Toyota Camry Atara SL 2013 Review

Price: $39,990 (MRLP)
Engine: 2.5-litre four-cylinder petrol
Output: 135kW / 235Nm
Transmission: Six-speed automatic
Wheels / Tyres: 17x7.0 / 215/55
Fuel / CO2: 7.8L/100km / 183g/km
Safety: Seven airbags / Five-star ANCAP

This seventh-generation Camry was a begrudging participant on the test track, revealing an obvious disconnect between the steering and actual on-road behaviour. A lethargic attitude and indecisive transmission saw the Camry meander around the circuit with a disappointing lack of enthusiasm.

Driving the Camry on our test circuit brought with it a conscious change in driving style. Behind the wheel light inaccurate steering translated to a messy handful (understeer and oversteer in equal parts), thanks to a complete lack of communication and a relatively poor suspension tune.

The throttle response was noted as ‘variable’, while stability control on the Camry was felt to be the most intrusive of all on test.

It wasn’t all bad news for the Camry, however. It surprised the judges when it showed the best pace in our straight-line acceleration test, reaching both 60km/h and 100km/h ahead of the pack. It performed well in braking testing too.

The Toyota’s 2.5-litre engine also returned the best fuel economy here, sipping an average of just 7.1L/100km on a predominantly freeway-based test route. Its closest rivals were the Malibu and the Mondeo, leaving the Accord and Mazda6 as the more thirsty cars on the day.

It’s clear the Camry’s set-up favours comfort over handling – which is not all bad for this segment. But other competitors prove that these two qualities do not have to be mutually exclusive.

The Camry Atara SL could also be considered middle-of-the-road when it came to standard equipment. Like the Accord, it retained a foot-operated park brake, and it only offered a parking sensor for the rear. However, it gained points for satnav and a reversing camera, paddle shifts for the transmission, air vents for the rear seats and a full-sized spare wheel. Metallic paint is a no-cost option.

Toyota’s capped-price servicing plan delivers more value. It’s available for four years/75,000km with the first service set at a bargain $130. The offered warranty is of the standard three-year/100,000km variety. Roadside assist is extra, priced at $70 per year.

In 2010, a mid-spec Camry Sportivo cost $33,990. Today, RedBook.com.au suggests that the median private sale price is $16,650, giving a retained value of 48.98 per cent.

SUITABLE INTEGRATION OF TECHNOLOGY
When it came to pairing a smartphone, the Toyota was on a par with its competitors.

Adding a new device is simple but requires a turn down a ‘cul-de-sac’ when trying to set it up through the car's phone menu (from 'Setup'), rather than through the Bluetooth menu – the traditional means of pairing a phone.

Like the Accord, the Camry featured a foot-operated parking brake.

The Camry featured a mix of large-type text and icons to indicate the function of each button. A touch screen also kept the centre fascia relatively uncluttered. The rest of the instrumentation and controls were typical of any Toyota, in being easy to operate and understand.

The Camry's infotainment touch screen displayed text and graphics in a larger format than in the Mazda6. It was easier to read and operate, while looking slightly more elegant than the more basic-looking setup in the Mazda. For overall ergonomic practice it was on a par with the Honda's similar system, and only beaten outright by that of the Malibu's.

The layout of the heating and aircon controls, like much of the centre fascia stack, won’t win any styling awards but everything is easy to use at a glance.

Unlike the other cars with an engine-start button, the Camry's doesn’t feature any LEDs to notify you of the car's status.

Entering a destination in the satnav system resulted in the same degree of difficulty as was the case with the Mazda6, with one minor difference... Where the Mazda6 had a single-point controller to enter text, the Camry's system was completely reliant on pressing keys displayed on the touch screen. It was somewhat easier to use than the equivalent system in the Mazda, but could not be used on the go.

Moreover, the satnav and trip computer are a bit overdone with their bold and brassy colour LCD screen but, like everything else, this becomes familiar and less confrontational with long-term use.

EXECUTION OF INTENDED PURPOSE
Toyota’s roll out on a new Camry follows a familiar pattern – the press initially gets excited about what it sees as the car’s final escape from the strictures of design boredom, then forgets about it.

This time around (starting January 2012), the seventh-generation Camry has gone through the same cycle. A new, almost edgy look and improvements to safety, space and dynamics were seen positively at first, but have now been swallowed into the familiar Camry persona.

The bottom line, though, is that the Camry is, as ever, a sure-bet new car choice.

The Toyota is claimed to be bigger inside than before and it certainly rates right at the top in this comparison. It shares best rear-seat legroom with the Accord and, at 515 litres with split-fold access, is second only to the Malibu in boot capacity.

It looks after the driver, with a comfortable position attainable for just about anybody, while passengers get a super-quiet ride to complement the cushy suspension.

FIT, FINISH AND FINESSE
The Camry tied with the Mondeo on points in the quality section of our test. The Camry’s exterior proved to be well assembled with tight and uniform panel gaps and excellent paint consistency across all surfaces.

The door action proved reassuring.

Camry’s cabin does, however, come off as a little ‘cheap’. The instrumentation, although coherent, appears dated, and the quality of materials used across the console and door cards was hard to the touch, despite being visually appealing.

Not so appealing was the use of woodgrain garnishing which seemed at odds with the cabin’s contemporary design. We also felt the material of the upholstery was of a lower quality than some on test, which lowered the tone of the cabin overall.

The other problem is the Camry Atara SL’s ‘leather’ upholstery does a poor job of holding anyone securely in place if the car is being used with any determination.

Shortcuts again seemed obvious in places the eye would not often visit. The fuel filler door’s exposed frame felt ‘unfinished’ and the paint finish inside the boot lid and on the hinges was unfinished, as per the Malibu.

Under the bonnet, the Camry had some exposed plumbing and wiring that looked messy, rather than functional.

The bonnet was, however, well sealed, though it did have the old fashioned ‘stick’ to hold it open, rather than the gas struts of some competitors in this company.