Updated hybrid’s benefits are many
Overview: Hybrid version of Toyota’s top- selling family sedan Pros: Comfortable, quiet, superior fuel economy Cons: Could be a little more generously equipped for the price Value for money: Good What I would change: Navigation should be standard, heated steering wheel would be nice How I would spec it: As is Having grown up at a time when four-door sedans were as common in driveways as crossovers seem to be today, I admit a certain sadness to seeing their decline in numbers. The once ubiquitous mid- and full- size family sedan may not have been sexy or fast, but they were roomy and comfortable. Over the years and in addition to their Jeep Wagoneers, my parents’ driveway made room for a Pontiac Laurentian, a Chevy Biscayne, a couple of Dodge Darts and a Dodge Diplomat.
Despite rumours t hat Ford will not sign off on the next- generation Fusion and that GM is considering axing the Chevy Malibu and/or Impala, not everyone is giving up on the segment. Honda has released the 10th- generation Accord for 2018 and Toyota has countered with the eighth generation of its Camry, the test subject here.
As if discussing the beleaguered family sedan isn’t gloomy enough, the new Camry being tested is the Hybrid version — an even more marginalized sub- segment. Last year, Toyota reported it sold more than 20,000 hybrids, led by the RAV4 Hybrid, the Prius lineup and, in third, the Camry Hybrid.
With all this talk about electric vehicles and autonomy — sometimes together, sometimes separately — it’s easy to forget that the marriage of a gasoline engine and electric motor to power a vehicle is a far simpler and proven technology. No, a gas/electric hybrid vehicle will not achieve zero emissions, but fuel consumption is appreciably lower, the price premium isn’t excessive and there’s no range anxiety. For the most part, you often for- get there’s anything particularly different about driving one, except for a couple of instruments in the dashboard and, especially, the first 10 seconds or so when you press the start button and are greeted with an eerie silence as battery power kicks in.
Personally, I’ ve always liked the Camry Hybrid, both as a family sedan and as a fuel-efficient car. Of the former, the new Camry’s styling is sportier and edgier, the brand continuing to extricate itself from the boring design funk that afflicted it for too many years. Of the latter, Toyota’s Hybrid System has been reengineered to better work with the new 2.5- litre four- cylinder gas engine.
The company says the setup offers “significantly more driving excitement than before,” which is a slight exaggeration but not completely overstated. By itself, the 2.5- L four cylinder puts out 176 horsepower and 163 pound-feet of torque. Add to that a 118- hp electric motor and the total net system output is a robust — for a hybrid — 208 hp.
Considering the car weighs a fairly trim — again, for a mid-size hybrid sedan — 1,575 kilograms, there’s good response when the gas pedal is given a nudge, especially in Sport. Yes, Toyota engineers have been tinkering, adding a new Sport setting to improve acceleration and feel, thanks to an electric power boost from the hybrid system.
There is also a clear difference in the Camry’s getup- and- go be t ween t he Sport, Normal and Eco drive modes. One can also execute quicker “gear shifts” of the continuously variable transmission’s simulated sixspeed sequential-shift transmission.
While I couldn’t match Natural Resources Canada’s fuel economy ratings of 4.9 L/100 kilometres city and 4.8 highway, I was not displeased with the Camry’s 6.2 L/ 100 km of real-world parsimony. At no time was I light on the throttle, treating the hybrid like any other car, whether going with the flow at 120 km/h on four-lane highways, or working through midtown traffic. As for its regenerative braking system, the Camry Hybrid is pretty good, other than at s peeds under 10 km/ h, where the brakes can be a touch grabby.
Of note is the fact the battery pack — a lithiumion unit in the base LE, nickel- metal hydride in the higher SE and XLE trim levels — has been moved from the trunk to beneath the rear seat for noticeably better handling, thanks to the Camry’s i mproved l ower centre of gravity. And trunk room is appreciably better at 15.1 cubic feet, versus 13.1 in the previous model.
As to why there are two different types of battery packs, the official explanation from Toyota is that the Camry LE Hybrid buyer “values higher fuel efficiency” and, by incorporating the lighter lithium- ion battery, fuel efficiency can be maximized. Meanwhile, SE and XLE hybrid buyers “appreciate added features and may not be so concerned with maximizing fuel economy,” so the Ni- MH battery best fits their needs.
Turning to the cabin, the Camry’s layout is neat and tidy, with good legroom front and back for adults. Though the LE is the base model, there is a reasonable number of modern conveniences, as befitting the sedan’s $31,290 sticker. Standard items include dual- zone automatic climate control with humidity sensor, heated front seats, a 4.2- inch display, keyless entry, push-button start and increased connectivity via Entune 3.0 Audio.
This last item, says Toyota, enhances the audio system with Entune App Suite Connect, delivering traffic information, weather, Slacker, Yelp, saved destinations, sports and stock- market results, fuel prices and more. Unfortunately, built-in navigation doesn’t seem to be included — an oversight on any car with a $ 30K- plus price tag — though Toyota says Entune features a link that pairs with the navigation from one’s cellphone.
There are other players working the same hybrid family sedan gig as Camry and all are priced around the $30,000 mark, including the Ford Fusion and Chevy Malibu, plus the Hyundai Sonata and Kia Optima.
Having professed a certain admiration for the car, as a family sedan and as a fuel- efficient vehicle, all I can add is that Toyota has certainly upped its game with this one. Its compromises are few and, as a daily driver, its benefits are many.