Interior space has increased despite the outer dimensions of the car remaining virtually the same; the front seats have been moved forward slightly and the rear bench has been pushed back for a 15mm increase in legroom for backseat occupants. In order to further maximize passenger space, the headliner and the B-pillars are thinner, while the door panels and the front seatbacks are sculpted.
Comfort is also up thanks to new seats with higher backrests and longer cushions, although the front passenger seat could be mounted a little lower. Alas, the Camry Hybrid still gets a mail-slot-size trunk pass-through when the rear seatback is folded down. On the other hand, Toyota repackaged the battery pack which results in a trunk volume of 370 litres – up from 300 in the outgoing model – a 23% improvement.
What’s changed under the hood
The 2.4-litre gas engine has been replaced by a 2.5L unit that still runs on an Atkinson cycle; both power (156 hp vs. 147) and torque (156 lb.-ft vs. 138) are up. The electric motor is unchanged, as is the Nickel-Metal Hydride (Ni-MH) battery pack; combined power now stands at 200 horsepower, up from 187.
During our very brief drive of a U.S.-spec, preproduction car, we didn’t notice a substantial improvement in performance, but a continuously variable transmission usually provides the sensation that you’re accelerating more slowly than you actually are. One thing’s for sure, it’s slightly quicker than the regular 4-cylinder Camry – not that it really matters.
What does matter is that the car is more pleasant to drive. Toyota quickened the Camry’s steering ratio, which greatly improves the car’s feel and dynamic. Make no mistake here, it’s still a Camry. However, now it offers a bit more, much needed character. Sound-deadening measures make the cockpit quieter, and the four disc brakes are slightly larger in diameter for additional stopping power.
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| Toyota has increased trunk space from 300 litres in the old Camry Hybrid to 370. (Photo: Toyota) |
Comfort is also up thanks to new seats with higher backrests and longer cushions, although the front passenger seat could be mounted a little lower. Alas, the Camry Hybrid still gets a mail-slot-size trunk pass-through when the rear seatback is folded down. On the other hand, Toyota repackaged the battery pack which results in a trunk volume of 370 litres – up from 300 in the outgoing model – a 23% improvement.
What’s changed under the hood
The 2.4-litre gas engine has been replaced by a 2.5L unit that still runs on an Atkinson cycle; both power (156 hp vs. 147) and torque (156 lb.-ft vs. 138) are up. The electric motor is unchanged, as is the Nickel-Metal Hydride (Ni-MH) battery pack; combined power now stands at 200 horsepower, up from 187.
During our very brief drive of a U.S.-spec, preproduction car, we didn’t notice a substantial improvement in performance, but a continuously variable transmission usually provides the sensation that you’re accelerating more slowly than you actually are. One thing’s for sure, it’s slightly quicker than the regular 4-cylinder Camry – not that it really matters.
What does matter is that the car is more pleasant to drive. Toyota quickened the Camry’s steering ratio, which greatly improves the car’s feel and dynamic. Make no mistake here, it’s still a Camry. However, now it offers a bit more, much needed character. Sound-deadening measures make the cockpit quieter, and the four disc brakes are slightly larger in diameter for additional stopping power.
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| The electric motor is unchanged, as is the Nickel-Metal Hydride (Ni-MH) battery pack; combined power now stands at 200 horsepower, up from 187. (Photo: Michel Deslauriers/Auto123.com) |