Toyota Camry Hybrid Prototype 2009 Review

What we liked
>> Extra oomph over standard Camry
>> Steering and suspension improvements
>> Quiet

Not so much
>> Needs more differentiation over standard car
>> Battery significantly compromises load through from boot
>> Base model will be pretty base

The Australian version of Toyota's Camry Hybrid will feature more differentiation than just 'Made in Altona' badges.

Indeed, after Carsales Network's preview drive of the Camry Hybrid at Linfox's Proving Ground near Anglesea (Victoria) yesterday, we can now confirm that not only will at least two grades of the new car roll down the local line, but that they will also feature Australian-developed suspension and steering calibrations.

Toyota commenced local pilot production of the new Camry Hybrid last week but has been building a limited number of local "advanced stage" engineering evaluation vehicles for some months. In our sneak peek drive we sampled prototype numbers seven and eight that rolled down the Altona line.

Although Toyota reps were officially tight-lipped regarding specification and grade strategy, some details were obvious. Indeed, even blind Freddie would have had trouble missing the grade differentiation of the two hybrid vehicles on hand to drive.

Suggesting that Toyota will offer at least two grades when the Camry Hybrid comes to market in February 2010, one prototype was a relatively low-spec cloth trimmed vehicle with manual seat adjustment and rather basic audio equipment. The other (the white car pictured) approximated Camry's Grande rangetopper -- a 'leather-wrapped' high-spec car complete with large screen Grande-style satnav system (featuring a Prius style power monitoring system), electric multi-adjustable front seats, glass sunroof and the like.

Both variants get keyless 'comfort' style entry and the now-signature Hybrid Synergy Drive start button. Inside there's a unique instrument panel with a large analogue instantaneous fuel economy gauge to the left of an even larger speedometer. A multifunction display in the lower centre of the IP delivers a simplified version of the powerflow meter on both grades. Unlike the mid-level Alteva facelifted conventional Camrys we drove back-to-back, the Hybrids have no tachmometer.

Outside the Hybrid models are delineated by modest hybrid badging on the front quarter panels and bootlid (taped up fr our drive) and special blue-tinted headlamp bezels -- as previewed in Toyota's local Hybrid concept car unveiled at the Melbourne motor show earlier this year.

Both the conventional and hybrid MY2010 Camrys feature new LED-style tail lamps. Though the boot mounted battery pack compromises the car's load-through facility, boot space itself is still good. A full size spare tyre is feature.

Toyota's local development engineers have provided unique mapping for the electric power steering system. In comparison to the standard Camry's conventional hydraulic power steering, the Hybrid's new electric system provides better weighting, at least the impression of better feel and more linear response off centre.

Able to jump from conventional Camry to Hybrid and back again in the course of yesterday's short proving ground test drive, the difference in steering precision was marked. The conventional car could benefit from improvements Toyota's local boffins have wrought.

Also noteworthy was the Hybrid's sportier, better controlled suspension tune. Facilitated by the decision to build the Camry Down Under rather than import the car complete from Thailand, the changes have been designed to give the Camry Hybrid a more refined feel.

That's the inside word from Toyota Australia's Camry Hybrid development program chief engineer, Phil King. On hand yesterday for the preview drive, King said the localisation of Camry Hybrid allowed Toyota Australia to revisit the grade strategy and suspension tune -- albeit with a tight timetable.

In the case of the latter the team sought to build on the unique local tune of the standard car to provide better body control and more refinement over a range of surfaces. Gone are the roly-poly manners of the US-market Camry Hybrid.

In comparison to the standard car, the Hybrid is heavier (around 70kg) but some benefit is derived from the fact 50 of the 70kg increase is the battery and placed almost directly over the rear axle. The standard car's nose-biased weight distribution is therefore tamed somewhat -- from 60:40 to 55:45 or better, says King.

On Toyota's own ride and handling circuit at Anglesea the difference was subtle but still noticeable. There's added refinement to the way the updated tune copes with smaller bumps both in a straight line and in corners (the latter in part aided by the reduction in the steering kickback). The Hybrid also seems to sit a touch flatter through corners.

Also noticeable across the range of surfaces at Anglesea was noise -- or rather lack of it. Unlike the conventional models, the new Hybrid benefits from an acoustic windscreen and additional sound deadening material in the engine bay. On coarse chip surfaces the different was palpable -- as it was also the case in the heavy rain that hit our session.

Having driven to the test session in a high-end European coupe, I'd go so far as to suggest that the Camry Hybrid's refinement was approaching that of the much more expensive offering, and a significant step up on the standard Toyota.

Toyota is not announcing power or torque stats on the local car until closer to launch. The smart money pegs the Hybrid's combination of Atkinson cycle 2.4-litre four-cylinder petrol powerplant and electric motor at around 140kW combined output. That's 23kW or around 19 per cent up on the conventional car.

According to King, maximum torque is appreciably improved -- around about 30 per cent up on the petrol car's 218Nm.

The controlled condition test area precluded any real world in-traffic impressions. We can, however, vouch that while the standard Camry gets away from the Hybrid momentarily from a standing start (as the latter's CVT takes its time to get into action), it takes the petrol electric car little time to peg back the distance. From around 60-70km/h it steams away.

Our handheld iPhone G-tac timing awarded a 0.4-0.6sec (approx) advantage to the Hybrid in 0-100km/h time -- and that's despite the Hybrid carrying an extra passenger.

In 80km/h and up roll-ons -- indicative of overtaking performance on the open road -- the Hybrid easily betters the conventional four.

Of course it's not the 0-100km/h or 80-120km/h in-gear acceleration statistics in which most Hybrid buyers are interested. Fuel economy, and to a lesser extent CO2 emissions are likely to be the headline acts when the car comes to market. Alas the testing regime allowed us during our short initial drive didn't shine any light on the potential savings over a standard car. That information will have to wait for a later drive.

And you can be certain there will be more 'pre-launch' drives. Toyota will make doubly sure the Hybrid Camry gets more than the lion's share of media attention between now and the car's on sale date next year.

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