Toyota Camry: Road Test
Toyota says the Atara SX is aimed to appeal to a new kind of Camry customer...
Published:
Fri, 17 Feb 2012
Toyota Camry Atara SX
Road Test
Price Guide (recommended price before statutory & delivery charges): $35,990
Options fitted to test car (not included in above price): Moonroof $1950
Crash rating: N/A
Fuel: 91 RON unleaded petrol
Claimed fuel economy (L/100km): 7.8
CO2 emissions (g/km): 183
Also consider: Mazda6 Sports ($43,115); Honda Accord Euro Luxury ($40,140), Ford Mondeo Zetec ($37,740), Volkswagen Passat 118 TSI ($38,990)
Has the Toyota Camry finally shrugged off the cardigan? That was the question after the first few days behind the wheel of the new Camry Atara SX, the replacement for the Sportivo model.
Before I attempt to answer it, let me say the new Camry was a pleasant surprise. To start with the new design is appreciably modern -- something that can't be said about previous iterations. It looks good in the flesh and doesn't appear dated when parked next to European designed/influenced midsizers of a similar ilk -- think Ford Mondeo, Hyundai i45, Honda Accord Euro et al.
There's a touch of sportiness in its stance and assertive front end design, and, though inoffensively-styled, the 17-inch alloy wheels finish it off nicely.
Easy to get in and out of, the Camry Atara SX has a generously sized interior that matches its contemporary exterior with suitably welcoming, somewhat sporty two-tone seats and even stitched leather across the dash. Ooh la la!
The rear seats are also large enough for two adults to comfortably sprawl.
Our test car was equipped with leather pews and a moonroof -- the latter a $1950 option. Except for one minor tactile issue with temperature controls, the interior left a lasting positive impression where its predecessors have consistently failed to excite.
Indeed, the interior is a big step up, with a clean instrument display (pale blue needles, white numbers on black background) and a gear shifter that doesn't look like it came from the $2 Shop. There's also an LCD colour screen mounted above the centre console that displays detailed trip functions. I especially liked the graph that records fuel consumption averages every minute for the last fifteen. The simple steering wheel controls are well executed too -- not too busy and well integrated.
The heating system's temperature dials were a let down however. They were the only real blemish in an otherwise appealing cabin. Simply put, they look tacky and feel flimsy, taking the shine away from some of the tactile improvements elsewhere.
On an aesthetic level, Toyota appears to have at least unbuttoned and thought about removing the cardigan, but what about on a dynamic level? In short, it's an improvement, but there are still gains to be made.
Honda Accord Euro and Mazda6 owners would probably find the suspension a little too woolly, but that's not to say the Toyota Camry Atara SX can't corner. In fact it can, but it feels as though ride quality is still favoured over handling.
The sportiest Camry does have some body roll when shoved into corners but holds a decent line once the suspension loads up. The compromise isn't too bad, because it rides smoothly and quietly over bumps (though isn't as buttery smooth as the previous Camry).
Steering isn't a strong point – is light on feel and heavy on power assistance. Feedback waivers between mildly involving and somewhat detached depending on the road speed. Toyota says the locally developed suspension and tweaked electric power assisted steering (EPAS) contribute to a more engaging drive than its predecessor, which is true, but it's not quite in the same league as a Honda Accord Euro or Volkswagen Passat.
And the brakes? Good initial bite and with enough strength to slow the car's 1495kg mass rapidly, which provides the Camry with an even safer feel than before. Add seven airbags (and an expected five-star safety rating from ANCAP) and it's clear that Toyota takes occupant protection seriously.
The engine has more pep than most will expect. The 2.5-litre four-cylinder petrol unit is all-new, pumping out a useful 135kW/235Nm. That's a fraction up on the standard grade Camry. But the biggest difference comes from the gearbox, a six-speed automatic unit that uses closer ratios and delivers improved acceleration. Left to its own devices the six-speed auto cog-swapper is a smooth operator, though I did note that it took its time dropping gears when you tromp on the loud pedal for a highway overtake.
Toyota claims a 0-100km/h time of 9.3 seconds.
On the freeway at 100km/h the Camry's engine is turning at 1900rpm and (according to the instantaneous readout on the trip computer) using between 6.0 and 8.0L/100km with cruise control engaged. Toyota claims an ADR Combined consumption of 7.8L/100km which is a whole litre per 100km thriftier than the previous Camry. During our week with the SX we returned 9.2L/100km, and most of the driving was on the highway.
While Toyota has made good progress with the new Camry, and the Atara SX in particular, the model could be another generation away from completely ditching the cardigan. That said, there are plenty of other factors (fixed price servicing, strong resale value, reliability) that weigh in the Camry's favour.
Toyota says the Atara is its shot at bringing more private buyers into the Camry fold. Just how successful the latest iterations will be in that quest remains to be seen.
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