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TOYOTA CAMRY 2.4 V Toyota's latest generation mid-size family
saloon now has a proper upmarket feel which, as ever, shuns driver
appeal in favour of luxury, comfort and value The line that separates Toyota and Lexus cars in Thailand has never been so thin. In fact, that particular demarcation would have been blurred if it was decided that the Lexus ES executive saloon continue to be on sale in the country. Since the earlier generations, the ES had shared a common platform with the Toyota Camry and was merely distinguished by looks, equipment, interior grade and price. The only thing the ES didn't wish to lend the Camry was its V6 engine.
But today, the new Camry has access to the ES350's 3.5-litre V6 which can also be found in the RX350 and the forthcoming GS350 (to replace the current GS300). That explains why right-hand-drive versions of the new ES350, launched in Detroit earlier this year, have been discontinued. It makes sense, particularly for the RHD Thai market - omit front-wheel-drive cars in Lexus to make it a dynamic match for the Germans. And that means leave front-wheel-drive saloons to Toyota. But the Camry isn't coming with a V6 to Thailand - yet; it still gets the 2.4-litre four-cylinder unit, plus a special 2.0-litre variant to attract the lowest in excise duty. Despite being armed with lesser performance, the new Camry is really becoming a Lexus. Note the numerous design elements around the car like the front and rear quarters aping those of the LS flagship car. Just imagine if the Camry had used Lexus's BMW-copying "Hoffmeister Kick" on the C-pillars - the Camry could have easily been mistaken for a Lexus. Thai Camrys are distinguished from those in Japan and the US by new headlight, grille and bumper themes. Actually, this design treatment is also used in the Taiwanese version. Whatever the similarities or reasons of the Camry's appearance, it arguably looks much better and more dynamic than before. Gone are the clumsy body overhangs and excessive ground clearance of its predecessor. The ability to make the new Camry a more purposeful looker on the road is due to Toyota's decision to retain the overall length of the body, but widen and lower it slightly. The most important gain is in wheelbase length that has grown by 55mm to match the Nissan Teana's 2,775mm. This means that interior space has grown (boot space apparently has to take a back seat). So, from a car that already has sufficient interior space, the Camry is just as spacious as in its key Teana and Honda Accord rivals, if not better. The Camry's almost flat floor design makes the rear airy. While the seats are generally comfortable to sit in, tall persons may find thigh support a tad lacking in the rear. Unlike its competitors, all three persons get proper seatbelts and headrests - just like in the outgoing model - that shows Toyota concern for safety. Oddly, Toyota hasn't gone a step ahead of the Teana and Accord which have been updated this year with the inclusion of side airbags for front occupants. In other words, Toyota has chosen to stay on par with its opposition by not going for more than just front and side airbags - even in top-line V version. That aside, the Camry is thoroughly equipped. New additions include air-con vents for rear occupants, air purifier system, keyless entry and go, cool-air front seats, driver-side seat memory, sun blinds for rear occupants and parking aid system. Like before, there are extras like DVD player and in-car navigation system higher up in the V range. Like the outside of the car, you can sense some Lexus-ness inside the Camry. The silver/wood panels and cream leather combination have an upmarket feel. The same goes for build quality, if not that solid in some areas. Despite a steering column being able to adjust for reach and rake, the scope is quite limited. Both the driver and front passenger get multi-way adjustable seats (the driver additionally gets lumbar support). t's an ergonomically sound place to be in the Camry. Functions on the dashboard aren't fussily scattered or too condensed, rather straightforward to use. There are also remote switches on the steering. The instrument panel has been designed in such a way to give extra clarity. As well, the readouts are ideally positioned. In terms of driver ergonomics, the Camry is ahead of the Teana and on par with the Accord. |
You can upgrade the Toyota Camry 2.0G to the luxury Toyota Camry 2.4 V for only 129 € per week the first 4 years with your Lanna Office Villa. The upgrade must be done when the Lanna Office is ordered.
Dashboard has tidy ergonomics and fine materials with Lexus feel.
Rear seat comfort better than before, if only on par with rivals.
Clear panel readouts can adjust in three colours.
Front seats with cool air ventilation a first in-class.
Rear passenger can adjust front seat via side switches.
Rear occupants get air vents for increased comfort.
Camry's design heavily influenced by Lexus.
Tweeked engine yields only modest punch.
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ITested here is the 2.4 V version powered by the familiar 2AZ-FE engine. It's the same basic block as in the previous Camry, but has the power tweaked to 167hp. Moreover, the automatic transmission now gets five forward ratios with the ability to shift manually.
Despite such improvements, the Camry moves around only adequately. Performance isn't that spirited or responsive than in the Accord, even though the Camry would still fulfill the needs of previous owners.
Although weight has gone up by some 80kg at 1,540, you won't necessarily feel that the Camry has been punished by a mere 7hp increase in power. Treat the Camry's performance as average, if not ineffective at all.
The driver characteristics are basically the same like before: comfortable and utterly uninspiring. Since requirements of customers in the Camry class are especially focused towards comfort, Toyota has apparently made minimal changes to the chassis.
The set-up is noticeably firmer than before to enhance high-speed
stability, if still on the soft side. There's less roll than before, but
body control is still not sufficient on roads with mild undulations.
Low-speed ride quality is commendable which isn't too surprising given the car's nature in this segment. But as speed builds up, the ride gets a little harsh as external road noise penetrates an otherwise comfortable cabin.
Brakes have never been an issue with most Japanese saloons, and the Camry is just like them: progressive and adequate. All the latest in braking electronics are standard.
The weakest link in the Camry's driving characteristics is the steering. The rack feels resistant upon initial turn-in (and you can feel this in city-driving and parking), gets vague at high speeds even in a straight line and doesn't make handling fluid in corners.
Because of this, the Camry still isn't the car that will convince the driver, unlike some European imports that can still manage to pamper and reward owners who prefer to take the wheel themselves.
In the end, the Camry is, as usual, uninspiring on the move, but plenty on size, showroom appeal and value. The 2.4 V is slightly higher priced than the Teana and Accord, but gains on freshness and a more detailed kit.
To put it in another way, the Camry's price is roughly a third of similar-sized German executive cars. You now start to understand why the Teutons are afraid of Japanese saloons: the Camry is a very tempting alternative to buyers who don't value driving experience, but rather sheer sensibility.
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