If in the market for a gas-electric car, put this one on your list
To hybrid, or not to hybrid? It can be a difficult question for many buyers, especially with the roller-coaster ride we’ve had with gas prices.
On one hand, these gasoline-electric vehicles are easier on fuel than their conventional siblings, and with fewer emissions. On the other, they tend to be more expensive, to the point that some can take many years before the gas savings outweigh the extra purchase price.
Toyota has solved at least some of that equation with the Camry Hybrid, pricing the top-line XLE the same as the top-line V6-powered conventional Camry XLE, at $34,800.
Still, it gets a little stickier if you compare anything else in the Camry family. The two other hybrid trim lines, the LE and SE, are pricier than the corresponding trim lines in the gas-only versions.
And there’s also a pretty nice gas-only four-cylinder version of the Camry XLE, and it’s only $31,040. Decisions, decisions. Both the Camry and Camry Hybrid have been updated for 2015, with new styling in and out, and improvements to the ride and handling. If you want other drivers to instantly know that you’re in a hybrid, you’ll have to opt for the uniquely-styled Prius. The Camry Hybrid looks virtually identical to the gas-only version, save for its hybrid badge and blue-backed Toyota emblems.
The engine hasn’t changed from last year, and you get a 2.5-L four-cylinder mated to an electric motor and continuously variable transmission (CVT). The system automatically shifts between gasoline, electricity, or a combination of the two, depending on what’s needed.
You don’t plug it in; the system recharges the battery using kinetic energy captured during coasting and braking, or if necessary, with power from the gasoline engine.
It’s an Atkinson engine, which refers to the way the pistons compress air in the cylinders. These engines don’t make as much horsepower as similarly-sized non-Atkinson ones, but they use less fuel, and they’re wellsuited to hybrid applications where the electric motor makes up for any power deficiency when acceleration oompf is required.
The Camry Hybrid’s gasoline engine makes 156 horsepower on its own, but the gas-electric combination can produce up to 200 horses.
The Camry’s hybrid system is among the best, with seamless switching from gas to electric. There’s an EV (electric vehicle) button to press when you want to drive at low speeds without using gasoline, but I’ve never understood the point of it.
The car generally runs on its battery alone whenever you’re light enough on the throttle, and if your foot gets any heavier — and it doesn’t take much — it bypasses the EV button and goes back to regular operation.
And it doesn’t default back to this mode once your speed drops sufficiently, but requires that you press it again. It’s far more annoying than useful.
The tweaks to the suspension are an improvement over last year’s model, but the hybrid still has a firmer and bumpier ride than the conventional Camry, and the steering feels more artificial.
The new front end borrows heavily from Lexus’ grille styling, and the interior is roomy in both the front and rear seats. The base Hybrid LE includes a power driver’s seat, touchscreen audio display with Bluetooth audio streaming, backup camera and dual-zone automatic climate control, while the mid-range SE, at $29,935, is intended to be a sportier version with larger wheels, sport-style seats and rear spoiler.
My top-line XLE added heated leather seats, navigation, satellite radio and sunroof. It’s also the only trim to include a blind-spot monitoring system with cross traffic alert, which warns if a vehicle is coming while you’re backing up.
The features list on the Hybrid XLE is almost the same as that of the gas-only V6 XLE, but with a couple of omissions.
The Hybrid doesn’t include the conventional car’s anti-theft systems or its LED headlights.
I would have expected those lights on the hybrid, given that they use far less electricity than halogen bulbs, but they’re also pricier. I guess something had to help offset the hybrid’s costlier drivetrain.
The hybrid battery chews up some of the trunk space, although it’s still generous enough, and the rear seats fold down to accommodate longer items.
According to industry analyst Dennis DesRosiers, hybrid sales have been declining since 2012, even as automakers introduce more new alternative-fuel vehicles to meet mandated fuel efficiency targets.
Part of that is cost. Based on a price of $1.27 per litre, Natural Resources estimates you’ll save $686 per year in fuel with a base Camry Hybrid over a base four-cylinder conventional Camry. However, to get roughly the same number of features, you’ll pay $2,525 more for the hybrid.
If you’re considering the top-line V6 Camry, though, you’ll pay the same for the XLE hybrid, and according to Natural Resources’ accounting, save $914 a year in fuel.
So should you buy a hybrid? That depends on several factors, including how much and where you drive.
But if you’re in the market for one, and want conventional styling and seamless performance, put this one on the list. Jil McIntosh is a regular contributor to Toronto Star Wheels. The vehicle for this story was provided by the manufacturer. For more Toronto Star automotive coverage, go to thestar.com/autos. To reach Wheels Editor Norris McDonald: