Toyota Camry History: A Closer Look at the Lineage of America’s Best-Selling Sedan

No other midsize sedan is as popular as the Toyota Camry in overall sales. With its reputation for reliability and fuel efficiency, the Camry won buyers over since its inception, especially those looking for a family-friendly sedan that’s likely to provide many years of trouble-free motoring and commuting. Alongside the Corolla, the Camry is one of Toyota’s best-selling and most well-known vehicles. From the rear-drive, Japanese-spec Celica Camry produced from 1979 to 1982 to the second-generation models with All-Trac all-wheel-drive system to the wagons and coupes of the third-generation, Toyota has produced a wide range of Camry variants since it introduced the car. Sure, the Camry hasn’t always been the most exciting car to drive, but its sales success proves it’s an icon in its own right.

In anticipation of the arrival of the new 2018 Toyota Camry, we’ve taken a look back at the Camry’s history and compiled the data on all the Camry models Motor Trend has tested through the years.

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The First Three Generations

Toyota introduced the Camry as a 1983.5 model with two body styles: a sedan and a hatchback. Unlike the sporty, rear-drive Celica Camry sedan that was sold in Toyota’s home market of Japan from 1979 to 1983, the first-generation Camry was front-wheel drive. Engine choices included three four-cylinder engines. A 1.8-liter or a 2.0-liter gas unit came paired to either a five-speed manual or a four-speed automatic transmission. Toyota also offered a 1.8-liter turbodiesel I-4 as the third engine in the U.S. market, but it was available exclusively with a manual.

The second-generation Camry, which was produced from the 1987 to 1991 model years, was the first to offer a V-6 engine option. It also replaced the diesel option in North America. The same 1.8-liter and 2.0-liter I-4 carried over with the five-speed manual and four-speed automatic. This was also the first generation to offer a wagon body style, which replaced the hatchback. All-wheel drive was also offered for the second-generation lineup, and it remains the only Camry to ever offer four-wheel traction as an option.

For the 1992 model year, the Camry officially transitioned from a compact car to a midsize car with the third-generation model being significantly larger than the car it replaced. A third body style was also added with the introduction of the Camry coupe for the 1993 model year, but it only remained in production until it was discontinued in the 1996 model year. The engine lineup was also cut to two, with a 2.2-liter I-4 as the standard engine and a 3.0-liter V-6 as an option.

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Fourth Generation

The first Toyota Camry Motor Trend tested was the fourth-generation sedan with the optional 3.0-liter V-6 rated at 192 hp and 209 lb-ft of torque paired to a five-speed manual. This example was able to hit 60 mph in 7.0 seconds and finish the quarter mile in 15.4 seconds at 90.6 mph. On the skidpad, this generation of the Camry was able to pull off 0.82 g, and it stopped from 60 mph in 130 feet.

Three other V-6-powered Camrys were tested later. They were slower at between 7.7 and 7.8 seconds to 60 mph, and they finished the quarter mile in 15.8 and 15.9 seconds at speeds ranging from 86 to just a little over 88 mph. On the handling front, all three cars produced 0.79 g of grip. Stopping from 60 mph took between 129 to 131 feet.

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First-Generation Toyota Camry Solara

Toyota brought back the coupe version of the Camry as the Solara for the 1999 model year, and an example with a five-speed manual and a 3.0-liter V-6 was quicker than the Camry sedan of the same generation using the same engine. The car was able to break the 7-second barrier, hitting 60 mph in 6.9 seconds, and it finished the quarter mile at 15.3 seconds at 91.5 mph. However, in terms of grip, the Solara was slightly off the pace from the Camry sedan, posting 0.74 g on the skidpad and a stopping from 60 mph in 131 feet.

One of the slowest V-6-powered Camry models we’ve tested is the Solara convertible, which hit 60 mph in 8.4 seconds and finished the quarter mile in 16.4 seconds at 84.6 mph. The extra weight of the convertible didn’t seem to affect its skidpad performance, as it was able to pull an average of 0.78 g. That put it in line with the V-6-powered Camry sedan and slightly better than the Solara coupe.

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Fifth-Generation Camry

To date, the slowest Camry we’ve tested was a 2003 example powered a by a 157-hp 2.4-liter I-4 mated to a four-speed automatic. This particular car hit 60 mph in 9.5 seconds and finished the quarter mile in 17.1 seconds at 81.2 mph. Its braking performance, on the other hand, was in line with other Camrys of its generation and its predecessors; it stopped from 60 mph in 128 feet. A similarly specced Camry took 146 feet to stop from 60 mph.

Despite the V-6 engine getting slightly more power than its predecessor, the fifth-generation Camry wasn’t much quicker. The quickest example of this generation we tested was able to hit 60 mph in 7.2 seconds and finish the quarter mile in 15.6 seconds at 89.3 mph. Again, skidpad performance was similar to its predecessors at 0.78 g. This was also one of the first Camrys that was put through the figure-eight test, and it was able to finish the course in 28.3 seconds with an average of 0.58 g.

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Second-Generation Camry Solara

The second-generation Camry Solara, which was produced from the 2004 to 2008 model years, was slightly quicker than the Camry sedan. Both the coupe and convertible hit 60 mph in 7.1 seconds. The coupe finished the quarter mile in 15.2 seconds at 92.6 mph. The convertible was not far behind. It did the same run in 15.3 seconds at 90.9 mph. Where the Solara coupe separates itself is in the skidpad, where it generated 0.78 g, and in the figure-eight course, which it finished in 27.8 seconds with average of 0.64 g. The convertible produced 0.73 g on the skidpad and was 1.3 seconds slower on the figure eight, generating an average of 0.59 g. Both cars’ braking performances were similar. The coupe stopped from 60 mph in 126 feet and the convertible in 128 feet.

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Sixth Generation

When it arrived in 2006 as a 2007 model, the sixth-generation Camry impressed us so much that it eventually won Motor Trend’s 2007 Car of the Year. This was also the generation that the Camry became one of the quickest midsize sedans available. Models equipped with the 268-hp 3.5-liter V-6 and six-speed automatic were able to hit 60 mph in the low 6-second range and the quarter mile in the mid-14-second range at nearly 100 mph.

Skidpad performance was only slightly better than its predecessors, with two examples generating 0.79 g and 0.80 g. Handling still wasn’t the Camry’s forte. It was only able to pull off an average of 0.64 g on the figure-eight course, which it finished in just under 28 seconds. Braking performance improved significantly, with two V-6-powered examples stopping from 60 mph in 120 feet and 118 feet, respectively, the shortest of any Camry that Motor Trend has tested.

Four-cylinder-powered Camrys also saw performance improvements, their 0–60 times now in the 8-second range and the quarter-mile times in the low to mid-16-second range. Models equipped with the four-cylinder generated 0.78 g on the skidpad. However, on the figure-eight course, they didn’t do too well. The two test cars, a 2008 and a 2010 model, finished the test in 28.9 seconds with a 0.56 g average and 28.0 seconds with a 0.58 g average, respectively. The two took 124 feet and 128 feet, respectively, to stop from 60.

The sixth-generation Camry was also the first to be offered as a hybrid. It featured a 2.4-liter I-4 paired to an electric motor for a combined output of 187 hp. In terms of performance, the hybrid matches the old V-6-powered cars with a 0–60 time in the high 7-second range and a quarter-mile time in the in the high 15- to low 16-second range at speeds of just under 90 mph. On the skidpad, two hybrids we tested produced 0.72 g and 0.76 g, and they finished the figure eight in 29.7 and 29.1 seconds while generating an average of 0.55 g and 0.56 g. Stopping from 60 mph took 126 and 134 feet, both of which are on the same ballpark the four-cylinder-powered models.

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Seventh Generation

With minor updates to the base four-cylinder engine and a significantly updated hybrid variant, the seventh-generation Toyota Camry is the quickest to date. With the carryover 268-hp 3.5-liter V-6, the Camry was able to hit 60 mph in 5.8 seconds and finish the quarter mile in 14.2 seconds at 100.6 mph. That makes it one of the quickest midsize sedans available. Skidpad performance stood at 0.81 g, and the car finished the figure-eight course in 27.2 seconds with an average 0.66 g. Stopping performance from 60 mph was less impressive at 126 feet.

Four-cylinder-powered Camrys were able to break under the 8.0-second mark for the first time on their 0–60-mph run, and quarter-mile times hovered in the high 15- to mid-16-second range at speeds of around 86.5 to 89.0 mph. The hybrid, which now uses a 2.5-liter I-4 coupled to an electric motor, has a total output of 200 hp and rivals the performance of the old V-6-powered Camrys from the late 1990s and early 2000s. The hybrids Motor Trend has tested were able to hit 60 mph in the low 7.0-second range and the quarter mile in the mid-15-second range at just over 90 mph.

Ride comfort has always been one of the Camry’s best features. It’s better at coddling passengers than providing thrills when the road gets twisty. Even after the 2015 refresh, which features improvements to the car’s suspension and driving dynamics, the Camry continues to be more comfort-oriented. On the skidpad, seventh-generation Camrys generated between 0.78 and 0.82 g. A couple Camrys finished the figure-eight course in the 27-second area while averaging between 0.60 and 0.68 g. Braking distances have been between 120 and 128 feet, not much different than its predecessor.

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Eighth Generation

As the third vehicle to use the new TNGA platform, the Camry is expected to handle much better thanks to a lower center of gravity, less weight, and a more rigid body. Additionally, a recent teaser released by Toyota hints that the car’s styling will be much more aggressive than the seventh-generation Camry.

In addition to the TNGA platform, the eighth-generation Camry will likely be the first vehicle to use Toyota’s new range of engines, including the direct- and port-injected 2.5-liter I-4. That same engine should also find its way under the hood of a new hybrid variant, which would offer more power and even better fuel economy than the current model.

With a new direct- and port-injected V-6 powering the Highlander, which traditionally shares the same six-cylinder engine with the Camry and a number of Toyota and Lexus vehicles, Toyota’s midsize sedan isn’t likely to switch to a turbo-four anytime soon.

Toyota’s recent powertrain overhaul announcement could also mean that the Camry will be the next vehicle to use the eight-speed automatic found in a number of other vehicles, including the Highlander, Sienna, and the Lexus RX 350. However, the Camry Hybrid may receive an updated e-CVT instead of a transmission with fixed gears.

The post Toyota Camry History: A Closer Look at the Lineage of America’s Best-Selling Sedan appeared first on Motor Trend.

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2017 Audi A4 Allroad First Test: Advancing the Argument for More Wagons

It’s a good time to be a wagon fan. The long-roof body style is in the midst of an unexpected resurgence, and even if some cars have to gain a few inches of wheel gap to appeal to Americans’ insatiable crossover appetite, our wagon choices are pretty good these days. For one example, just look at the 2017 Audi A4 Allroad.

Although it’s not quite as sexy as the A4 Avant that Europeans get, the Allroad is still a handsome vehicle. The lifted suspension doesn’t offer the same ground clearance as a traditional SUV or crossover, but the front end still easily clears parking blocks and other obstacles common in the urban jungle. The wide-mouthed grille with vertical slats wasn’t instantly attractive to me, but the look grows on you. The same goes for the plastic fender guards, which are mostly for show but don’t obstruct the wagon’s lines too badly.

Like all A4 Allroad models, our tester came equipped with a 2.0-liter turbocharged I-4 mated to a seven-speed dual-clutch automatic transmission and Quattro all-wheel-drive system. That engine is virtually identical to the one in the A4 sedan, making the same 252 hp and 272 lb-ft of torque. That amount of power still feels adequate in the heavier Allroad, which weighs roughly 150 pounds more than an all-wheel-drive A4 sedan. Despite the added weight, it’s nearly as quick; it takes 5.7 seconds to hit 60 mph and 14.3 seconds to complete the quarter mile. (Both results are 0.3 second slower than an A4 Prestige.) The Allroad is a good deal quicker than the similarly crossover-ized but older Volvo V60 Cross Country T5 AWD, which did 0–60 in 6.8 seconds and ran the quarter mile in 15.2 seconds.

From behind the wheel, the Allroad feels peppy and has good power down low for passing. The new seven-speed dual-clutch transmission makes the most of the turbo-four’s powerband, banging out smooth, fast shifts and keeping the engine in its sweet spot. Getting the jump on the car in the lane next to you is easy, thanks to the Quattro all-wheel-drive system and low-end torque, which peaks between 1,600 and 4,500 rpm.

Despite its raised suspension, the Allroad still handles well. Body movement is controlled when taking turns, and the car feels relatively neutral without the understeering characteristics of older front-drive-based Audis. The Allroad completed our figure-eight test in 26.8 seconds at an average of 0.67 g. Curiously, that just about matches the performance of our long-term 2013 Allroad despite the new model making more power and getting the new Quattro Ultra AWD system. Still, that’s quicker than the 27.1-second result of the 2015 Volvo V60 Cross Country T5 AWD. It’s even up there with our long-term 2014 BMW 328d xDrive wagon (26.7 seconds at 0.65 g), which had a lower ride height but made less power from its turbodiesel I-4 engine.

Audi’s speed-sensitive electromechanical power steering is one of the better systems I’ve sampled. It’s light but communicative in Normal mode. Switching to Dynamic mode tightens up the steering, which gives the wheel a natural-feeling weight to it. You also get improved throttle response and higher shift points, along with a stiffer ride from the adaptive dampers. There’s nothing crossoverlike about the Allroad when driving in this mode. When the pavement ends, though, switching to Offroad mode will make the suspension more compliant.

But whether you’re on- or off-road, the A4 Allroad’s cabin is the place to be. The cockpit inherits its luxurious feel and conservative good looks from the A4 sedan, and it features the same freestanding screen and long vent-heavy dash. I like how the passenger-side dash has a wide faux vent, which connects the functional HVAC vents in a continuous string from the gauge cluster to the passenger door, but I wouldn’t want to clean it after years of accumulating dust. Our car, being a Prestige model, came with Audi’s virtual cockpit screen, and the resolution is high enough that you forget there are no physical dials until the screen reconfigures to conveniently show details of your route or display some other bit of information. The color head-up display is also clear and puts useful data points more directly in your line of sight.

The MMI infotainment system comes with Apple CarPlay and Android Auto, and the smartphone integration schemes work just as well as in other cars. However, seeing the app icons that are clearly meant to be pushed to access makes me wish for a touchscreen instead of the touchpad dial interface, which otherwise works well. I also wish automakers would bring back physical radio controls; on most cars, functions for changing stations or choosing from presets are usually hidden in the infotainment system’s menus, as is the case in the Audi. Speaking of buttons, the cupholders are placed directly beneath the center stack, which juts out over the console. Larger drinks will barely fit in these cupholders, but when they do, you’ll inevitably hit the buttons above when trying to remove your drink. Skip the Big Gulp, though, and you’ll be fine.

Ergonomics for the rest of the car are good. Back-seat passengers have plenty of legroom and headroom. The 40/20/40 split folding rear seats go down easily with one hand, expanding the cargo area to 58.5 cubic feet. The power liftgate is fast, and when it opens, the cargo hider lifts up and out of the way.

As tested, our A4 Allroad Prestige rang up at $55,575. That’s a sizeable chunk of change, but the Allroad seems like a lot of car for the money. Just as it always has, the wagon body style offers the driving characteristics of a car but with an extra helping of utility. The Allroad repackages that philosophy for American tastes, but that wagon DNA is still intact. To the wagon purists pining for the A4 Avant, here’s your next best thing. To the would-be crossover shoppers just now discovering the joys the wagon offers, welcome to the resistance.

2017 Audi A4 Allroad Quattro (Prestige)
BASE PRICE	$52,350
PRICE AS TESTED	$55,575
VEHICLE LAYOUT	Front-engine, AWD, 5-pass, 4-door wagon
ENGINE	2.0L/252-hp/273-lb-ft turbo DOHC 16-valve I-4
TRANSMISSION	7-speed twin-clutch auto.
CURB WEIGHT (F/R DIST)	3,818 lb (53/47%)
WHEELBASE	110.9 in
LENGTH x WIDTH x HEIGHT	187.0 x 72.5 x 58.8 in
0-60 MPH	5.7 sec
QUARTER MILE	14.3 sec @ 96.9 mph
BRAKING, 60-0 MPH	113 ft
LATERAL ACCELERATION	0.82 g (avg)
MT FIGURE EIGHT	26.8 sec @ 0.67 g (avg)
REAL MPG, CITY/HWY/COMB	20.3/31.0/24.0 mpg
EPA CITY/HWY/COMB FUEL ECON	23/28/25 mpg
ENERGY CONS, CITY/HWY	147/120 kW-hrs/100 miles
CO2 EMISSIONS, COMB	0.78 lb/mile

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Police Forces Are Opting for SUVs Instead of Sedans

The days of the Ford Crown Victoria are long over. Police forces around the U.S. and Canada are choosing to fill their vehicle fleets with SUVs about as often, or in some cases more often, than sedans because of the amount of gear they can carry, reports Automotive News.

Sedans are the more popular option in cities, but SUVs are becoming the new norm in suburbs and rural areas. And the reason is similar to the reason everyday consumers are opting for these larger vehicles. They can carry more equipment, and they are often easier to enter and exit due to their higher ride height.

Helping bolster the case for SUVs, the performance of these vehicles is now on par with their lighter sedan counterparts, police say.

“LAPD (Los Angeles Police Department) are buying a larger percentage of SUVs than they are of the sedans,” said Sergeant Michael McCarthy of the Michigan State Police precision-driving team, speaking with Automotive News. “They are very capable. They have a fairly short turning radius. They’re deceptively fast.”

Ford sells by far more SUVs than sedans to police forces in the U.S., Automotive News reports. The automaker offers the Explorer-based police SUV as well as the Taurus-based police sedan, and both models sit on essentially the same platform and share key components.

It’s hard to pinpoint exact sales figures for police fleets because many departments, including New York, don’t license and register their vehicles. But estimates suggest there around 100,000 police vehicles sold each year in the U.S.

Head to Automotive News to read the full report.

Source: Automotive News (Subscription required)

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Next-Generation Ford Fusion Hybrid Autonomous Car Looks Sleek

Ford will show off an updated Fusion Hybrid autonomous test vehicle at CES in Las Vegas this month. The car features new computer hardware with improved processing power.

Three years ago, the automaker introduced its first-generation autonomous car with four prominent sensors mounted on the roof. Although the new vehicle sits on the same platform, it looks a bit sleeker since it now features just two LiDAR sensors instead of four. These sensors, located on the front pillars, receive the same amount of total data as before, and are about as large as a hockey puck.

Ford says that adjustments to the placement of the two sensors have allowed the car to better see its environment. In fact, they can now see about the length of two football fields in every direction. The LiDAR sensors, and a suite of short- and long-range radar sensors, complement three cameras discreetly mounted on the two roof racks, as well as a forward-facing camera hidden under the windshield. Then there’s the “autonomous vehicle brain” located in the trunk, computing the data. Ford says the computers generate 1 terabyte of data every hour, more than a typical person would use in phone data over the course of 45 years.

Earlier this year, Ford promised to offer fully autonomous vehicles in high volumes by 2021. These cars, designed for ride sharing services, won’t include pedals or a steering wheel. Ford doesn’t envision the technology rolling out to individual customers until several years after 2021 due to high costs.

The electrical controls on the Fusion Hybrid are close to production-ready, the automaker says. Ford’s new autonomous test car will debut at CES January 3 before heading to the Detroit auto show the following week.

Source: Ford, Medium

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