog lamps and 16-inch alloy wheels. Leather interior trim is standard with the V6 and optional with the four-cylinder. Also optional are the programmable remote opener system, heated front seats (only with leather), the navigation system and, exclusive to the XLE with the V6, the Smart entry system with keyless entry and push-button start. The XLE comes standard with the four-cylinder engine and the five-speed automatic; the V6 with six-speed automatic is optional.

The Hybrid comes with the most complete list of features. Other than the power moonroof, the navigation system, the leather interior and the heated front seats (available with the leather trim), the Hybrid comes fully loaded. It's fitted with 16-inch alloy wheels. The moonroof, navigation system, leather seats and heated front seats are optional.

Safety features on all models include the required frontal airbags, upper body-protecting side-impact airbags for the front seats, head-protecting side air curtains for front and rear seats, and a driver's knee airbag, which better positions the driver for controlling the car and for avoiding injury from the steering column. A tire pressure monitoring system comes standard. Also standard are antilock brakes (ABS), which aid steering control during a panic stop, Brake Assist, which applies the brakes more quickly 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.

Vehicle Stability Control and Traction Control are optional on the CE, LE, SE and XLE.

Walkaround
Boring and bland are out. Flash and dash are in. Well, maybe not quite, but the 2007 Toyota Camry design is more laid back, less boxy.

The front end is fresh, with sharp points, curving cut-lines and entertaining surface planes. The hood dips broadly across the middle, pushing visual heft out over the bold front fenders. The grille wears a Toyota emblem prominently above softly slanted, horizontal slats. The one-piece fascia blends all the diverse elements into a smooth aero-look that's several steps away from the pro forma, overly inoffensive, just-another-midsize-car-from-Japan look.

The side aspect is less fashionable, 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, but on the Camry draws attention to the vast expanse of sheet metal between them and instead whispers, "sedate." An odd, but increasingly popular, miniaturized rip on the BMW 7 Series squared-off trunk lid finishes the side profile.

That bustle-like hump gives the trunk's trailing edge a minimalist aero-lip that invites the inference it's there to reduce rear lift at high speeds. The SE boosts this inference with an honest spoiler. An oversize Toyota emblem perches atop the license plate recess. Proud taillight lenses mirror the headlights' outline, angling down and inward across the trunk lid seam to end in sharp points that stylistically mesh with the curved lower lip of the license plate indent, again closely tracing the pattern set by the headlights and grille. The bumper wraps around the back end, seamlessly capping the corners beneath the taillights and sweeping over and under to a soft, horizontal indentation that, on the V6-equipped models, finishes in cutouts on each end for the chrome-tipped, dual exhausts.


Interior Features

While the outside of the 2007 Camry 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, the new Camry definitely raises the bar on mid-price, midsize sedan interior polish.

Everything about the new Camry's interior speaks refined function. Speedometer and tachometer are large and circular, 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 to the point they're almost unreadable. Those in the SE, which are black on white, avoid this eye-straining fade.

Controls for audio and air conditioning are immanently manageable, clearly labeled and logically positioned in the center stack, with audio above and climate below. A welcome touch is separate on/off switches for the audio and navigation system. This is a departure from most other systems today, which have a single on/off switch, meaning if you want the nav system but no audio, you have to crank the volume all the way down.

Cup holders and assorted covered bins and cubbies 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. A similar material forms the magazine pouches on the backside of the front seatbacks. A covered storage bin in the fold-down center armrest in the rear seat doubles as cup holders; on the SE and XLE, it conceals a pass-through to the trunk. Despite a fully finished trunk, there are no pull downs inside to spare fingers the grime and grit that can accumulate on auto bodies in winter.

The cabin is trimmed in a brushed metallic finish in the CE, LE, SE and Hybrid. Real-looking wood grain is used inside the XLE, including surrounds for the inside door latches. The fabric upholstery combines breathable, waffle-texture insets with smooth bolsters and backing. The leather upgrade isn't quite kid glove, but it does feel expensive. Seat bottoms are markedly short on thigh support, however. And the mouse fur-grade headliner disappoints.

Much of the two inches added to the wheelbase of the 2007 Camry over the '06's has been translated into more room for people, although not necessarily in quantifiable, industry-standard measures. On paper, rear seat legroom is up by only half an inch, but a redesign of the rear seat floor space and of the base of the front seats has delivered more usable foot room. Front seat legroom is up a miniscule tenth of an inch, but front seat travel has been increased by more than a half-inch. This may not sound like much, but it's a couple clicks on the manual track, or a tap or three on the power button and that makes a big difference in our sense of roominess. The dash has been pushed away from the front seat, giving the cabin a more airy feel.

Rear seat passengers in the XLE enjoy a luxury heretofore unheard of in the class: reclining seatbacks. This latter feature exacts a cost in trunk space, which in the XLE drops by more than 2 cubic feet from the '06's quite respectable 16.7. The 2007 Camry CE, LE and SE models offer 15 cubic feet of trunk space.

Tempering the feel of roominess in the new Camry are direct comparisons with the competition. Today's midsize sedans are roomy vehicles. In headroom, for instance, the new Camry betters only the Chevrolet Malibu in both front and rear seats; it matches the Ford Fusion, but trails the Honda Accord and Hyundai Sonata by almost an inch and a half in front. Camry loses to all four in front seat legroom. Camry offers more rear legroom than the competition, however; only the Malibu tops it and only by a fraction of an inch. Camry is mid pack in hiproom, about equaling the Accord and Fusion, beating the Malibu but trailing the Sonata. In trunk capacity, the new Camry comes in behind all but the Accord, which it bests by one cubic foot. And the Camry Hybrid's 10.7 cubic feet tops the Accord Hybrid's 11.2 cubic feet

The sloping hood delivers good sightlines ahead. The C-pillar, or sail, that part of the body supporting the roof behind the rear doors, while still thick, looks less imposing from the driver's seat than from outside the car. Low-profile rear seat head restraints leave images of following traffic mostly unblocked. Outside mirrors are placed farther rearward than we liked, forcing us physically to turn our heads for quick checks instead of just glancing sideways.

Driving Impressions
We're trying not to gush over the new Camry, but only the four-cylinder automatic left us wishing for better. Lengthy sessions with four-cylinder manual and V6 automatic models seriously impressed us. We drove LE, SE, XLE and Hybrid models. We were impressed not only with the overall packaging, but also with the clear distinctions among the different models, both inside and underneath.

The LE with four-cylinder and automatic was competent if short of inspiring. Performance-wise, this is not surprising, given the mass burdening this class-trailing powerplant. The four-cylinder engine is buzzy, and we felt some torque steer, under full throttle the steering wheel is lightly pulled this way and that, a common phenomenon with front-wheel drive. There's noticeable body lean in corners. Wind and road noise were audible. Fit and finish were Toyota grade, which means very well done, with zero buzzes, squeaks and/or rattles, and tight tolerances between panels and parts.

The SE, on the other hand, was a fresh and welcome departure from the Camry's heretofore conservative legacy. Finally, a Camry that's fun and entertaining to drive. The manual transmission shifted cleanly, if not with sports-car crispness. Clutch engagement was smooth and easily managed. Foot brake and gas pedal are closely enough juxtaposed that heel-and-toe shifting is doable, although again, not with sports-car ease. The V6 eagerly spins all the way up to its programmed limiter at 6500 revolutions per minute, although we could feel the power drop off some beyond the 6200-rpm redline. It lugs without stumble from 1000 rpm in top gear. Steering turn-in could be a bit more precise, but cornering is markedly solid and stable, with little body lean. The sequential-shift automatic won't upshift when in manual mode, even with the engine bouncing off the rev limiter, but it will downshift if pressed. We're still struggling with the proper shift lever direction in these manu-matics. In some, pushing the lever forward feels right for downshifting, in others, the same feels OK for upshifting. In the SE, for whatever reason, we wanted it to go opposite the way that it does, that is, forward to go down a gear and rearward to go up one. But whatever, shifts were smooth but reassuringly certain. And while we never doubted the stopping power, brake pedal feel and travel were sedan-grade, too soft and too long, that is, for our preferences.

If there's any vestige of Buick-ism to be found in the new Camry, it's in the XLE. More than just the entry-plush interior, in ride and handling, too, the top of the line '07 was more soft and floaty than firm and planted. Not wandering or imprecise, mind you, as we were entirely comfortable and assured piloting it leisurely along gently curving two-lane byways and on lightly traveled or rush hour-packed, multi-lane highways. But the XLE is more of the set-it-and-forget-it mode of transport than one actively inviting driver participation in the task. Which, in its place, we found imminently enjoyable, along with the great sound system.

The Hybrid tucked right in between the LE and the XLE, in performance, especially, although the instantaneous torque from the electric motor at times delivered acceleration that felt equal to, if not quicker than the V6. And compared with the Honda Accord Hybrid, the transitions between just the electric motor powering the car to full hybrid, with motor and engine together, were much smoother. Not invisible, but more heard than felt, whereas in an Accord Hybrid we had driven a couple weeks earlier, the transitions sometimes felt like an almost-missed shift. But in terms of ride, handling and interior comfort, were it not for the graphic display of the hybrid's status, the substitution of a welcome, real-time, fuel economy gauge for the tachometer and the unique, abbreviated shift gate, we easily could have believed we were driving an XLE. The hybrid system combines a 147-hp, 2.4-liter inline four-cylinder engine with a 45-hp permanent magnet synchronous electric motor, yielding a net 192 horsepower.

Standard on the Hybrid is an assemblage of active driver assists Toyota calls the Vehicle Dynamics Integrated Management system, or VDIM for short. This overlays on the ABS and EBD systems a function Toyota calls Vehicle Stability Control (VSC), which adjusts throttle and braking to correct for oversteer (when the car begins to turn sharper than the driver wants) and for understeer (when the car tends to go straight and the driver wants it to turn); Traction Control (TRAC), which tempers power output to a tire that has begun to spin; Electronic Throttle Control with intelligence (ETC-i), a throttle-by-wire system where the primary connection between the gas pedal and the engine is electronic instead of mechanical; Electric Power Steering (EPS); and Electronically Controlled Brakes (ECB), a brake-by-wire system. These last two are unique to the Hybrid (the EPS to provide steering assist when it's operating on electric motor alone and the ECB because the Hybrid employs regenerative brakes to charge the battery during stops) and, working with a variety of steering angle, yaw rate, deceleration, brake pressure, brake pedal stroke and wheel speed sensors, permit the VDIM to anticipate and help prevent a loss of control.


Summary
Inside and out, the all-new 2007 Toyota Camry has new energy and style. More powerful and livelier engines, new transmissions. Yet another version of Toyota's hybrid technology. A thoroughly remodeled interior. People expecting another Japanese-brand Buick are in for a major surprise.

. . . 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 Hybrid tucked right in between the LE and the XLE, in performance, especially, although the instantaneous torque from the electric motor at times delivered acceleration that felt equal to, if not quicker than the V6. And compared with the Honda Accord Hybrid, the transitions between just the electric motor powering the car to full hybrid, with motor and engine together, were much smoother.