Toyota Camry 1990 News

Japanese giant Toyota has overtaken Holden as Australia’s biggest exporter of cars, eclipsing the 1 million milestone in less than half the time it took Holden to export 900,000 vehicles. Toyota Australia this month exported its one-millionth vehicle to the Middle East, with a peak of 97,000 cars shipped in 2008. Toyota has been shipping the Melbourne-made Camry to the region since 1996 but has been exporting cars from Australia since 1986. Export numbers will likely become a key focus for the car industry as Holden prepares to negotiate for further assistance with the new Federal Government. Prime Minister Tony Abbott and Federal Industry Minister Ian Macfarlane have said Holden must export in “significant” numbers if it wants to continue to receive a high level of taxpayer support. Exports are now seen as crucial to the survival of the car manufacturing industry given that there is not a single vehicle on sale in Australia today -- imported or produced locally -- that can sell in high enough numbers domestically to meet the minimum output required to make a local factory viable. Ford Australia has announced it will shut its Australian manufacturing operations in October 2016 because it cannot sell enough cars locally and its export potential is limited. Toyota Australia exports 70 per cent of its production, about 70,000 cars each year, from its facility in Altona. Last year Holden exported just 14,500 cars of the 84,000 cars produced locally, or 17 per cent. Toyota would not respond to claims that it loses about $2500 on every car it exports -- and makes up for the losses on its profitable imported cars. But Toyota’s profitability on exports is understood to have improved given the recent modest weakening of the Australian dollar as well as cost savings in the production process. Holden will revive exports of the Commodore to North America this month, with the car due to go on sale there as a Chevrolet by the end of this year. It will join the Caprice luxury sedan which has been sold as a police car in North America for the past two years. However, a North American General Motors executive last month revealed that the company expected to sell only about 2000 Holden Commodore ‘Chevrolets’ each year, dashing any hopes of a return to Holden’s export peak of 60,500 cars in 2005. “Exports play a vital part in our balanced business model and we will do everything we can to continue to support our export customers,” said a media statement from Toyota Australia Executive Vice President and Chief Operating Officer Dave Buttner. Toyota says it exported 72,899 Camry and Aurion sedans last year and, of those, approximately 97 per cent were sent to the six Gulf Cooperation Council countries, including Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the United Arab Emirates. In addition to the Middle East, Toyota Australia also exports vehicles to New Zealand and the South Pacific Islands. Toyota Australia reached one million exports to all of its overseas markets in August 2012, a first for a local manufacturer. But September 2013 marks the first time it has exported more than 1 million cars to one region. Meanwhile, Toyota has overtaken Holden on Australian roads too. After 10 years in a row as the top seller, there are now more than 2.6 million Toyotas registered in Australia compared with 2.03 million Holdens and 1.55 million Fords. The number of Toyotas on Australian roads has increased by 13.6 per cent since 2008 while the number of Holdens has declined by 2.5 per cent and the number of Fords has dropped by 13.3 per cent over the same period, according to figures from the Australian Bureau of Statistics Census published in July 2013. This reporter is on Twitter: @JoshuaDowling Shaping up and shipping out: Australia’s car exports Toyota: 1,030,000 from 1986 to September 2013. Biggest export year: In 2008 Toyota exported 97,153 cars, primarily to the Middle East. Holden: 907,000 from 1954 to 2012.  Biggest export year: In 2005 Holden exported 60,500 cars to the US and the Middle East. Ford: 500,000 from 1962 to August 2013 (estimate based on 57,700 exports from 2003 to 2013). Biggest export year: In 1991 Ford exported 30,000 Capris to the US. Mitsubishi: 162,000 from 1980 to 2008. Biggest export year: In 2002 Mitsubishi exported 25,000 sedans to the US and Canada.  

The new ES is moving up and away from its one-time twin, finally earning a dedicated development program intended to make it a real Lexus and not just a Camry with a posh badge. The ES hits Australia before the end of the year with a two-poweplant plan that includes a hybrid for the first time, and big promises about improvements in every area. "The decision to develop ES on a different platform came about in the initial development stage, when I drove the previous generations and spoke to potential customers about the things they liked and disliked about ES," the car's chief engineer, Toshio Asahi, reveals to Carsguide from Japan. "At that early stage of development it became clear that space, refinement and comfort were the priority. But I also knew that dynamic performance needed some attention. To achieve this we engineered a new longer, wider, lower and more-rigid platform - then designed the suspension systems from this solid base." It's a very different approach to the earlier ES models, which were set as price leaders in Australia. Just over 7000 cars were sold here before the ES was withdrawn in 2006, with 2800 still in known active service. But the car was very similar to the Jaguar X-Type - a re-badged and re-bodied Ford Mondeo - with a loyal group of older owners but few converts. Lexus Australia lobbied hard to ensure it gets the new ES, driving the right-hand drive program, and also a petrol starter car that's more suitable for luxury buyers than the hybrid CT200h or sporty IS. That points to a price point beyond either the CT or IS, most likely starting beyond $60,000. "ES will target a very different customer . . . in that ES customers prioritise space, comfort and quietness over driving dynamics," says Asahi. He says a lot of work went into the new ES, just as Lexus has reinvented both the mid-sized GS and compact IS over the past three years to give them more impact and driving enjoyment. "As for the exterior design . . . it leverages L-finesse design with spindle grille that delivers a resolute look that is distinctive, sporty and elegance. For its interior, ES aims to achieve advanced design incorporating Lexus Remote Touch, while also offering many luxury accents such as wood grain ornaments and leather seats." "As for driving dynamics, we focused on the improvement of driving comfort, straight-running stability at high speed, while further improving ES’ high levels of quietness." He says the showroom position of the ES is unchanged despite the improved chassis, with the emphasis on luxury. "When ES was first launched it was called the compact LS, offering many of the features and traits of our flagship vehicle in a smaller body – today that is no different," Asahi says. "Even though it is an entry luxury sedan . . . interior space is comparable to S Class and ride comfort and NVH are key selling points for this vehicle." News from Japan on the ES comes as Lexus Australia confirms three new models, with the ES 300h and ES 350 opening the action in late 2013, ahead of the GS 300h hybrid in early 2014. “The return of ES to Australia is a direct result of continued customer demand and we are pleased to have secured not one but two options for them while simultaneously expanding our innovative hybrid vehicle portfolio," says the chief executive of Lexus Australia, Sean Hanley. This reporter is on Twitter: @paulwardgover  

And it has its eyes on the Middle East sales as well as middle Australia. Toyota Australia has renewed its long-term commitment to local manufacturing with the car and is already talking about the successors that will take the company beyond 2016 with its engine and assembly factories in Melbourne. Its short-term objective is to get production at its Altona factory back to its 126,000 record as output this year slumps to just over 100,00 cars, as well as lifting exports from 82,670 in 2010 to the 101,668 in 2008. Exports are key, although the Camry is also priced from an unchanged $30,490 for local buyers with the promise of major improvements to fuel economy, quality and driving enjoyment. "With this new product ... we have every confidence our exports will pick up," the executive vice-president of Toyota Australia, Dave Buttner, said. "It's the best car we've ever developed in Australia. "We've invested heavily in tooling, equipment and manufacturing facilities." Australia is one of only five countries that builds the Camry and, for the first time, production of the seventh-generation model is on the same timetable as the rest of the world. Buttner said it's a sign of Toyota's commitment to its local manufacturing operation, which employs 3200 people and is the subject of a $300 million investment in a new engine factory that opens next year. "We are totally committed for the long haul. That's an absolute statement of fact. We want to stay as a local manufacturer and believe it is important to our volume and share," he said. Toyota is on course for its eighth year as Australia's number one and the Camry is heading for its 18th year as the top selling medium car.

The upcoming Camry hybrid is an obvious prospect for overseas sales, with New Zealand already committed, but the real key for Australia is everything from car parts to engineering brains and design skills. Toyota believes local brainpower could help fuel its growth in the Asian region over the next 10 years with many emerging economies linked through a re-organisation that puts Australia into the same region as China and India.  "Australia is very much in a strategic position for this growth belt for automotive," said Yukitoshi Funo, one of only five executive vice- presidents of global Toyota, during a flying visit to celebrate production of the first petrol-electric Camry at Altona in Melbourne. "Australia is very much strategically well positioned in terms of taking advantage of this growth belt. That is China, Asia, India, the Middle East and even Africa. Australia is not an amateur, if you like, in terms of doing exports for other destinations."  But Funo stopped well short of pushing for more Camry exports and said Toyota Australia had other possibilities which would also be open to other local companies, including component makers, in coming years. "How to integrate this automotive industry with those Asian neighbours is the key question. What is the advantage, what is the weakness, what is the area that should learn more? These are the issues that the Australian automotive industry should address," he said, before focussing on Toyota Australia. "We have to look at Camry, we have to look at other models, we have to look at components, we have to look at components in components. Like, for example, to reduce the Yen component.  "Of course, there are other areas. Like we have engineering units here. They could do organise a closer relationship with sister organisations located in Bangkok." This would be a similar approach to the one which has worked successfully for both GM Holden and Ford in Australia.  Ford has done a number of regional development programs, including two small cars for India and a pick-up for Asia, while Holden engineered and developed the Chevrolet Camaro which is now built in North America. Toyota Style Australia, run under the direction of Paul Beranger, is already linked into Toyota's global design process and the company makes extensive use of proving ground facilities at Anglesee near Melbourne.  Toyota is hopeful that its exports to the Middle East will rebound in 2010 after a major slump this year which has cut output at Altona from a peak of 148,000 to around 110,000 cars. But, with just 10,000 hybrid Camrys on the books for next year, it is unlikely to be more than a trickle feed to any customers outside the country until at least 2011.  Funo also outlined a program to try and make Australia the first 'currency free' operation inside Toyota, removing the peaks and troughs of exchange rate fluctuations that make it so tough to do business as both the country's biggest automotive importer and exporter. "This company exports many, many cars to other destinations like the Middle East. But at the same time we import many.  "I think if we apply a little bit more aggressive effort in terms of the exports, or reducing the currency, or something like that, from Japan to a weaker currency. By doing that we can maybe make Australia the first currency-free operation in the world for Toyota." "We can expect some counter-measures ... if you want to call it that, with development of small cars and suchlike."

GM Holden is less than two months from an economy-based update of its VE Commodore, Ford is promising a four-cylinder Falcon and more in 2010, and Toyota has just slashed the consumption of its family focussed Camry. The four-cylinder Toyota now tips the bowsers at an official rating of 8.8L/100km, trumping the best Commodore at 10.6 and the most efficient of the Falcons, the six-speed automatic XT build after April, at 9.9. But Holden is promising a double-digit improvement to its economy when the updated VE hits the road, probably in early September, while Toyota will only hold the line at 9.9 when it does a similar update job to the Camry on its V6 Aurion in September. "Fuel economy is an important issue for consumers. It's important that we remain competitive," says Toyota's head of sales and marketing, Dave Buttner. "There is no denying there have been improvements by some of our competitors. We are focussed on our customer's needs." That focus is reflected in a facelift which gives the Camry a slight visual lift and a significant value hike. Toyota says all models now come with six airbags and Bluetooth phone connection, while the Ateva and Grande get a rear parking camera. The Grande also keyless entry and starting, reversing sonar and an upgraded sound system. The bottom line is also sharper, with a $1200 price cut on the Atevo and Sportivo. "We've got improve value. So we're excited about the facelift," Buttner says. Camry sales are averaging around 1500 a month, down from previous years, but Buttner says the car is still holding its share of the medium class and he expects a significant boost through the back end of the year.  

Senior executives at Toyota Motor Corporation say a Camry hybrid is looking more and more likely, with one pointing to a production plan within the lifespan of the current car — which means within three years. Australia will still have to beat opposition from Thailand, which is becoming an Asian production hub for Camry, and worries at TMC about future support from the Federal Government and the current strength of the Australian dollar. But Tokuichi Uranishi, the executive vice-president of Toyota Motor Corporation, says the signs are good. Speaking at the Tokyo Motor Show, he predicted a decision within a short timeframe, possibly within a year, as his company aims for an early start to local production of the Camry hybrid. “I am thinking about the possiblity to introduce the hybrid version, even on the current model. It depends on the government,” Uranishi says. “The basic arrangements should be suitable for that type of production.” The Camry hybrid was originally aimed at the US, where Toyota is doing very well with its Prius, but there is growing demand from other countries including Australia and in the Middle East. The company is now looking at other production locations and management at Toyota Australia has been pushing for local assembly since the car was first revealed in the United States. “The Camry hybrid will be our main hybrid system, so production in Australia is very likely,” the TMC executive in charge of research and development, Kazuo Okamoto, says. “Hybrid system is a very delicate system. We are narrowing down the list of candidate countries for production and I think in a little while we will be able to increase volume so we will be able then to disperse production in several countries.” He steers clear of the politics of the move and, unlike Uranishi, is not convinced the green machine will be ready for production by 2010. “Probably not within the lifetime of this current model. Maybe the next generation model, by that time for sure,” Okamoto says. “It depends on which components we will be using from Australia and which will come from Japan. We have to make that decision.”

More than 2700 new generation Camrys were sold in August against 2600 buyers for the VE Commodore, with both up against an increasing preference for smaller cars. Including the old model Commodore, total sales for the nameplate fell just short of 5000 units, allowing it to snatch back No.1 spot from the Corolla, which has enjoyed two months at the top. However, this year's trends were reinforced last month with demand for light city cars now up 23 per cent while large cars have slumped 23 per cent, according to official figures from the Federal Chamber of Automotive Industries released yesterday. Light cars accounted for 13 per cent of the August vehicle market, up from 9.5 per cent a year ago. Meanwhile, large cars now comprise just 14 per cent of vehicle sales this year, down from 17.5 per cent. Toyota's Yaris dominates the light car segment and it helped the Japanese giant stretch its sales lead over Holden to nearly 43,000 vehicles year-to-date. Despite the small car boom, overall vehicle sales continue to run behind last year's record result, widening slightly in August to be 3.4 per cent down on 2005. However, the FCAI has stuck to its forecast of 980,000 sales for the full year. "After four years of record growth the FCAI had been forecasting a slight decline of total sales in 2006 and the downturn is only a little greater than our initial prediction," said FCAI chief executive Peter Sturrock. He said August was notable for the strong debuts of the two new locally manufactured models. "The enthusiastic reception for the Holden Commodore and Toyota Camry is a great encouragement to the local automotive industry," he said. Holden spokesman Jason Laird said early buyers were opting for luxury and performance versions of the VE Commodore, but trends had yet to emerge. "It's a promising start but too early to be drawing any sort of conclusion," he said. "Dealers are filling their inventories and we're getting close to our production rate of 620 a day." Toyota Australia's senior executive director of sales and marketing David Buttner said the new Camry had been eagerly anticipated by private and fleet customers. "It's notable that Toyota's record sales total was achieved without any significant sales contribution from Camry V6, which is being phased out in preparation for the new Aurion," he said, referring to the six-cylinder Camry variant due later this year. Other locally built large cars had a tough time last month. The Mitsubishi 380 increased sales marginally over its dismal July result but still found only 1069 buyers. The company revised down its sales forecast to 1500 a month when it cut the price in April. Overall Mitsubishi sales are now down 11 per cent for the year, with declines for all models except the Lancer and Triton ute. The Ford Falcon recorded 3700 sales, down from 5800 last August and it is now running 20 per cent behind its 2005 sales rate. Ford's Territory SUV, with 1600 buyers last month, is down more than 18 per cent on last year. Ford found some consolation in a 77 per cent increase in demand for its small Focus, which overhauled the Territory to become its second most popular model in August with nearly 1700 sales. Mazda remains the leading importer in fourth spot on the sales chart, despite a 4.5 per cent dip this year. Honda has climbed to fifth, edging out Mitsubishi by 500 units. Its 12.5 per cent year-to-date sales increase makes it the best performing brand in the top 10. Volkswagen, with 37 per cent sales growth for the year, could overhaul tenth-placed Kia if the Korean importer fails to turn around its current slump. Other strong performers include Chrysler, up 73.6 per cent, Saab (+43.5 per cent), Volvo (+36.5), Peugeot (+25.2), Lexus (+24.5) and Suzuki (+24.4).

ITS styling and performance won't set the world alight, but it's hard to knock the Toyota Camry's quality and reliability. It's not a car for enthusiasts but perfect for those who want a car that gets the job done with a minimum of fuss. The Camry has been around since the 1980s and has built a solid reputation for reliability. Over the years it has evolved into a larger family car more in the traditional Australian style, though it has lost none of the qualities that made it so popular. MODEL WATCH THE fourth-generation Camry, which arrived in 1997, was more refined and attractive than earlier models. It was still conservative, but had cleaner contemporary lines that gave it a much sleeker look. It wasn't quite as big as the Holden or Ford, but straddled the divide between medium and large cars. It could seat four in comfort but five was a squeeze. Like the exterior, the interior was fairly bland but functional. It was well laid out and well built with quality plastics, trim and fittings that gave it a feeling of substance. The seats were fairly flat, not the sporty sort that wrap around you, and were covered in rather utilitarian, hard-wearing cloth. There was a good-sized boot with a relatively low loading lip for easy access, and the rear seat could be split and folded to accommodate larger or longer objects. The Camry differed from the Commodore and Falcon in being front-wheel-drive. It was a tough proposition for Toyota to sell front-wheel drive when its rivals had established a strong position in the large segment with rear-wheel-drive models. There is no question that a rear-wheel-drive car with the weight over the drive wheels is better for towing. As a result the Camry's towing capacity -- 1100-1200kg -- is lower than its main rivals. The model range was extensive so there was one to suit just about everyone. The double overhead camshaft, 16-valve, 2.2-litre four-cylinder engine with 94kW at 5200 revs and 187Nm at 4400 revs was a competent performer. But its real strength was its fuel economy, which was between 9.5 and 11.0 litres/100km. For more performance there was the all-alloy quad-cam 3.0-litre V6, which gave the Camry plenty of zip. The V6 was also superbly smooth and a joy to drive. Not surprisingly the fuel consumption was higher, but not as high as might be expected. Generally it came in at 10.0 to 12.0 litres/100km. Most were sold with a four-speed automatic transmission, but there was also a five-speed manual. The range began with the four-cylinder CSi sedan and wagon which were fairly basic with carpets, central locking and four-speaker sound. Next was the Conquest with front power windows, anti-skid brakes, dual airbags and cruise. It came in both four and V6 forms. The top four-cylinder was the CSX with auto airconditioning, velour trim, six-speaker sound and power windows front and rear. The top V6 was the Touring, which had uprated suspension and a power antenna. ON THE LOT PAY $7000-$11,000 for a four-cylinder CSi sedan. Add $800 for a similar wagon. To step up to a CSX you'll need to pay $8000-$13,000. Add $700 for the wagon. For a V6 CSi you have to spend $8000-$12,000. Add $800 for the wagon. Move up to a better-equipped Conquest for an extra $800. The range-topping Touring costs $12,000-$15,000. IN THE SHOP THE Camry is well built and reliable but still needs proper servicing to ensure it stays that way. Ask for a service record that can be verified. Walk away if it's not produced. The popularity of the Camry means there are plenty to choose from, so spend the time to find a good one. The coolant needs to be changed annually to prevent internal corrosion requiring expensive repairs. It's also important to change the cam timing belt every 150,000km. The transmission holds up well, but make sure you can select gears smoothly on manual transmissions, and ensure the auto changes gears smoothly and without hesitation. CRUNCH TIME THE Camry generally shows up well in crash surveys. Its well-designed and strong body gives good basic crash protection. Some models have dual airbags and anti-skid brakes, but check for them because they weren't standard across the range. THE BOTTOM LINE BLAND, but a solid, well-built car that is perfect family transport.