When the first Camry Hybrid was launched back in the summer of 2006, it offered all the qualities of a conventional Camry, but with fuel economy ratings yet unheard of in the midsize sedan segment. It basically consumed less fuel than a subcompact Yaris.
In order to get that low fuel economy, a sacrifice had to be made: price. The Camry Hybrid cost over $6,000 more than the base LE trim, albeit with some added features. Even in 2011, the price gap is still six grand.
For 2012, the Camry was totally redesigned; the 7th generation sedan is much improved over the outgoing model, and every non-hybrid version of the Camry gets a lower price and added content. All this poses an even tougher challenge for the hybrid model.
Yet Toyota is confident that their gas-electric sedan will continue to sell well in Canada. So far, more than 95,000 6th-generation Camrys have been sold, and of that number almost 18,500 of them were hybrids, or just under 20%. This year, two trim levels will be available: the lightly equipped, fleet sweetheart LE and the loaded XLE.
What’s changed inside
Since the 2012 Camry has been thoroughly reworked, the hybrid model benefits from an interior redesign that is most welcome. The cheap-looking, ill-fitting plastic dash components have been replaced by a tasteful new appearance with an assembly quality that is beyond reproach.
The dash gets a soft-touch surface with a stitched crease that runs over the instrument panel and above the glove box, while the centre stack is finished with subtle chrome and silver-painted trim. In typical Toyota fashion, the switchgear is straightforward and easy to use while driving.
Interior space has increased despite the outer dimensions of the car remaining virtually the same; the front seats have been moved forward slightly and the rear bench has been pushed back for a 15mm increase in legroom for backseat occupants. In order to further maximize passenger space, the headliner and the B-pillars are thinner, while the door panels and the front seatbacks are sculpted.
Comfort is also up thanks to new seats with higher backrests and longer cushions, although the front passenger seat could be mounted a little lower. Alas, the Camry Hybrid still gets a mail-slot-size trunk pass-through when the rear seatback is folded down. On the other hand, Toyota repackaged the battery pack which results in a trunk volume of 370 litres – up from 300 in the outgoing model – a 23% improvement.
What’s changed under the hood
The 2.4-litre gas engine has been replaced by a 2.5L unit that still runs on an Atkinson cycle; both power (156 hp vs. 147) and torque (156 lb.-ft vs. 138) are up. The electric motor is unchanged, as is the Nickel-Metal Hydride (Ni-MH) battery pack; combined power now stands at 200 horsepower, up from 187.
During our very brief drive of a U.S.-spec, preproduction car, we didn’t notice a substantial improvement in performance, but a continuously variable transmission usually provides the sensation that you’re accelerating more slowly than you actually are. One thing’s for sure, it’s slightly quicker than the regular 4-cylinder Camry – not that it really matters.
What does matter is that the car is more pleasant to drive. Toyota quickened the Camry’s steering ratio, which greatly improves the car’s feel and dynamic. Make no mistake here, it’s still a Camry. However, now it offers a bit more, much needed character. Sound-deadening measures make the cockpit quieter, and the four disc brakes are slightly larger in diameter for additional stopping power.
The 2012 Camry Hybrid now comes with an EV Drive mode button à la Prius. Pushing that button allows the car to drive up to 40 km/h under electric power alone for a distance up to about 2.5 km. That’s about the same as what we could achieve in the previous-gen model; the difference is that the EV Drive makes it easier to accomplish.
The most important data about a hybrid is obviously fuel economy. The new car benefits from reduced mechanical losses, low rolling-resistance tires with higher pressure, a slightly improved aerodynamic drag coefficient and – most noticeable – a curb weight reduction of 200lbs or 90kg.
The Camry Hybrid LE boasts ratings of 4.5L/100km city and 4.9L/100km highway, while the XLE’s ratings are a smidgen higher at 4.7 and 5.1 respectively. The combined numbers of the Camry Hybrid beat out those of the Ford Fusion Hybrid, the Hyundai Sonata Hybrid and the Kia Optima Hybrid, reclaiming its fuel economy championship belt.
Will it be priced right?
We don’t know yet, as Toyota Canada hasn’t yet announced the MSRPs for the hybrid models. The conventional 2012 Camry LE starts at $23,700; in comparison, the Hybrid LE gets a more basic stereo, but adds an intelligent key system and dual-zone climate control. Our guess is it will start at around $27,500.
The Hybrid XLE piles on a sound system upgrade, Bluetooth connectivity, a power driver’s seat, leather-wrapped wheel and shift knob, 17” alloy wheels, fog lamps, as well as optional leather/simulated suede upholstery, heated front seats, a power sunroof, and navigation. We expect this version to start at around $29,500.
The 2012 Camry Hybrid isn’t a revolution in the realm of gas-electric vehicles, however, there are many improvements here that makes it a serious threat to the Fusion, the Sonata and the Optima including marginally better fuel economy. And it should cost less than all three of them. The Camry Hybrid is scheduled to arrive in showrooms in November.
