Toyota Camry 2012 News

Toyota Australia will get a $30 million Federal funding boost to go towards production of a new Camry to be introduced in 2015. It means the jobs of 2500 factory workers at Toyota’s car assembly line and engine factories in Altona will likely remain secure until 2017 -- one year after Ford closes its nearby Victorian manufacturing facilities. The Rudd Government is expected to make the announcement this week. Representatives from Toyota and the Federal Government are yet to confirm the deal. Contrary to earlier misguided speculation the funding is not to add a third model to Toyota’s Altona factory. Those plans have been put on indefinite hold because of the uncertain future of local car manufacturing. News Corp understands the extra funding is required because the Camry is due to get a significant update mid-way through its six-year lifecycle. Customarily, only minor changes are made in the middle of a car’s production life but the Camry has not been selling as well as expected in North America and Toyota has taken the unusual step of approving a complete redesign. The locally-made Camry is selling well in Australia and its primary export market, the Middle East. However, had Toyota Australia not adopted the new look it would have diminished its export potential because it would, in effect, be continuing with an old model. Of the three local car manufacturers Toyota Australia receives the least amount of Federal funding and yet employs the most factory workers and builds and exports the most cars by a significant margin. It received $63 million in Federal funds to go towards the $330 million engine factory that was upgraded last year to be compatible with new hybrid technology -- but received no money towards the building of the current generation Camry, released 18 months ago. Toyota Australia sacked 350 factory workers last year with forced redundancies but hired an extra 168 workers in April on short-term contract so it could match an increase in demand for the Camry in the Middle East. Toyota exports more than 70 per cent of the cars it makes locally. However, it loses an estimated $2500 on every car it ships because of the strength of the Australian dollar. Toyota Australia balances the books because sales of its imported vehicles are highly profitable. Toyota’s new funding deal is in addition to a $200 million emergency package to be shared among Toyota, Holden and Ford to make up for the damage caused by changes to Fringe Benefits Tax rules last month. Initial industry forecasts show the FBT will reduce demand for locally-made vehicles by 20 per cent over a full year. To try to combat that the Federal Government announced overnight it would change the rules of its vehicle purchasing policy to make more Australian-made vehicles eligible. The new “buy Australian” policy will only allow imported cars to be bought by government agencies in extreme exceptions. This reporter is on Twitter: @JoshuaDowling  

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  

The $19,990 bottom line for the upcoming Nissan Pulsar is exactly the same showroom sticker the car wore in 1996. If you think about inflation through that time - if you need a reminder, just take a look at the pump numbers rolling around the next time you're at the bowser - and all the extra equipment that now runs to standard aircon, electric windows and the rest, that's a mighty fine bottom line.But the same time hasn't been as kind to Australia's local carmakers. Ford, Holden and Toyota have all been badly hit by sagging demand for their local heroes, raising doubts about the same fatal flaws that forced Nissan and Mitsubishi to close their local operations.There have already been significant job losses during 2012, with Ford and Holden only committed to their production lines until the end of 2016 and Toyota also looking for a better business plan beyond the life of the current Aurion and Camry.There is a lot of backroom work going into cementing a future for the local makers and, even more importantly, the component makers who rely on them to provide the business foundations that keep thousands of people in jobs and new technology flowing into Australia. Holden chief Mike Devereux went public - again - with his concerns this week.It's easy to think that he's just rattling the begging bowl again and that the cash cow in Canberra has been milked dry by an industry that does not deserve to survive. Why should we be paying giant subsidies to an inefficient industry? But I know, after talking to Devereux's opposite numbers at Ford and Toyota, that his concerns are real. If these companies are going to remain in Australia for the long term, their parents in the USA and Japan expect co-investment cheques from the government.After all, do we really think that Thailand became the assembly line for Asia - with factories churning out Toyotas and Fords, Nissans and Hondas and Holdens - without significant government support? Devereux is calling for both sides of Federal politics to declare their policy for the motor industry so voters can consider their position ahead of next years election."I believe 2013 will be the year that Australian decides whether it wants an auto industry or not," Devereux says bluntly. "I just want to sell cars, I don't want to be part of the political debate in this country. "(But) I need to understand very clearly, in a forward looking sense, what each party's policy is on auto manufacturing. Are they committed to making things in this country?"All the numbers say that manufacturing cars makes no sense. But if we send Ford, Holden and Toyota packing by refusing to support their businesses, Australia looks more and more like nothing more than a giant hole in the ground that's only good for supplying raw materials to China. Where, incidentally, they're preparing the next wave of cheap imported cars for Australia. 

JIM Griffin's company makes car hinges and tie-down cleats in Reservoir. He sells them in China - despite a 67 per cent increase in the value of the dollar from the lows we saw in 2008.The car industry is one of our top export earners. The all-American Chevrolet Camaro was engineered in Melbourne - and so was the new Ford T6 Ranger pickup truck, sold in more countries than any other Ford vehicle.The car industry put this city on the global innovation map. In the last year on record, the auto industry was the single biggest customer for local tooling.It consumed $1.3 billion in locally manufactured iron and steel, $444 million in polymer products and $157 million in chemicals; along with $1.6 billion of professional, scientific and technical services. The car industry keeps more than 200,000 Australians in work. So imagine this country without it.It's not just the future of the Bathurst 1000 at stake. It's not just your right to drive a world-class Australian car - a right that we've enjoyed for more than six decades and that we still prize today. No less than four of the Top 10 selling cars in this country are locally made.No, take away the cars, and you take away any claims we have on the 21st century. Opinions will differ on the returns we can expect from the resources boom.But no one, however bullish, claims we can rely on it forever. It has pushed the dollar to levels that are crippling to trade-exposed industries - our automakers among them. They are still keeping alive the raw materials of our post-boom economy.The practical know-how. The advanced machinery. The university research programs. These are the bread-and-butter of any auto operation; but they generate jobs and opportunities in countless other ways.Take SMR Automotive, a company making rear-vision mirrors in Adelaide. They supply almost a third of the global market today. But because they know car mirrors, they also know high-precision medical devices. They know how to make whitegoods and lighting systems that cost less to run. They have the skills in optical engineering, in high-precision moulding and in polymer electronics to take the lead in all these fields.Companies like SMR are first and foremost automakers. They look to the three major vehicle producers in this country - Ford, GM Holden and Toyota - to provide the work that keeps people on the job, day in, day out. Those producers provide vital links to the global auto industry, still the great powerhouse of modern industrial progress.That's how Australians stay at the peak of the technology curve; and that's how our component makers break into the global production chains.I have little patience with commentators who insist on seeing this country as some kind of automotive backwater. Australia is one of only 13 nations with all the capabilities to take a car from the drawing board to the dealership - and we have sustained that position at a far lower per capita cost than most.Every Australian claims the benefits of the auto sector for less than $18 each. Every American is paying 14 times that sum. So this is not the moment to be slashing our support, as Mr Abbott would have us do. It is time to prove to the world that this country is ready to make cars for the 21st century.Electric cars are part of that future. But so too are lightweight composite parts. So are alternative fuels. So are intelligent design and clean manufacturing technology.Australia can undoubtedly compete on its strengths in these fields - which is why innovation has always been the heart and soul of our $5.4 billion New Car Plan for a Greener Future.That's how we secured the low-emission Holden Cruze, the hybrid Toyota Camry, the EcoBoost Falcon. That's how Australia produced the world's first carbon-fibre car wheel, as strong as steel and half the weight.That's why engineers, doctoral students and elite researchers are working together on a large proof-of-concept fully electric vehicle in Melbourne. That's how our auto envoys helped local firms win overseas contracts worth more than half a billion in the last financial year.I am not in the business of holding out false hope. There is undoubtedly a tough fight ahead for this industry, as the hard news from Toyota confirms. But let there be no mistake. This is a battle we are ready to fight.

It has slashed 350 jobs from the workforce at its factory at Altona in Melbourne as a result of falling demand for the Camry, most notably in the Middle East, that pegs production for 2012 at just 95,000 cars.That's a drop of more than 30 per cent in just four years, to an unsustainable level without cuts to the 3500-strong Victoria workforce."Toyota Australia is facing severe operating conditions resulting in unsustainable financial returns due to factors including the strong Australian currency, reduced cost competitiveness and volume decline, especially in export markets," says Max Yasuda, president of Toyota Australia.But Toyota is not alone on the crisis line. Falcon sales fell to less than 19,000 cars in 2011 and the total production at Broadmeadows - including Falcon ute and Territory - was only 45,000 vehicles, while the Commodore lost the top spot in Australian motoring last year and GM Holden is now relying on joint production of the Commodore and compact Cruze to keep its Adelaide factory spinning at profitable levels.Less than two weeks ago the spotlight was on Detroit with questions about the future of both Ford and Holden. The blue oval brand reacted first with a $103 cash injection and General Motors is promising news by the middle of the year on a production deal beyond the next Commodore, the VF that hits the road in 2014.Planning the future for Australian manufacturing is being done at the highest levels, with the Federal Minister for Industry, Senator Kim Carr, meeting Ford CEO Alan Mulally and GM honcho Dan AkersonThe major focus was development of a fresh co-investment strategy between the Federal government and the carmakers, taking advantage of the $3.4 billion fighting fund included in the Automotive Transformation Scheme as part of the motor industry plan that runs through to the end of the decade.Senator Carr was upbeat when he emerged from the talks, firstly to pledge his support of Holden and then to announce the new Ford deal which has been fast-tracked in less than six months. "We had very, very productive conversations. We are at the table," he says.But that was ahead of the Toyota job cut, which is also raising questions about the future viability of the hundreds of component companies that are tied to Ford, Holden and Toyota.“This is an industry that employs 46,000 skilled Australian workers directly and over 200,000 indirectly.  It is an industry that is the cornerstone of research and development activity in Australia and an industry that is one of our top export earners," says Carr.“The enormously competitive situation for automotive globally highlights more than ever the need to support our local automotive industry, to retain core capabilities and to provide skilled jobs so that the industry can rebound when economic conditions improve.“The mining boom won’t last for ever and we need to make sure that we have a core of key manufacturing industries with export potential – including automotive – to turn to when that happens."Break-Out: FundingThe troubles at Toyota have again raised questions about government support for carmaking in Australia.The three locals all get some form of support from Federal and State governments, with Ford Australia recently announcing a $103 million co-funded injection from Canberra and its parent company in Detroit.There has been talk in recent years that taxpayers are funding the industry at the rate of more than $1000 a person every year, but a new independent survey by the Sapere group shows the reality.The actual cost of government backing is $17.30 a year - a level that Sapere rates as the lowest among countries in the Organisation for Economic Co-operation and Development.The level of support in Britain is only $27.270 but it rises sharply from there, to $87.90 in Germany and $93.70 in Canada to $143.30.At the top end, government support in France is $143.30 per person and in the USA it's a whopping $257.40.Break-Out: OpinionThe troubles at Toyota reflect the latest change for Australian carmakers.The best model for success in the 1990s and early 2000s was to have a strong local sales base and then cream the top with an export program.It worked for Holden with the Pontiac G8 version of the Commodore, and Ford also looked for a time at building the Focus in Australia for exports through the Asia-Pacific region.Toyota did it best with the Camry and in its peak export year, it shipped more than 100,000 Camrys from Altona to the Middle East.But carmaking has contracted, the Australian dollar is far stronger, and the best model now is to export expertise - not cars - with work like Ford's T6 pickup program, Holden's design job for the Chevrolet Camaro, and even Toyota's inhouse design jobs.There is still a place for the local makers, but they have to be tightly integrated into a global plan that means more for Australia than just trying to crank out orphan cars for local buyers.

Holden lost the top spot its Commodore held for 15 years, Toyota's Camry still leads its class but is nearly 6000 sales behind 2010, and the numbers for the Ford Falcon are . . . well, dismal.Imported small cars are biting deeper and deeper into the homegrown heartland and no-one is better on a serious future for the Falcon and Commodore beyond 2018 - at the latest.But drill a bit deeper and the news is not necessarily as bad as it looks.Yes, Falcon only managed to find 18,741 new friends last year and that number is impossible to sustain. For a start, there will be no money for future development.But Falcon sedan numbers now have to be combined with the Territory SUV - which is really a new-age replacement for the Falcon wagon - and Falcon utes.When you combine the three, production from Broadmeadows rises to 39,411. That's still not brilliant, but it's not a disaster.And remember Ford was without its crucial LPG model for much of the year, and has is about to introduce its EcoBoost four-cylinder Falcon to win government and fleet sales."We're putting our money where our mouth is, and investing in the future of this product. I see that the glass is half full. I'm positive," the new sales and marketing director of Ford Australia, Brad Brownell, tells Carsguide.Across at Holden, the story is the same but different.Commodore numbers are down but GM Holden has already hedged its bets by diversifying into production of the compact Cruze in Adelaide.So its local production needs to combine the two - even though there is distortion with some Cruze imports - to get a true number.Doing that, as well as adding the ute, and Caprice numbers, Holden's total goes from 40,617 for Commodore sedan up to something beyond 85,000.Holden says it is committed to local manufacturing for the long haul and that looks true, with the Cruze set to eventually overtake Commodore as its local showroom headliner.And Toyota? Well, its factory at Altona is geared for 50 per cent export and the Middle East slide has been far worse than Australia through the global financial downturn.Through 2011 the Camry and Aurion were also into runout ahead of an all-new model. So the 2011 result of 28,084 cars will jump considerably through 2012 with full production of Camry, V6 Aurion and Camry hybrid, as well as increased exports.Would Toyota be spending $350 million on a new engine factory in Melbourne if it was not committed to local production? No, exactly.Things are still tough, and both Ford and Holden are fighting hard to justify any future investments to their head offices in Detroit, but  Federal Industry Minister Kim Carr says he is bullish and is in Motown this week for meetings with company chiefs during the Detroit motor show.So there is lots of uncertainty, and Ford is definitely leaning away from a unique Ford Falcon, but it's a long time yet until the fat lady sings.

Trying to make some sense of it all is tough, but here is my best shot - today.Australia's car sales are heading for only their fourth 1-million year in 2011, but local production - and therefore exports - is down to the lowest level since 1957.The general trend - like most of the world - is downsizing. Traditional Aussie six-cylinder family cars - Falcon and Commodore - have had 20-30 per cent sales falls through 2011, while demand for small cars is up by 20 per cent most months.This is re-shaping the motor industry, leading Holden to start local production of the Cruze alongside the Commodore in Adelaide and forcing Ford to engineer a four-cylinder engine into the Falcon for 2012.Biggest change through 2011 is the performance of Mazda, which is now consistently number 4 in Australia thanks to the sales of its compact Mazda3.But Hyundai and Kia are also making rapid gains and Volkswagen is now a top-10 brand for the first time in decades.On the dealer front, profitability is poor. They have only just recovered from the GFC but the strong Australian dollar and demand for smaller cars has slashed per-unit profits. Some small cars now only earn a dealer a $400 margin.But car companies are making solid returns, since there are only 3 local manufacturers now and the other 61 brands - including cars, trucks and commercials - are importers who are helped by the strength of the dollar in buying power from home office.The three local manufacturers - Holden, Ford and Toyota - are all going through major renewals.The all-new Camry will be out in November - with the Camry hybrid early in 2012 - after a delay because of strike action at Altona.Ford has updated the Territory this year, including a diesel engine, and it is selling strongly, while the Falcon has also lifted in recent months thanks to a new LPG system that taps into demand from fleets and taxis.The VE Commodore is being dress-up with value packs - like the latest Equipe - as well as a range of economy improvements including the upcoming dedicated LPG model. Its big move for 2011 was the local production of the Cruze hatch, which is now forecast to eventually overtake the Commodore as Holden's biggest seller.Cars and utes from Thailand have become the low-cost source for a range of Japanese brands, who have moved production offshore. So that means the Toyota HiLux, a range of Honda models, and the latest Ford Ranger and Mazda BT50 utes, all come from Thailand.That is good news for consumers who get more cost-effective products and it's also helped Japanese brand stay price competitive.Japanese brands dominate the Australian automotive landscape and nothing shows it better than Toyota's place at number one, with more than 20 per cent of all salesMazda, Mitsubishi, Subaru and Honda are also strong.But Japan is lagging against the Korean attack and needs to lift the game on quality and 'European' design and engineering as their products are now being matched by Kia and Hyundai on the quality front, and undercut on value and warranty.Japan was hit worst by the GFC, with brands winding back research and development, so Honda will suffer for at least the next 2 years, Suzuki has nothing new and important for 3 years, and even Toyota's product changes are slower than normal.Chinese brands are establishing a beach head in Australia thanks to prices that typically undercut an equivalent Japanese model by 30 per cent.Great Wall is doing best with its utes and a medium SUV, but Chery is struggling with an $11,990 car that is sub-standard - even against the Koreans - on quality, comfort and performance. Geely is the only other passenger car brand but only sold in WA as its cars do not quality for the Victorian safety legislation that mandates ESP in 2011.But - and it's a big one - the Chinese are learning fast and prepared to make big changes. Poor safety result in independent NCAP testing have led to safety improvements at Great Wall and Chery, and Chery changes the gearbox in the J1 model after a single poor road test by Carsguide. So the industry is still the biggest secondary manufacturing base in Australia and critical to the 'brain thrust' in the country going forward. Holden and Ford now both do global engineering work in Melbourne.

It's the bedrock of Toyota Australia's manufacturing plan downunder for at least the next five years and goes on sale in November following a global reveal - including Melbourne - this morning. The seventh-generation Camry is typical of every car that's worn the badge, with safe and conservative looks designed not to offend the buyers in more than 100 countries who will be driving it. It's a little edgier than the current Camry but the real improvements are promised in everything from cabin space and quietness to fuel economy and emissions. Biggest news for Australia is a new Camry model - the Atara, which means crown in Jewish and future in Japanese - with a bit more funk thanks to a twin-pipe exhaust and other improvements that were not discussed today. Also still private today are likely pricing, exact production numbers and the planned export program for the car. But Toyota Australia is confident the new Camry will be good enough to boost output at is Altona factory back over 100,000 cars in 2012. That's still short of the all-time record of 126,000 but a major improvement over the 88,000 production forecast for this year. "We're about to open a new chapter in the history of Toyota. It's a car that does everything better," trumpets Toyota Australia's head of sales and marketing, Dave Buttner. "We've invested heavily. It is a symbol of Toyota." Camry has been built in Australia for the past 24 years and it has been the country's favourite medium-sized car for the past 17 years.  Total production has now topped 1.2 million cars and more than 850,000 of those have been shipped overseas. Buttner says the launch timing for the new Camry is November for the four-cylinder model, the first quarter of 2012 for the Camry hybrid and the second quarter for the V6-powered Aurion. All cars will use engines imported from Japan until a $300 million overhaul of the company's engine factory in Melbourne is complete in the third quarter of next year. The unveiling today reveals a car with all-new sheetmetal but Toyota Australia is not revealing the car's cabin, which it says has differences from the American interior which is already public. "There are certain features we would like to leave up our sleeves to excite and titillate you," says Buttner.

It will have an Aussie reveal today in Melbourne – from which we’ll have a full report and first drive after 10am. But the for now, the US photos show a mildly revised mid-sizer, except around the nose which has been given more aggressive styling with a lower bumper and more aggressive air dam. The shoulder line seems to rise a little more than on the current model, but that may be a visual effect of the character line angling along the side. One new feature on the US car is a small fin on the wing mirrors, designed to create an aerodynamic slip field at higher speeds. It’s technology Toyota says has been developed from its Formula One research and racing – and so far probably the only F1 link we’ve seen on a Camry. CAMRY WHAT DOES IT MEAN? Camry: From the Japanese Kan-Muri, meaning "crown". WHERE IS IT BUILT? Camry and its four-cylinder engine are built at Toyota's Altona manufacturing plant in Melbourne, Victoria. Toyota directly employs 3,200 people in Victoria and more than 4,400 nationally. HOW MANY? Approximately 100,000 four-cylinder Camry sedans are produced at Altona each year. Approximately 70 per cent are exported, mainly to the Middle East. Camry has been produced in Australia since 1987. HOW SUCCESSFUL? Camry is now in its 18th year as Australia's best-selling mid-size car. It is also Australia's biggest automotive export earner, being shipped to more than 20 destinations. BACKGROUND Launched in the wake of the oil shocks of the late ’70s, Camry has established itself as a true world car. Planning for the Camry began in 1977, at a time when manufacturers globally were turning to smaller front-wheel-drive vehicles to overcome soaring fuel costs and stricter fuel efficiency regulations. The emphasis of the program was on aerodynamics and lightweight materials. Engine development focused on fuel efficiency, with engines built specially to drive the front wheels. Around the world, Camry production has now passed 15 million units. 1983 – first generation (imported) The Camry was introduced to Australia as an import in liftback guise in 1983. It won several "best car" awards, including Modern Motor magazine’s Car of the Year. The car featured a new five-speed manual and ECT-equipped four-speed automatic transmissions with wide gear ratios. The front-wheel-drive layout, without a transmission tunnel, allowed for a spacious interior. Innovations in the first Camry included equal-length driveshaft arms, two-stage air conditioning and multi-adjustable seats. That tradition of innovation continued throughout the life of the Camry and the brand is now synonymous with world-leading sophistication and quality. 1987 – second generation, but first locally produced Camry It wasn’t until the second-generation Camry that the car was built locally. AMI-Toyota was the first Toyota subsidiary in the world to build the Camry and the local version incorporated extensive design changes – including three locally designed wagon variants. The Australian-made Camry made its showroom debut in April 1987, replacing the locally built Corona. With this generation, Toyota introduced a locally built twin-cam 2.0-litre 16-valve four-cylinder engine, followed in May 1988 by a new 2.5-litre quad-cam 24-valve V6. The engine was the world’s first quad-cam V6 engine to feature in a mass production sedan. This generation also saw the release of a station wagon to replace the hatchback. Camry allowed Toyota to compete on equal footing with the other leading medium cars of the day – Mitsubishi’s Magna, Holden’s Camira and Nissan’s Pintara. The Australian-built car featured independent front and rear Macpherson-strut suspension, engine-speed-sensitive power steering and disc brakes front and rear. It brought a new level of sophistication and technology to the local market. A revised Camry appeared in August 1989, incorporating local steering modifications that were to gain international acceptance within Toyota. An Australian team revised the steering valve and geometry to improve driver feel and response. The changes were later adopted for worldwide Camry production. Toyota continued to push for quality improvements. It was determined that investment in a new plant was necessary to achieve further gains. The proposal to build a new Camry plant at Altona was presented to Toyota Motor Corporation, which approved the plan to build a $420 million assembly plant at Altona. 1993 – third generation In February 1993, the new wide-bodied Camry was launched publicly by Prime Minister Paul Keating, who described the car as “another quantum leap in the history of the Australian automotive industry”. Wheels magazine agreed and Camry came out on top in a comparison with Magna, Mazda 626 and Liberty. Camry was also the top-ranked local car in Wheels’ annual quality survey and won the NRMA’s gong for best medium car. Camry grew up for this generation. It was larger in every dimension than the previous model, and became classified as "mid-size". The car was wider and longer than Cressida, with better performance, improved fuel economy, ABS and reduced NVH. It also had more local input into design and development. Built at a cost of $140 million, the range also featured a new brand name – the Vienta – for its V6 models. Engines were now 2.2-litre four-cylinder units (producing almost as much power as the previous V6, but with four-cylinder economy), and 3.0-litre V6s. That same year, Toyota began exporting the Camry to Thailand. By 1994, Altona exports were worth $160 million and the company announced that, by the year 2000, it aimed to export 30 per cent of its Altona Camry production. The year also saw Camry take over the mantle of Australia’s best-selling medium car. The last Camry to be built at Port Melbourne rolled off the production line in December 1994. Two weeks later, the Camry was being built at Altona. There was little difference between the Port Melbourne and Altona vehicles, except for a new water-borne, environmentally friendly paint process at Altona. In 1996, Victorian Premier Jeff Kennett was on hand to send off the first shipment of Camrys to the Middle East. 1997 – fourth generation A new range was launched in August 1997. It was quieter, lighter and more powerful with better ride quality and improved handling. With an additional 5cm in wheelbase, a lowered beltline and swept-back windscreen, the 1997 Camry’s cabin was more spacious and inviting. By this time, 40 per cent of Camry production was being shipped overseas to 24 destinations. The line-up of four-cylinder Camry models consisted of the CSI, Conquest and CSX models, available as sedans or wagons. Camry V6 models consisted of CSI and Conquest. Both of Camry’s engines received power and torque increases. In October 2000, a revised Camry range was launched with improved handling, higher feature levels, improved headlamps and reduced noise, vibration and harshness. Two models were added to the Camry line-up - Touring Series wagon and top-of-the-range sports-luxury Azura sedan. The Vienta V6 range was discontinued due to the launch of the Avalon sedan.

Following from the leaked brochure images we brought you last month, Toyota has revealed an official image -- of a tail light.You can bet there will be a trickle-feed of images coming over the next few weeks as the brand tries to stir up some hype around the car.The brochure images show the seventh-generation ‘premium Camry’ that will go on sale in Japan, but also reveal what we will see here when the Aurion launches early next year. It will be distinguished from the Australian-built Camry largely by a more stylish nose with sharper-angled headlights.The leaked images – traced back to Japan’s Holiday Auto magazine – show a hybrid car with the blue-enamelled logo Toyota is using on its petrol-electric vehicles. The Aurion will have the standard chrome logo.The Aurion will continue to carry a 3.5-litre V6 petrol engine, with the outputs unlike to move far from the current 200kW/336Nm. Toyta has used the Tweetsphere to drop a teaser picture of the left-rear corner of the new car, revealing only the tail lamp design with a Camry badge as a reminder of what's happening.The Camry tease comes as Subaru also hints at the look of its all-new VX baby SUV and Hyundai hints on the next i30, both cars that will go public at the Frankfurt Motor Show in the first week of September.But the Camry will be out first, with a press preview in Melbourne on August 24 - the same day Carsguide will have the first drive impression from time with the car in the USA - leading up to the start of local production and sales in the final quarter of this year.CAMRYWHAT DOES IT MEAN?Camry: From the Japanese Kan-Muri, meaning "crown".WHERE IS IT BUILT?Camry and its four-cylinder engine are built at Toyota's Altona manufacturing plant in Melbourne, Victoria. Toyota directly employs 3,200 people in Victoria and more than 4,400 nationally.HOW MANY?Approximately 100,000 four-cylinder Camry sedans are produced at Altona each year. Approximately 70 per cent are exported, mainly to the Middle East. Camry has been produced in Australia since 1987.HOW SUCCESSFUL?Camry is now in its 18th year as Australia's best-selling mid-size car. It is also Australia's biggest automotive export earner, being shipped to more than 20 destinations.BACKGROUNDLaunched in the wake of the oil shocks of the late ’70s, Camry has established itself as a true world car.Planning for the Camry began in 1977, at a time when manufacturers globally were turning to smaller front-wheel-drive vehicles to overcome soaring fuel costs and stricter fuel efficiency regulations.The emphasis of the program was on aerodynamics and lightweight materials.Engine development focused on fuel efficiency, with engines built specially to drive the front wheels.Around the world, Camry production has now passed 15 million units.1983 – first generation (imported)The Camry was introduced to Australia as an import in liftback guise in 1983.It won several "best car" awards, including Modern Motor magazine’s Car of the Year.The car featured a new five-speed manual and ECT-equipped four-speed automatic transmissions with wide gear ratios.The front-wheel-drive layout, without a transmission tunnel, allowed for a spacious interior.Innovations in the first Camry included equal-length driveshaft arms, two-stage air conditioning and multi-adjustable seats.That tradition of innovation continued throughout the life of the Camry and the brand is now synonymous with world-leading sophistication and quality.1987 – second generation, but first locally produced CamryIt wasn’t until the second-generation Camry that the car was built locally.AMI-Toyota was the first Toyota subsidiary in the world to build the Camry and the local version incorporated extensive design changes – including three locally designed wagon variants.The Australian-made Camry made its showroom debut in April 1987, replacing the locally built Corona.With this generation, Toyota introduced a locally built twin-cam 2.0-litre 16-valve four-cylinder engine, followed in May 1988 by a new 2.5-litre quad-cam 24-valve V6. The engine was the world’s first quad-cam V6 engine to feature in a mass production sedan.This generation also saw the release of a station wagon to replace the hatchback.Camry allowed Toyota to compete on equal footing with the other leading medium cars of the day – Mitsubishi’s Magna, Holden’s Camira and Nissan’s Pintara.The Australian-built car featured independent front and rear Macpherson-strut suspension, engine-speed-sensitive power steering and disc brakes front and rear. It brought a new level of sophistication and technology to the local market.A revised Camry appeared in August 1989, incorporating local steering modifications that were to gain international acceptance within Toyota. An Australian team revised the steering valve and geometry to improve driver feel and response. The changes were later adopted for worldwide Camry production.Toyota continued to push for quality improvements. It was determined that investment in a new plant was necessary to achieve further gains.The proposal to build a new Camry plant at Altona was presented to Toyota Motor Corporation, which approved the plan to build a $420 million assembly plant at Altona.1993 – third generationIn February 1993, the new wide-bodied Camry was launched publicly by Prime Minister Paul Keating, who described the car as “another quantum leap in the history of the Australian automotive industry”.Wheels magazine agreed and Camry came out on top in a comparison with Magna, Mazda 626 and Liberty. Camry was also the top-ranked local car in Wheels’ annual quality survey and won the NRMA’s gong for best medium car.Camry grew up for this generation. It was larger in every dimension than the previous model, and became classified as "mid-size". The car was wider and longer than Cressida, with better performance, improved fuel economy, ABS and reduced NVH. It also had more local input into design and development. Built at a cost of $140 million, the range also featured a new brand name – the Vienta – for its V6 models.Engines were now 2.2-litre four-cylinder units (producing almost as much power as the previous V6, but with four-cylinder economy), and 3.0-litre V6s.That same year, Toyota began exporting the Camry to Thailand. By 1994, Altona exports were worth $160 million and the company announced that, by the year 2000, it aimed to export 30 per cent of its Altona Camry production. The year also saw Camry take over the mantle of Australia’s best-selling medium car.The last Camry to be built at Port Melbourne rolled off the production line in December 1994. Two weeks later, the Camry was being built at Altona. There was little difference between the Port Melbourne and Altona vehicles, except for a new water-borne, environmentally friendly paint process at Altona.In 1996, Victorian Premier Jeff Kennett was on hand to send off the first shipment of Camrys to the Middle East.1997 – fourth generationA new range was launched in August 1997.It was quieter, lighter and more powerful with better ride quality and improved handling.With an additional 5cm in wheelbase, a lowered beltline and swept-back windscreen, the 1997 Camry’s cabin was more spacious and inviting.By this time, 40 per cent of Camry production was being shipped overseas to 24 destinations.The line-up of four-cylinder Camry models consisted of the CSI, Conquest and CSX models, available as sedans or wagons. Camry V6 models consisted of CSI and Conquest.Both of Camry’s engines received power and torque increases.In October 2000, a revised Camry range was launched with improved handling, higher feature levels, improved headlamps and reduced noise, vibration and harshness.Two models were added to the Camry line-up - Touring Series wagon and top-of-the-range sports-luxury Azura sedan.The Vienta V6 range was discontinued due to the launch of the Avalon sedan.