2007 Toyota Camry Review

Specifications

Achieving Entry-Level Midsize Perfection?

Recently, ahead of a beautifully clear, albeit cold day in the nations capital, I woke up to the prospect of being one of the first journalists to test North Americas number one selling midsize car. What a daunting prospect. Not that the new 2007 Camry is the worlds fastest, best handling or all-empowering super-sedan, or anything so intimidating, but the very fact that more of North Americas new car shoppers will hang on my assessment than is normally the case makes me consider each word with weighty reverence. Of course, theres a justifiable argument that implies fewer prospective Camry buyers will read my words than those investigating Hyundais impressive new Sonata or Mitsubishis comparatively invisible Galant, being that Camry owners, a group that continually buys into a brand that enjoys six new customers for every one it loses, according to a J.D. Power and Associates customer retention study done last year, dont tend to look anywhere else before trading up to the new and improved version. So, for the few that bother reading about North Americas most popular sedan, youre in for a treat.

Its ruddy-well near perfect! Yes, its even good looking, something I havent been able to say about a Camry, well, since never. The new 2007 Camry is assured, confident and dare I say bold (as overused as that word is) from the front end rearward. Its grille is thoroughly unique, true to Toyotas “Vibrant Clarity” design language; whatever that means. I especially like the saber-like headlamps; pointed to a razor-sharp edge at their lowest, most inward extremities, and almost vertical in presence thanks to how quickly they dive from high on the fenders to the bottom portion of the bumper, flanking the V-shaped sculpting pulled inward from the hood and gathered around the grille.

From its side-view that grille appears almost 300C-like, only because it stands almost completely upright due to a “bump” at centre that carries the stylized “T” crest. Looking backward, the remainder of the car is more aggressively raked than any previous Camry, or at least the optical illusion brought about by those low-slung front fenders and sloped shoulder lines make it appear so. And like the 1997 through 2001 design, one of the nicest in the cars prior five generations, the taillights are thin, horizontal and wrap around the rear fenders to form integral elements of the Camrys side-view styling.

They look even better from behind, mirroring the headlamp clusters as they point downward at center, not totally unlike the rear lights on Lexus new IS 350. The rear valance integrates one right-side chrome-tipped tailpipe if in four-cylinder trim, or twin pipes at each corner if a V6 is strapped to the opposite end, finishing off a rear styling statement that is not only a great deal more enticing than any previous Camry, but is arguable more stylish than anything currently on the road, except Hyundais new Sonata.

The Sonata, as much as I am impressed with fit and finish and value for money, completely pales in comparison as soon as you step inside, which makes sense considering the price premium needed to move up to Camry interior quality. Truly, from a design standpoint to the materials used, its almost in a different class. I suppose, factoring in that this new Camry will also be represented as a Lexus, being the basis for the new ES 350, its interior is forced to be rise up to premium expectations, and after leaving the current ES 330 behind in design and layout, at least, the Camry trumps everything currently being sold in this class, other than VWs new Passat; which, next to the Camry, should only be compared to Audis, BMWs and Lexi.

What is it exactly that sets the Camry apart from its competition? Still only focusing on interior design and execution, everything. From the perfectly sorted steering wheel with its array of ancillary switchgear framing a gauge package that houses stylish Optitron dials, to a center stack, elegant in its overall tapered form and finished in realistic metal surfacing plus ultra-cool green glass-like plastic, the Camry, also much roomier than in previous iterations, is worlds apart. When “environmentally friendly” simulated wood accents are added throughout the XLEs cabin, that are so well done that I had trouble figuring out if they were real or not, I start wondering why theres any need to upgrade to a premium brand. I suppose there are always details such as the specific grain of plastic or leather used, but unless placed side-by-side Id find it difficult to fault the top-line Camry in this area, as everything looks and feels very upscale.

Even the seats, which are often used as a true litmus test for weighing entry-level status from premium, are superbly crafted, offering generous support and decent side bolstering, necessary when taking the new Camry through the corners. Yes, it handles, not surprising to those who, like me, have already waxed poetic about the Avalons merits. The new Av was the first to ride on Toyotas new midsize, front-drive architecture, and while its ride quality is firmer than any previous flagship Toyota sedan, it rewards with an uncanny stability mid-corner than ever before. The same holds true for Camry, which now, even in non-SE trim, SE being the sportiest of Camrys, is an enthusiastic performer.

At the launch Toyota took us on a journey that included some spirited curvy sections, interspersed between long stretches of highway travel. Of course, most current Camry owners will be happier to hear that their updated ride is adept at overcoming highway expansion joints, uneven pavement and otherwise discomforting road surface irregularities, much ado to its longer wheelbase and up-rated suspension components, although there will be some in the crowd that will be elated to hear of its composure when that highway tightens up and begins to wind. The Camry is by no means a sports car, but in SE trim comes close to sport sedan status. It really takes to the turns well, transitioning from one corner to the next with confidence and transmits a decent amount of feedback through its electro-mechanic rack-and-pinion steering system, an ability which bodes well for any accident avoidance measures its ever asked to perform.

The first and most likely of such avoidance measures it will need to execute will be braking, and thanks to discs at all for wheels and standard antilock with electronic brake force distribution. Even before testing for at-the-limit stopping power and control, which it executed without distress, the Camrys brakes displayed a nice progressive nature, smooth on and smooth off, as if they were on a mission to teach drivers how important being smooth is to maintaining overall speed.

Also on such a mission is the Camrys velvety six-speed transmission, among the bonuses achieved if opting for the six-cylinder upgrade. Featuring manual mode, an effective system which I only used for testing purposes, the six-speeds transition through each forward gear is almost CVT-like if only moderate pressure is applied to the throttle. Adding power allows for a more noticeable gear change, suitable to a more assertive driving style.

A significant part of that assertiveness comes directly from under the Camrys hood.
The said 3.5-liter V6 is much more potent than the old 3.3-liter unit, now pushing 268 horsepower and 248 lb-ft of torque through the front wheels, aided by dual overhead cams and four-valves per cylinder, as well as Toyotas VVT-i (Variable Valve Timing with intelligence) technology. While delectably smooth, the 3.5 is a tremendous performer when called upon, necessitating the inclusion of standard traction control to keep the front wheels from breaking traction every time the drivers right foot gets over-exuberant. Toyotas very effective Vehicle Stability Control (VSC), standard with V6-powered SE and XLE trim levels and optional with the LE V6, seems less overbearing when tackling turns, although still ready and waiting to intervene when the tires lose traction and the Camry begins to sway wayward.

I also drove the 158 horsepower four-cylinder Camry, but only in five-speed manual SE trim. So equipped its quite sporty, not only to drive but also to look at. The shift lever features a leather- and metal-clad knob, ideal for rowing through the gears, and when doing so resulted in fairly quick acceleration and rewarding fuel economy; the latter government rated at 24 mpg in the city and 34 mpg on the highway. A five-speed automatic equipped four-cylinder Camry only saps slightly more fuel from the tank at  23 mpg in the city and 33 mpg on the highway, while the V6 is still impressive at 22 and 31 mpg respectively. Of course, in real world conditions you shouldnt expect to achieve such stingy fuel consumption, but everything is relative. Compared to other vehicles in the field, the Camrys miserly operational requirements are surprising to say the least.

As far as features go, the list is long and complete. Even the base CE comes equipped with a decent array of standard goodies, even at $18,270. Included are halogen headlamps, a decent sounding 6-speaker AM/FM/CD audio system with MP3 and WMA compatibility, plus a jack for iPods or other MP3 players, a tilt/telescopic steering wheel, an engine immobilizer, seven airbags, ABS-enhanced four-wheel discs with EBD and brake assist. Whats more, its overall finish is still more or less just as nice as the slightly more upscale LE. The $19,450 LE includes more, including air conditioning with cabin air filtration, a height adjustable drivers seat, as well as power windows and door locks, keyless entry, cruise control, and dual remote heated power mirrors. Add a V6 and the price jumps to $23,040 - a small price to pay for all that power and the benefits of a six-speed manual-mode automatic.

The SE, at $20,790 for a four-cylinder five-speed model, $21,790 for a four-cylinder automatic and $24,315 for an SE V6, adds sporty aerodynamic upgrades to the exterior plus matte-black exterior trim details including a unique honeycomb-style grille insert, smoked-tint halogen headlamps, 17-inch alloy wheels - very nice. The perforated leather seats, amber-colored optitron gauges and aforementioned leather/metal shift knob are nice additions too, wrapping up a package that transforms the Camrys look entirely. More importantly to some, will be the firmer springs, antiroll bars, shocks and bushings, plus a 0.4-inch drop in ride height than other Camrys, for a sportier feel.

The top-line XLE, which starts at $24,425 with a four-cylinder and $27,520 with the V6, is hardly bargain basement entry-level stuff, but when you get inside youll understand, as I did, why it deserves such a significant price premium. Its optional Smart entry system, requiring no need to pull out the key or even touch the remote to enter, or for that matter to start up the ignition, a process that needs only a quick press of the dash-mounted button to execute, makes the upgrade worthwhile, but only because the eight-way power drivers seat is so comfortable, reclining rear seats so nice for passengers, dual climate control so accommodating, and wood grain trim so rich. Other XLE features include a 440-watt JBL audio system with Bluetooth hands-free capability, a moonroof, and fog lamps. Four-cylinder versions get a unique seat fabric “designed to be gentle on the skin”, while V6 XLEs feature leather-trimmed seats as standard equipment. A fully-loaded $30,820 Camry adds a 440-watt JBL audio system, a navigation system and the aforementioned Smart Key system, but the price climbs into Lexus territory; although not Lexus territory with equivalent features.

At the end of my daylong test, Im resolved that this new Camry is by far the best vehicle available in the midsize class. Normally Im hesitant to make such a claim, being that there are many competitors that perform similarly, at least on paper, and offer a features list that looks much the same, but the Camry is superior when comparing most criteria, especially interior design and execution, and for once even bests the majority when it comes to styling. Hyundais Sonata, Kias new Optima, and to some extent Fords Fusion, remain the value leaders, at least before resale/residual values are brought into question, with the Chrysler/Dodge 300C/Charger R/T duo by far the performance leaders; Mazdas 6 and Mitsubishis Galant also impressive as far as handling goes. But you cant go wrong if a Camry ends up in your garage. Youll never have a problem reselling it, and if properly maintained will get top-dollar for a well-equipped version.

Yes, its one of those no-brainer decisions, although now the right half of the brain wont be arguing with the left half, as style and performance is now part of the reliable, responsible Camry equation.