A bread-and-butter best-seller.
Since its total redesign four years ago, Camry has been Toyota's bread-and-butter car,
the all-around midsize family machine that is the company's biggest seller by far. The
Camry is meant to meet the needs of a wide range of buyers, from those seeking solid
basic transportation to slightly more enthusiastic drivers to the luxury-minded, with
a mix of sedans, coupes and station wagons in a variety of trim levels.
Camry faces some tough opponents. Virtually every major manufacturer wants a piece of
this pie. Honda's Accord line is a perennial favorite; so are the Mazda 626 and Nissan
Maxima. The Ford Taurus is slightly larger but still within comparison range, and so
are the Chrysler Cirrus/Dodge Stratus near-twins. And don't forget the Chevy Lumina.
Plenty of choices, each with something to recommend it.
But Toyota didn't earn its reputation by avoiding competition. The Camry has been
given the virtues it needs--subdued style, solidity and comfort among them--to face
comparison with almost everyone's offerings and emerge with good marks.
One major Camry advantage is its sharing of major exterior, structural and mechanical
components with the more expensive Lexus ES 300. In theory, a luxury car with a few
amenities removed should be an impressive product, particularly when the differences
between the two cars have nothing to do with engineering or quality. In this
particular case, the common base is a credit to both cars.
Walkaround
Toyota's mass-market cars are generally pretty conservative in appearance,
well-designed but usually free of external features that might generate controversy.
The Camry epitomizes that approach. It looks clean and straightforward; smooth,
rounded and unpretentious. The wagon is somewhat ungainly when viewed from the rear,
but that's the only Camry design element one might single out for criticism.
There are no complaints to be heard when it comes to judging the way in which the
Camry is finished. Flawless paint, tight, even seams where doors, tailgate and hood
join the body, and trim applied with obvious care are Toyota hallmarks. This applies
equally to the small number of Camrys imported from Japan and the far greater number
built in the U.S.
As already noted, the Camry is available in three body styles. Sedans and coupes offer
DX, LE and SE models, all wagons carry an LE designation, and an XLE designation is
unique to a fully loaded sedan like our champagne beige test car.
Despite the variety of models, the equipment levels do not vary as much as you'd
expect. Once past the plain DX, all Camrys carry standard air conditioning, cruise
control, power windows/door locks/mirrors, and an AM/FM/cassette audio system. ABS is
extra on all but the XLE; and the SE and LXE have standard alloy wheels, while the LXE
provides a power driver's seat. All but DX and wagon can be ordered with leather
upholstery, and all but DX are available with a power glass moonroof option.
All versions save the DX are available with either a 125-hp inline 4-cylinder or
188-hp V6 engine; the entry-level car comes only with the less powerful 4-cylinder.
Interior Features
Toyota interiors have long been considered to be among the best in the industry in
terms of appearance, function and finish. The cabin of our top-of-the-line Camry XLE
test car was no exception. Everything looks right, from the shape of the dashboard and
door panels to seats and center console. All controls are placed where they should be,
and are clearly labelled. Fabrics, carpeting and plastics are all of good quality.
The Camry scores high marks for comfort. Sufficient space is available for driver and
front passenger to stretch out; those in the back have to make do with a little less
space, but three will fit. The front bucket and rear bench seats--the latter with a
split/fold feature that opens cargo space up considerably--are well-padded and
supportive.
Camry wagons offer an optional rear-facing third seat that is best left to very small
children and pets. It's awkward to climb into and out of, and once the passenger is
there, it's none too pleasant to sit on. It's best to use the back as a cargo bay;
there's 40.5 cu. ft. available in back for that purpose, and just under 75 cu. ft. of
stowage space when the center seat is folded.
Driving Impressions
Nothing emphasizes the Camry's solid-citizen image as effectively as a drive. It
matters not at all whether the trip is across town or across the country; in any
driving situation, the Toyota is rock-solid, smooth and efficient. Most of the time,
it's quiet, too, though the engine (we're talking about the V6, mind you) gets noisy
when asked to pick up speed quickly, as on freeway on-ramps.
On the other hand, pickup is something the V6 does very well, out-performing the
standard V6 engines offered by its Detroit rivals.
On a long cruise, the Camry is thoroughly pleasant. Wind and mechanical noises were
nicely subdued in our test car, and we encountered no squeaks or rattles. About the
only noise to be heard was generated by tire treads, a little more than we expected.
The Camry is a soft-riding car, one that won't jolt its occupants even when travelling
over poor road surfaces. The downside to the pillowy ride is a distinct shortage of
driving pleasure. Despite its light curb weight, the Camry feels ponderous, floating
over bumps and leaning heavily through turns. The steering is light and not
particularly precise.
If that lack of driving fun matters, the Camry SE has stiffened suspension and much
sharper steering. While not quite as crisp as, say, an Accord, the SE is more of a
driver's car, with minimal loss of comfort.
Unless your driving is done largely around town, we think the extra $2300 or so Toyota
charges for the V6 engine makes sense. It's a refined powerplant, one that copes well
with even a full load of passengers and luggage. The V6 requires premium-grade fuel, a
definite consideration for high-mileage drivers, but uses little more than its
4-cylinder kin. A 4-speed automatic transmission is standard with the V6, optional for
4-cylinder Camrys, which come equipped with a very good 5-speed manual.
In many applications the base 4-cylinder powerplant would be a standout, delivering
impressive power with smoothness unusual even among today's highly developed
4-cylinder engines. But an engine that needs to be kept at fairly high rpm to be
effective, as this one does, may not be what most people want or need in a decidedly
non-sporty passenger car.
A side benefit to ordering the V6 engine is the replacement of the rear drum brakes
with discs. The all-disc system provides sure stopping power, and can be augmented
with optional ABS. Four-wheel discs are also supplied when ABS is ordered on
4-cylinder models.
Lineup
Final Word
In some respects, the Camry is an enigma. Finding fault with the basic package is
difficult; who would complain about a roomy, easy-riding car that is beautifully
assembled and is sure to be as dependable as the sunrise?
But there are areas in which the Camry falls short. Certain competitors--the Accord,
for example--are more fun to drive, yet no less comfortable. Others deliver more
performance, with little, if any, loss of refinement.
And there's the matter of what you get for what you pay. The Camry's base price is
reasonable, and the DX lacks only air conditioning to make it a good choice. But a
V6-powered XLE, without pricey options like a sunroof, is just over $25,000, and
that's a fair chunk of change.
If you're looking for good, traditional middle-of-the-road transportation, bolstered
by exceptional quality, the Camry delivers. But if you want to build performance and
handling agility into the package, it gets expensive, and a number of competing makes
offer a little more for a little less.
On the other hand, that price premium does have a downstream plus. Camrys hold a
relatively high percentage of their value over time, so you'll get a little more back
when it's time for your next car.