Toyota Camry Reviews

"Oh, this is the hybrid?," he asks. "Yes."  Silence. Because, in truth, that's all he really needs to know.It's a hybrid and it's made in Australia and it's a Toyota and at less than $37,000, it costs the equivalent of a base-model six-cylinder sedan from Ford or Holden and runs on only two-thirds of their fuel consumption.  Basically, what's stopping you?Hybrids have been around ever since Mendel split his time between prayer and propagating peas.  It's not a bit scary. It drives like any other Camry though its trick of turning off its petrol engine when coasting or at a stop sign is initially freaky.  Unlike the high-tech Prius on which the Camry is mechanically and electrically based, nothing is unusual.Appearance It looks like a normal sedan car - true, too much like a normal sedan car - and has a conventional dashboard and switches and dials.  The gearshifter looks like a normal automatic shifter, even though it's attached to an unconventional transmission.It seats five adults, the boot is large-ish - but space is crimped a bit by the battery pack - and aside from a tidy up on the outside that greatly improves the Camry donor, it's invisible in the parking lot.  You will look at the Camry Hybrid and consider buying it because it is relatively easy on petrol and is practical.There's no doubt it will accept the family in comfort and almost whisper-quiet operation, even with the engine on, and really the only downers are a slightly shorter boot with only a small through-hole for skinny cargo, and the more serious inability to take a tow bar.Fuel economyToyota claims 6 litres/100km which is 32 per cent more economical that the four-cylinder Camry petrol version and any housewife will find 32 per cent a seductive discount, no matter what the product.  And it is seductive until you figure that though it will save you about $500 a year in petrol bills (at 15,000km and $1.20 a litre), the Hybrid costs $3000 more than the mid-spec Sportivo with which it shares many features.Be warned: It will take you six years to make up the difference - if you still own the car by then.  But it's not about the money, is it? This is a clever piece of engineering and there's a piece of me that quietly puffs out my chest at my ability to allow the Federal Government to give Toyota $35 million to build the car in Australia.As a taxpayer, part of that money, you see, is mine - so I have an attachment.  You can also feel tinged with green while pulling away from the lights or reversing out of the underground carpark - the car in motion but no noise from under the bonnet.It's a bit creepy and its silent motion will shock pedestrians habitually operating on their ears to manoeuvre around the city. In fact, the US association for the sight and aural-impaired are quite worried about the potential injury to members as the trend to noiseless vehicles takes hold. Damn environmental concerns!DrivetrainYou will marvel at its ability, seemingly at random, to switch off its polluting engine and run on the electric motor.  The motor is charged by the petrol engine and, cleverly, by connecting the onboard generator every time the Camry brakes. It's called regenerative braking.The Camry Hybrid doesn't have a plug-in capability - and thank the heavens for that! Plug-in electric cars have a place but they require more expensive and usually bulkier batteries and have only enough juice for 100km or 150km. The Camry idea, where every thing is onboard, is neater.Toyota's greenest locally-built car comes in two versions - base at $36,990 and Luxury at $39,990. The latter gets leather, sat-nav, sunroof and an upmarket audio and is the affluent way to help the environment eke out a few more centuries.DrivingOn the road it drives like a conventional Camry and once you get used to the engine occasionally napping, only the dull lightness of the electric power steering clarify the difference.  Handling feels a bit better because the battery is on the boot and helps balance out the front-wheel drive car.The Hybrid is heavier but it's also more powerful. This translates into a faster time to 100km/h but because of the continuously-variable transmission's wishy-washy lag, it doesn't feel like it's going anywhere for the first few milliseconds.  Something weird happened while I was out there behind the wheel - I didn't enjoy punching it. I felt, I don't know, dirty.Here was a car designed to skimp on fuel to save its owner money while helping the planet limp forward on its intergalactic Zimmer frame and I'm trying to drag OPEC into ruin.  But, of course, it's quite difficult to make the Camry Hybrid guzzle fuel. Then again, I couldn't match Toyota's 6 litres/100km average, either.I returned 7 l/100km. That's fine. Not anywhere near as good as some Europeans - Volkswagen's petrol 118TSI Golf and diesel TDI models, for example - but better than equivalent petrol-fuelled sedans.  A mate got closer, finding an average at about 6.5 l/100km. The difference wasn't anything with our right feet. Rather, I used the freeway and he used a coastal road. I was locked in to 100km/h with the engine never pausing and he was against a string of traffic lights and lots of undulations where the engine could be switched off and electric power used.It's sufficient to make you consider where you live and how you get to work.  And if someone asks, tell them with a smug smile that yes, it's a hybrid.

The starting price for Australia's first green car is $36,990.  That's the showroom tag for the basic Toyota Camry hybrid, which finally hits the road today.  The hybrid is being pitched as the flagship in the Camry range, from the way it looks to a cabin that is claimed to set a new standard for quietness in a locally-made car.The basic details of the Camry hybrid have been public since the car was introduced in 2006 in the USA, but there has been a lot of work on 'Australianising' the car, both for production and driving.  "Right from day one we knew that the American version wasn't going to work," says Phil King, who headed local chassis tuning work.The result is a car which is claimed to be more responsive, as well as packing a full suite of safety gear. But it still misses a five-star ANCAP rating because it does not have a driver's knee airbag or an audible seatbelt warning.Engine and economyThe Camry hybrid picks up the vast majority of its mechanical package from the third-generation Prius, which went on sale last year, although it has a 2.4-litre engine (up from 1.8) and still has a drive belt for the water pump, unlike the Prius. In fact, the car is really just a family-ised Prius.The hybrid bottom line is fuel economy of 6 litres/100km, compared with 9.3 for the Holden Commodore V6 or 9.9 for Toyota's own Aurion, with performance that trims a full second from the petrol-powered Camry's 0-100km/h time. The CO2 number is 142 grams/kilometre, while Toyota claims a huge advantage in NOX and particulates over diesel powerplants with similar economy.Price and equipmentThe $36,990 pricetag compares to $29,990 for a basic Camry Altise, or $39,990 for a Prius hybrid.  But Toyota Australia says the real cost of the hybrid upgrade is just $2000. The extra fat in the hybrid pricetags is down to extra equipment, from TFT instruments to a special windscreen.Toyota Australia is trumpeting plenty of equipment in the hybrid, which it says lines up with the Altise-model Camry with six airbags, ESP stability control, active steering assistance and a special power cut-off. There is also a Luxury model at $39,990, with option packs for both models _ at $3000 for the base car and $4500 on the Luxury - including satnav and premium sound.But the Camry's boot has taken a hit to fit the onboard battery system.  "This hybrid can walk, and chew gum," says Peter Evans, technical chief for Toyota's imported cars.  Toyota made some very big claims for the Camry hybrid today, from a five-star green rating, to a four-star ANCAP, and the potential for 7000 kilometres of free motoring every year - compared to a Commodore.DrivingThe hybrid is still a Camry, but now with a twist.  Even the best efforts of the team at Toyota Style have done little to change the overall look of the car, apart from a slightly more aggressive nose with blue headlamps. Inside, the big change is the loss of the tacho, in favour of a green driving monitor, and a TFT screen with familiar Prius driving readouts.First up, the Camry hybrid has a silent start. And you move away under battery power, although the car will only go two kilometres before it needs a top-up.  It feels a little firmer in the suspension, particularly over broken bitumen, and there is a familiar whirring sound under brakes as the generator works to recover energy for the batteries.Overall, the car feels a lot quieter and a little tauter. But it's a matter of degrees, not a wholesale change. And the loss of boot space will be significant for families, even if Toyota says it will still carry four sets of golf clubs.

Toyota is generally regarded as setting the industry benchmark for build quality, reliability and durability, and it's the Camry that is often held up as the car that best illustrates Toyota's high standards.  Beyond those admirable qualities, though, there isn't a lot to write home about with the Camry.Like all Toyotas it gets the job of providing reliable and efficient transport done with little or no fuss, but it falls well short of the benchmark when it comes to excitement.  But most buyers who stump up the cash for a Camry couldn't care less about the thrill of motoring; they're perfectly happy with a car that doesn't cost the earth to own and rarely if ever lets them down.  Above all else the Camry is a safe and sound motoring choice.MODEL WATCHThe Camry is a much-maligned name. Over the years it has come to be the very definition of boring, at least in motoring terms.  No passionate car person would be seen dead driving a Camry, but to heaps of people the Camry is the best car in the world.  They're the people who value reliability, durability and low cost of ownership above all else. They couldn't care less that petrolheads sneer at their motoring choice.Toyota has worked hard to inject some character into the Camry of late, to make it more appealing to those who value their motoring experience, but its efforts have really come to naught. The Camry has been regarded as boring for too long, and nothing will change the perception.The Series 30 Camry that was launched in 2002 was a much more attractive car. Its lines were much tauter, its shape more aggressive, it was a far more appealing car than any of its predecessors.  Buyers could choose between a 2.4-litre four and a 3.0-litre V6.The double overhead camshaft four-cylinder engine was packed with up-to-the-minute technology like Toyota's VVTi variable valve-timing system that gave it decent flexibility from low speeds right through to high revs.  At its peak it would deliver 112 kW at 5800 revs and 218 Nm at 4000 revs.The V6 was also a double overhead camshaft engine and produced 141 kW at 5200 revs along with 279 Nm at 4000 revs.  Most Camrys were sold with a four-speed auto, but it was also available with a five-speed manual gearbox.Underneath, the Camry was conventional. It had struts at the front and rear, but work by Toyota's local engineering team ensured it was well tuned to our roads. As a result its ride and handling were widely praised.Its power steering was well weighted and precise, and the combination of ventilated front and solid rear disc brakes, backed up by ABS, was solid.  One thing the Camry has always been noted for is its roominess, and the Series 30 was no exception. It was designed as a family car and fits a family of five nicely.There is a plethora of models in the Camry range, starting from the Altise and working up through the Ateva, sporty Sportivo, Azura and finally to the luxury Grande with all the bells and whistles.IN THE SHOPThe Camry does it tough so be careful when choosing a car.  If they've been a family car they've been put to the test in the supermarket parking lot and the school run.Alternatively they've been a company car and driven by people who couldn't care less about their cars.  Check for a service record and make sure the engine oil has been regularly changed. Nothing kills an engine like a lack of fresh oil.The four-cylinder engine has a cam timing chain so there are no worries about replacing it, until it rattles. The V6 does have a belt that requires changing at around 150,000 km.IN A CRASHA capable chassis, powerful brakes with ABS make for a strong level of active crash protection.  A solid structure, dual front airbags, plus side airbags add a solid layer of secondary protection.  ANCAP gave the Camry four stars in its crash testing.AT THE PUMPWith a full-sized body the four-cylinder engine has to work hard, hence the fuel economy suffers. Expect 10-11 L/100 km round town, and single figures out on the highway.  The V6 will consume a little more; expect 10.5-11.5 L/100 km around town, and seven to nine L/100 km on the open road.OWNERS' SAYEric Deakin bought his 2005 Camry Ateva V6 seven months ago having done 97,000 km, and reckons it's the best car he has owned in more than 60 years of motoring. He says it is a well built, well appointed and very roomy car, which has excellent performance. So far he has found no faults at all with it and would happily recommend it to anyone.Rex Manuel bought his 2003 Camry Ateva four-cylinder second hand in 2005. He is happy with the Camry's roominess and its generous boot, but misses the performance of the Ford Fairmont he owned previously.LOOK FORReliabilityHigh build qualityRoomy interiorSmooth drivabilityGood resaleTHE BOTTOM LINEWell engineered and well built, with renowned reliability and good resale, the dull-as-dishwater Camry is a good choice for family transport.RATING72/100COMING UPDo you own a Ford Focus? If so tell us what you think of it by sending your comments to Graham Smith at Cars Guide or e-mail to: grah.smith@bigpond.com.

The remarkable thing about the Toyota Camry hybrid is how unremarkable it is. And that's not meant to sell the clean and green sedan short either.The efforts of Toyota Australia's local engineering boffins have delivered a car that is fun to drive and economical, yet has practical real-world space for a family and kids. Compared to the regular 2.4-litre petrol model, the hybrid feels more secure on the road, quieter, and more confident when pushed through corners.Toyota's operations manager, engineering, Phil King, says the company took the best from the Thai-built version of the car and engineered it for Australian conditions. The suspension settings are not quiet Sportivo but a cut above the entry Altese petrol model."We did discuss at the start of planning what a hybrid should be, in the sense of whether it should be a comfort car or sporty," King says. "We decided we were not going to do a Sportivo and the car will be highly specced, not a bare bones vehicle."King and Toyota chassis engineer Paul Diamandis were among the team who fine tuned the car, throwing some Australian dynamic know-how to the suspension, steering and handling. The move has transformed the car into what King describes as the best execution of the global Camry hybrid. "We've tried to get more control with the body, which makes it a more pleasant drive," King says.The new electric power steering, recalibrated suspension and better weight distribution all contribute to greater on-road poise. "It's certainly better than the American version," King says.The addition of the 50kg battery pack in the boot has added some weight but it now helps the car's balance. The hybrid is between 60kg and 70kg heavier than the standard petrol car, depending on the spec. With the battery pack in the boot Toyota has almost achieved the holy grail of vehicle dynamics - perfect weight distribution.The standard 2.4-litre four cylinder front wheel drive petrol version's weight split is 60/40, while the hybrid is closer to 55/45. This translates into a more secure turn-in into corners and the extra weight evens out the ride over rougher roads.In side-by-side standing starts the hybrid accelerates as quick, if not quicker than the petrol car, thanks to the seamless power delivery of the CVT gearbox. There's 30 per cent more torque on tap which translates into better zero to 100km/h acceleration. The bonus of a better ride and more dynamic feel through the steering and suspension does come at a cost though. The battery pack eats into boot space.You can still load through items but the opening is restricted. The petrol fuel tank has also slimmed down in size from 70 litres to 65 litres.King is clearly proud of Toyota's efforts with its version of the global green car. "It's a green car but still a family car," he said. "I suspect there are some large-car buyers who wouldn't be seen in a Camry but this will change their minds," King says.The fuel-miser sedan arrives in showrooms next February with pricing from around $33,000. It is tipped to be available in two models, an entry Altise-based model and a luxury version, similar to the Prius i-Tech. 

The Camry has often been the subject of derision and scorn, rarely has it been an object of desire. It has come to be the car we know deep down we should own, but could never bring ourselves to buy.Toyota has built an enviable reputation, and market leadership, on the back of the reliability and durability of its cars, but those things alone are not enough to entice buyers into dealerships. For anyone with petrol running through his or her veins it also takes a healthy measure of emotion, something Toyota generally lacks.The Camry has reliability and durability in bucket loads, but there’s not a lot about it that gets the juices flowing. It’s the safe bet, one you probably won’t regret, but it’s not the car you want to talk about when standing around the barbie.The wide-bodied Camry was a popular car in the 1990s, but did little to endear the badge to buyers looking for a car they could brag about. It was a frumpy four-door, one you parked out of sight rather than in your driveway. It seems that Toyota got the message as the 20th century steamed to an end and began to take more interest in styling.Perhaps there was a realization that they had to appeal to a broader range of buyers if they were to conquer the world as they hoped to do. Whatever the reason, today’s Camrys are much more attractive, with bold flowing lines and nicely balanced proportions.The Series 30 Camry was launched in 2002 and brought with it a tighter look with well-defined lines and an aggressive front end that included wildly sweeping headlights. It was a bold statement from the company that tended to lurk out of sight in the shadows when it came to automotive styling.The Camry’s power choices were a new locally-produced 2.4-litre double overhead camshaft four that was packed with plenty of technology, like Toyota’s VVTi variable valve timing system that gave it smooth pulling power right through the rev range. When stretched to the limit it would produce 112 kW at 5600 revs and 218 Nm at 4000 revs. The alternative was a 3.0-litre double overhead camshaft V6 that produced 141 kW at 5200 revs and 279 Nm at 4000 revs.While most Camrys would have left showrooms with the four-speed auto in the tunnel, it was also possible to have a five-speed manual gearbox.Underneath, the suspension wasn’t earth shatteringly new, with struts front and rear, but worked very well. Local tuning by Toyota’s engineers ensured it handled our roads well; with admirable ride comfort and reassuring handling even over rough surfaces.Likewise, the power steering was well weighted and accurate, and the brakes, a combination of ventilated front discs and solid rears, with ABS oversighting the action, were positive and powerful.There’s plenty of room inside the Camry for a family of five, it’s well equipped and comfortable.The Camry does duty in the toughest arenas, the non-caring world of the fleet car and the school and supermarket runs of mum and the kids, so look for collateral damage from the bump and run of daily life. Bumps and scrapes on body extremities are commonplace, it’s part of the Camry’s natural environment. Nothing looks worse than body scaring and it’s costly to repair. They also tell a tale of how well the car has been treated. If it’s scarred on the outside there’s a good chance it’s scarred on the inside.Check for a service record and make sure the engine oil has been regularly changed. There’s nothing nicer for an engine than fresh oil, sludge build-up is the engine’s natural enemy. The four-cylinder Camry engine has a timing chain so there’s no servicing required until it starts to rattle, but that won’t happen until way into the upper reaches of the odometer. The V6 does have a belt that requires changing at around 150,000 km.Build quality is high, all parts fit together well and stay together over the life of the car, so you don’t tend to find things fall apart or off the Camry in service.The capable chassis with precise steering and powerful brakes presented a convincing primary safety argument for the Camry, and with dual front airbags, plus side airbags there was plenty of protection when the metal started crumpling.Size hampers the Camry when it comes to pump performance. The four-cylinder cars will do 10-11 L/100 km around town and a little better on the highway, while the V6 models will consume on average 1.5 litres more.Ron Flint bought his 2005 Camry in 2007. He had hired a Camry while on holiday and was so impressed with its performance, economy, easy handling and features that he bought one when he got back home. The Camry had done 5000 km when he bought it to replace his 200,000 km Falcon, which had blown a head gasket.Eric Deakin bought his 2005 Camry Ateva V6 seven months ago having done 97,000 km, and reckons it’s the best car he has owned in more than 60 years of motoring. He says it is a well-built, well-appointed and very roomy car, which has excellent performance. So far he has found no faults at all with it and would happily recommend it to anyone.Rex Manuel bought his 2003 Camry Ateva four-cylinder second hand in 2005. He is happy with the Camry’s roominess and its generous boot, but misses the performance of the Ford Fairmont he owned previously.• Sharp looks.• Reliable mechanical package• Good performance• Smooth drivability• Good resale valueWell-engineered, well-built, the Camry is robust and reliable, great transport for families.

Toyotas have a reputation for being rugged, reliable and well built, but at the same time they’re regarded as bland and boring. The Camry is all of those. It always has been, but while it might not excite the senses it is justifiably popular with used car buyers who prefer reliable, economical motoring.Even Toyota execs admit the Camry isn’t terribly exciting. On the quiet they’ll tell you that its strongest following is among 50-somethings who rate reliability and low running costs above sexy styling and punchy performance.Toyota would love to increase Camry’s appeal to younger buyers, and the latest model boasts much more adventurous styling which should help their cause, but there were no such thoughts when the locally-assembled second generation Camry was launched in 1987.Toyota’s aim then was to win the hearts and minds of Australian families with its tried and true formula of good build quality, reliability, practicality and frugality.It proved to be a very successful formula, as evidenced by the thousands of Camrys that are still going strong today.MODEL WATCHThe Camry was first launched in 1983. It was one of the company’s first front-wheel drive cars, and was Toyota’s answer to the oil crises of the 1970s when there was a real threat to the supply of oil from the Middle East.Some car companies at the time downsized their models; others put them on a diet to make them more efficient. Toyota turned to front-wheel drive for the benefits of packaging front-wheel drive offered and produced the mid-sized family car they called Camry.The first imported Camry was a moderate success, building a loyal local following, but it was in May 1987 when Toyota switched its local production from the Corona to the all-new Camry that it really became popular.The pleasant new SV20/21 Camry was more appealing than its rather angular predecessor. It was available as a conventional three-box sedan or wagon, and had a softer, more rounded shape that was practical and provided good visibility all round which made it easy to drive and easy to park.It was heavier than most of its rivals, which made it a safer place to be in the event of a crash. The heavier construction also translated into longevity as it remained tight over time when its rivals became loose and full of creaks and groans as they aged.Inside there was plenty of room for the average Aussie family with enough features to ensure that it was comfortable. Air-conditioning was optional. Cloth trim was pleasant and hard wearing and has stood up to the ravages of time and temperature quite well.Power steering was also optional on early models, and the steering effort on those cars is a little high. Later cars came standard with power steering and are much more pleasant to drive.Initially the base model had a 1.8-litre single overhead camshaft four-cylinder engine and single-point fuel injection that was miserly if not overly powerful, which meant performance was modest rather than racy.Despite this it was reliable and cheap to run which made them particularly popular with families and older customers who appreciated its outstanding practicality and economy of operation.For those wanting more there was a 2.0-litre twin overhead camshaft engine with multi-point fuel-injection which was optional on the base model but standard on the upper levels and was the pick of the Camry engines.A 1989 update brought improved handling and a 2.0-litre carburettor engine in place of the 1.8-litre base engine of the earlier model.The last update of the second generation Camry was in 1991 when the 2.0-litre twin cam engine became standard on all models. Look for the extended front spoiler and the now familiar Toyota badge that replaced the Toyota name on the grille.The neat Camry gave way to the “Wide Body” model in 1993IN THE SHOPLittle goes wrong with the SV20/21 Camry as long as it is regularly serviced.Most are looking neat and tidy on the road despite entering the twilight of their motoring lives with odometer readings now reaching well into the 200,000 km region.The engines are generally robust, but the cam timing belt must be replaced at around 100,000 km intervals. Cam belt tensioners also need attention as they wear and the belt can easily jump a tooth or two and then you can be in deep trouble with the potential for extensive internal damage.The auto and manual gearboxes give little trouble, but noisy drive shafts are not uncommon.Overall oil leaks are not generally a problem, although it is not uncommon to find oil leaks from the power steering.LOOK FOR• Pleasant styling that has aged well• Peppy performance of 2.0-litre twin cam fuel-injected engine• Good build quality• Impressive reliability• Roomy accommodation for family• Ideal first car for young drivers starting out

The silent Toyota Camry Hybrid starts with a slight judder, the electric motor maybe deciding if it needs help to get away.

The Toyota Camry Hybrid is easy enough to spot in the Cow Hollow Motor Inn downstairs car park. But then that car park becomes a bit tricky when starting up, manoeuvring and moving off into the streets of San Francisco without the familiar accompanying sounds of a petrol engine.The driver's OK, he's expecting this lack of noise once the start-stop button has been given a jab, there's a ready sign on the instrument cluster and the park brake warning sounds, indicating the sedan is ready to move.No, here the problem is with pedestrians, travellers blithely wandering through the parking lot, people who do not understand the Camry (which looks like any other Camry apart from a couple of neat Hybrid badges) is on the move.This happens with most hybrids of course, the silent travel around sprawling car parks, but it's brought into sharper focus when sitting on the left-hand side of the sedan and trying to figure out the quickest, least intricate route out of downtown San Francisco. There are grid systems here, it's just that at some stage a pair of grids intersect at far less than a 90 degree angle.Then there are the trams and cable cars and a series of one-way streets. And don't forget the hills, steep and tough when the next intersection with a Stop sign is half way up Sacramento to Nob Hill. (For the Americans do have a sensible and polite method of controlling four-way, sometimes five-way intersections with Stop signs rather than traffic lights.) Setting off from one of these stops the Camry has a little judder, the electric motor maybe deciding if it needs help to get away.This hesitation is sometimes felt at freeway speeds, where the Camry's been cruising quietly at 75mph (120km/h) and running electric before the need for more power to overtake yet another Prius. (On the West Coast, the Toyota Prius is everywhere, in May there were 24,009 Prius hybrids sold across the US compared with 21,780 Mercedes-Benz models.) The bigger brother Camry Hybrid comes with a 33kW electric motor, 110kW, 2.4 litre petrol engine and Constantly Variable Transmission. And for the most part, aside from those occasional judders under heavy load, it is a quiet and comfortable sedan, if not one for car chases through San Fran's streets.The front end on this one was a touch doughy, and not as responsive at the steering wheel as Australian petrol Camrys. (Toyota Australia says there are no plans at present to bring the hybrid Camry Down Under.)Whether the different feel was down to the Hybrids' steering and suspension or North American specifications, we're not sure.Yet the electric-petrol-CVT powertrain and a soft front end did not stop this Camry Hybrid from a couple of free-spirited runs, one behind a pack of bikers on the twisting, turning Highway One north of San Francisco. And through all of this, climbing steep city streets, running with the pack down freeways and mixing it on country roads, the car returned just under nine litres per 100km. That's not bad for a fair-sized family sedan.Luggage space is more limited than in a conventional Camry, but the car is a usable sedan not lacking any traditional attributes.In the US, Toyota Motor Sales' advanced technologies manager Bill Reinert says changes in modern-day motoring, effectively to reduce the “footprint of mobility”, are coming. Los Angeles has slowed, almost stopped, and building freeways and the car culture among many young Americans is weakening.“The emotional aspect is falling away. Cars are being treated more like an appliance,” he says.Reinert says development of the current hybrid crop, and of electric vehicles, is being driven by a number of factors from long-term supply of oil to emissions and congestion.“Eventually, we may want to rethink the whole concept of the personal car and how it fits in tomorrow's cities,” he says. “Cars using electric propulsion provided from batteries or fuel cells offer more than zero emissions, they also promise complete by-wire operation. With these advances, we could design a car that can drive sideways and automatically park in a parking space exactly the same size as the car.“Eventually, we could double the parking capacity that currently exists in major cities.” (As long as we can hear those cars coming.)Reinert says sustainable mobility needs a holistic approach; he understands a Prius Hybrid may not be the car for rural Texas, and that urban planning and mass transit systems have a part to play. But for now, cars such as Camry Hybrid are helping point the way. 

It's well built, reliable and very competent; its only failing is that it doesn't bother the Richter scale of automotive excitement.If logic prevailed when we bought cars we'd all be driving the Camry, or cars very similar to it, but it doesn't. Invariably we buy cars mostly on emotion, what it looks like, what it sounds like, what it feels like, and on those counts the “wide body” Camry doesn't rate and it drops down our shopping list.The Camry is bigger in almost every important dimension than its popular predecessor. The model range began with the four-cylinder Executive, with the CSi and Ultima offering increased trim and feature content.All were available in either sedan or wagon body styles, except the luxurious Ultima — which was only available as a sedan.Six-cylinder models were badged Camry Vienta until 1995 when they were broken away from the Camry range under the Vienta badge. The styling was ultra-conservative and was roundly criticised for being bland and boring. The base engine was a 2.2-litre four cylinder. Fitted with dual balance shafts in the sump the four-cylinder engine was smooth enough despite its size, but struggled under the 1400kg weight of the bigger body.As a result, performance was modest. It took some 11 seconds to go from rest to 100km/h. For better performance, Toyota offered the silky smooth 3.0-litre V6. Power was impressive at 139kW and it could reach 100km/h less than 10 seconds after leaving rest. There was a choice of five-speed manual or four-speed auto with the four-cylinder models, but the V6 was auto only.Drive was front-wheel. The Camry is generally robust and reliable, but with odometers now off the scale they should be approached with caution.Servicing is even more important as a car ages, so look for a verifiable service record showing regular maintenance has been conducted. Look for signs of a crash: mismatched paint, poorly fitting panels, doors that don't open smoothly, signs of water leakage inside and in the boot.The four-cylinder engine is sound, with no major problems. Cam belts need to be changed as per service recommendation, around every 150,000km, and it's important to make sure it's done to avoid expensive internal damage. Engine ancilliaries, such as starter motors, are prone to failure but replacements are readily available.The auto trans is generally robust, but can develop problems. The rear bearing in the overdrive can be a problem, and they can also stick in gear and fail torque converters as miles mount up. Competent handling, responsive steering and decent brakes assist in avoiding a crash, but solid body construction and airbags enter the play when push comes to crunch. Also check seat belts for wear and tear on the webbing and the retractor, and replace if necessary. Toyota Camry 1993-1997Engine: 2.2L/4cyl 95kW, 189Nm or 3.0L/V6 139kW, 269NmEconomy: 11.3L/100km (4cyl) 11.6L/100km (6cyl)Price: A base Camry sedan will go for $3500-$4700 and add $500 for a wagon. A CSi will cost $3800$6200, with $500 more for a wagon. The Ultima sedan will set you back $5000-$7500. The V6 starts from $4500 going up to $8500 for the Ultima. RATING 68/100Verdict: Good build quality and sound engineering ensure the Camry will have a long life making it a good used choice. RIVALS Holden Commodore VRYears: 1993-1995Price: $4000-$5500 Ford Falcon EFYears: 1994-1996Price: $3000-$5000 

The locally made Camry is as good as it gets for final finishing and rates up against the Japanese imports.It also makes a stronger case against the Liberty and Accord Euro on its size, equipment, price and performance.We began our time in the Camry with the Sportivo, which looks far more convincing as an impact car after the local styling work of the team led by Paul Beranger.It is still not a muscle car but it doesn't look, as the previous model did, like a try-too-hard car. It also rides and handles well, with a good match to the car's 117kW engine and the latest five-speed auto.Then we slipped into the Camry Grande for a longer look at the top end of the line. It is well equipped, excellent value and beautifully finished.It also has everything you could want in a car, at a price just below $40,000, making it one of the value deals of the year.It feels more relaxed and enjoyable than the Mitsubishi 380, which is another car it needs to face and beat, and more light and airy.But we cannot help thinking about the VE. And when you compare the Camry with the Commodore, the Holden wins.It is bigger, more together as a package, more enjoyable to drive and not that much worse on fuel economy.Our time in the Grande gave us a fuel reading of 9.8 litres/100km. A moderate driver with the Holden V6 could get up to 12 litres in the same conditions.Still, the Grande is a good deal and drives well. It can be a little jiggly over small bumps, even compared with the Sportivo, but is the sort of car that will make a happy and relaxing run from Melbourne to Sydney.The engine is no powerhouse and the Grande is no lightweight at more than 1500kg, but it moves the car along nicely and the five-speed auto is a smooth shifter that can also be encouraged with a manual shift.The cabin is airy and well equipped, the satnav, airconditioning and sound system all work as well as anything for the price, and the Camry is light to drive and easy to park.The box is ticked for headlight performance, the rear seat is good enough for families and there is plenty of boot space.It is also a quiet car and easy to enter and leave. The seats are still set too high for us, the chassis has plenty of room for more grip and response through the steering, and there are no six-speed gearboxes.So, at the end of the day, it is still a Camry. It does the job, and does most jobs well, but it's not the car you will rave about.