Toyota Camry 2006 Review

WHAT WE LIKED
>> It actually handles!
>> It actually has some styling presence
>> But it's still spacious and sensible

NOT SO MUCH
>> Four-cylinder engine falling behind
>> Still got a big bum
>> Base model lacks traction control and side airbags

That's because Camry has been an eminently forgettable car. Toyota likes to talk about its reputation for QDR -- quality, durability and reliability. We'd prefer a little more DE (driving excitement) and SC (styling chutzpah).

Or we would have liked to have seen it, because the new sixth generation Camry, codenamed 042L, delivers just that.

Okay, we're not saying that 042L, which goes on-sale soon, is completely unrecognisable from some of the dross that has gone before. But just looking at its bolder lines should give you a hint that times -- even for this most conservative of global cars -- are changing.

Based on Toyota's new 'vibrant clarity' corporate theme, the hook nosed three-bar grille Altise, Ateva and the new Grande luxury model share is brave, the stepped bonnet and boot an attempt at styling nuance we've not seen from Camry before.

Raked out front and rear screens, a longer wheelbase, wider tracks and guard filling 16-inch wheels and tyres (17-inch for mesh-grilled Sportivo) provide masculinity and a much-needed wider stance.

It is handsome, although in Camry tradition, it still has a big arse -- something the Sportivo's otherwise successful Aussie-designed bodykit only manages to exaggerate.

In Australia Camry changes roles too, now offered with only a four-cylinder engine -- V6 duties are saved for the Aurion sedan due in November.

The two cars share their platform, wheelbase and hard points and will be built on the same Altona (Melbourne) assembly line. But the Aurion is very much a local project designed to finally tackle Holden and Ford's fleet-driven large car stronghold head-on.

That means Camry's main domestic target is now the four-cylinder mid-sizers like Mazda6, Honda Accord Euro and VTi and the Subaru Liberty. Tough opposition, but some that the Camry now shows some signs of matching if our preview drive is any guide.

Toyota is also banking on a sales boost from buyer swing away from six-cylinder cars as petrol prices bite. That means the Camry is in the prime position to benefit from more private and fleet interest as the only locally-produced four-cylinder.

Toyota fully expects its sales growth to come from export markets as well. Aussie Camrys are sent to the Middle East, where sales are expected to climb from 60,000 in 2006 to 80,000 by 2008.

FEATURES
It's a lot easier to decipher the Camry range now the V6 version has become the Aurion. There are four models, two transmissions and just one updated version of the 2.4-litre four-cylinder from which to choose.

The base model is the Altise, above it sits Ateva while the Sportivo carries on as the driving machine. So far all recognisable. The new arrival is the Grande, the first time this nameplate has been linked with a four-cylinder Camry.

ABS with EBD and BA is now standard on all models, while only Altise misses out on standard side and curtain airbags. It also makes do without on basics like a rear seat centre armrest (with two cupholders) and a centre rear headrest.

Altise is also the only model to ride on steel wheels, but body-coloured exterior trim is now standard. Cruise control, single CD audio with MP3/WMA capability and steering wheel controls, air-conditioning, power lumbar adjust on the driver's seat, cruise control and black or grey cloth trim are also part of the base package.

There are new touches here that spread across the range. The dual cupholder in the centre console is now lidded, there is a new tray in the centre bin, storage bins sit either side of the centre console and there is also a separate 12 volt outlet.

And -- hallelujah -- Camry now gets reach as well as rake adjustable steering for its new three-spoke steering wheel.

The Sportivo is based on Altise spec, but adds 17-inch alloy wheels, sports suspension and bodykit. There are also unique sports seats with flecked black trim, a trip computer, alloy pedals, Sportivo scuff plates, and six CD audio.

The Ateva is the entry-level luxury model and it gets the same 16-inch alloy wheels as Grande, chromed grille surround and inside doorhandles, velour seat trim, aluminium-look interior finish, standard automatic transmission, leather handbrake, gear lever and steering wheel, dual climate control, more upmarket-looking backlit dash than Altise, a trip computer with steering wheel controls, automatic headlights, foglights, six CD audio and powered front seats.

Apart from VSC, an alloy spare wheel is exclusive to Grande, as are Bluetooth, satellite navigation, moon roof, leather trim, rain-sensing wipers, power rear sunshade and personal lamps, metallic paint and twin illuminated vanity mirrors.

The Grande actually downgrades to four CD audio because it sits in a restricted space behind the flip-up sat-nav screen. It shares its chrome exhaust tip with Sportivo but shiney doorhandles and faux wood grain are exclusive.

Pricing? Not announced as this was written, but expect moderate rises across the board, with a starting point still under $30,000.

Mated to it are either a carry-over five-speed manual gearbox -- available only with Altise and Sportivo -- or a new-to-Australia five-speed automatic. This is a significant improvement over the old auto, not least because it banishes the overdrive 'off' button.

Instead the top two gears are overdrive in the interests of fuel economy, but a unique Australian calibration means it won't drop into fifth until over 70km/h.

It's the chassis and dynamics where 042L has really taken a gigantic lap compared to its predecessor. And it's also an area where Toyota Australia engineers had an unprecedented involvement in the development process.

A 55mm increase in wheelbase, 30mm increase in front track and 45mm increase in rear track are crucial to 042L's improved stability and stance. The standard car (Altise, Ateva and Grande) is 15 per cent stronger than its predecessor, something partially achieved by an integral strut brace. That means suspension settings don't have to be so harsh to keep the body in check.

New Tokico shock absorbers with viscoelastic oil seals provide both friction and hydraulic damping that allow a more progressive ride quality.

A growth in tyre footprint from 205/65R15 to 215/60R16 is also a key part of the package. The bigger PBR brakes are just as important.

Sportivo takes these solid foundation and pushes the envelope significantly. Michelin Energy rubber, stiffer springs, dampers, stabiliser bars and subframe bushes are all expected parts of the package.

But there's also additional bracing in the exhaust tunnel and a V-brace in the rear bulkhead (you lose the split-fold function in exchange) to increase stiffness by as much as another 30 per cent. There are even aerodynamic spats and fins under the body to aid with downforce at higher speeds.

COMFORT
A determination to improve the styling stance of the Camry means that it actually decreases in some measures including boot space, although at 504 (535 for Sportivo) litres it remains larger than the new VE Commodore or BF Falcon.

And there is no doubting it is massively spacious interior, easily capable of accommodating three full-sized adults across its rear seat.

The front seat passengers are better looked after by bucket seats that are more heavily bolstered and much improved. All forms of noise intrusion are notably reduced, thanks in part to new noise absorbent materials.

The chassis improvements also mean a compliant ride but with little sign of the rocking and rolling that the old car's narrow track created.

There are issues, however. The quality of the design and materials still can't match mid-size rivals like the Mazda6.

The Camry's big HVAC dials are wobbly, seat bases are still too high (particularly the Sportivo's unique sports seat), the park brake lever sits on the wrong side of the centre console and illumination for the information screen doesn't dim at night.

SAFETY
The significant dynamic improvements mean 042L must be a better car than its predecessor in an active safety sense. It steers better, grips better and handles with far more aplomb.

The amount of passive safety features depend very much on the level at which you buy-in. The base model Altise now gets ABS with EBD and BA, but misses out on the side and curtain airbags standard on the rest of the range.

And the traction/stability control combination is only available on the Grande. It's a reflection of how quickly safety has become a buying issue that 042L wasn't even on-sale before Toyota Australia was hinting that it would widen TSC availability.

A significantly toughened body means 042L should at least net a four-star NCAP rating, but the car has yet to be formally tested.

COMPETITORS
The Camry four-cylinder is already the sales leader in the medium segment. But up until now that's been based on cut prices and mass fleet deals.

While that is likely to continue because of its local manufacturer status and Toyota's ability to wheel and deal, Camry's new-found dynamic ability means there are more reasons to consider it. The Mazda6, Honda Accord and Subaru Liberty are primary opposition.

ON THE ROAD
It only takes one corner to realise this is a Camry to shatter your preconceptions. The nose tucks in obediently -- almost eagerly. Vibrations come telegraphing up the steering column to tickle your fingers. There's a gradual, progressive and moderate amount of body movement.

This is not Sportivo but Altise. The base model. Previously that meant the boring, stodgy, lurching base model. Now it's a car that actually handles, ride and steers with layered confidence.

And when you do transfer to Sportivo there's no doubt how much sharper it is than Altise. Turn into that tightening, downhill left-hander and the base model's pace is brisk, gradually kneeling over onto its outside front tyre and then starting to push predictably.

The Sportivo is simply fast. There's more -- but still controlled -- feel/kickback, more resistance to understeer, a flatter body stance and a nibblier ride.

In fact there's more of everything. You can feel the stiffer rear-end steering the car straight as the throttle is flattened at exit. It invites you to drive in and out of corners hard, fast and confident.

Torque steer and mid-corner wheelspin -- both front-wheel drive bugbears -- are never major issues unless you're being ridiculous. This is a soundly designed, engineered and sorted package.

It quickly becomes obvious the drivetrain is now the weakest part of the Camry package. The engine is a characterless thing, revving stolidly to its 6000rpm redline. It's not a dog, but it's not got the breeding of the 6's MZR 2.3 or the Euro's brilliant VTEC 2.4.

It's not helped by an additional 50kg or-so of kerb weight nor those two overdrive gears in the auto. The carry-over manual gearbox also suffers, third becoming the default gear ratio for even moderate climbs, winding road and overtaking. The gearshift remains predictable but uninspiring, the clutch sometimes sticky.

The auto, by contrast, is a clever transmission that will change down on descents and hold gears when you are on the attack.

On Oran Park's front straight the Wheels VBox confirmed the dramatic improvement in the auto's form, now only 0.1 sec slower to 100km/h (9.5 sec) and 0.4 sec slower across 400m (16.9 sec). Fundamentally, the manual's slight edge is not enough to knock the auto off as the more useable transmission choice.

If the official figures are to be believed, 042L still provides fuel consumption lineball with the old car. It seems a stretch of credibility considering the extra weight, and we certainly didn't hit those marks. But 10-11lt/100km on standard unleaded is immensely achievable, much to the relief of your hip pocket nerve.

And that, despite all the driving improvements, may be the main reason Camry is a big seller. This time round though, it deserves to be.