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For several years, the price premium placed the Toyota Camry Hybrid in a “tough sell” situation, for its fuel mileage barely exceeded the regular gas-engine version of the Camry.
A new hybrid powertrain for 2012, complemented by a reduction of 200 pounds in the Toyota’s overall heft, has lifted the Camry Hybrid to a rating of 40 miles per gallon in town-driving, an increase of almost 30 percent. If family sedan comfort is a deciding factor, the Camry may steal a sale or two from its high-volume stablemate, the Prius.
While hybrid sales in general declined sharply in January from the month previously, sales of the refreshed ’12 Camry hybrid climbed 18 percent over its total in December.
Top 10 sellers of hybrids in January were Toyota Prius 11,555, Camry 2,116, Hyundai Sonata 1,304, Lexus CT200h 1,025, Buick LaCrosse 781, Lexus RX450h 753, Kia Optima 705, Ford Fusion 611, Honda Insight 492 and Honda Civic 449.
Toyota’s Hybrid Synergy Drive system has installed a 2.5-liter, 4-cylinder engine, replacing the former 2.4-liter, with horsepower boost from 147 to 156 and torque from 138 to 156. The engine and the 141-hp electric motor are mated to a continuously variable transmission, and, new this year, is an EV mode, which relies on the electric side of the powertrain for short distances at low speeds. A blend of the two power systems nets 200 horsepower. The transfer of power is smooth, seldom noticed by the driver.
The Camry offers a soft, quiet ride and it’s a nimble handler, with MacPherson strut front suspension and independent dual-link rear suspension and stabilizer bars front and rear. It is equipped with 17-inch alloy wheels. Acceleration, mild from a dead stop, is surprisingly strong through midrange.
I averaged 37.1 miles per gallon with the hybrid. Because the electric power is used at low speeds, the Camry’s EPA rating is higher (40) in town driving, than on the highway (38). The ’12 Camry Hybrid is roomy and comfortable, with improved seating dressed up with suede inserts on the leather trim. The Toyota has given up its wraparound dash for one of many parts, including stitched leather in layers, wide inserts of other materials and even molded rubber wrap around the center stack supports. The battery pack sits behind the rear-seat cushions and steals space from the trunk. Adequate storage space in the trunk is always of prime concern in a family sedan. For the ’12 model, Toyota moved the battery pack forward a few inches, and the trunk space now measures a fairly adequate 13.1 cubic feet, compared with 10.6 feet in the previous version. The battery pack’s presence remains an obstacle in pass-through space when opened from the trunk to rear-seating area.
Sticker price on the upgraded Camry Hybrid XLE model I drove was $34,547. It also is available in LE. Among options which pushed the XLE $7,000 higher than the base price were touch-screen premium HDD navigation with Entune, AM/FM/CD with 10 speakers including subwoofer and amplifier, Sirius satellite radio, backup camera, power moonroof, leather-trimmed ultrasuede seats (heated in front) and blind-spot monitor.
Power windows/locks/mirrors, dual-zone climate control and cruise control are standard. Notes from e-mail Q: I read your 2/25/12 article on the Jeep, Bud. I could not believe you’d review a piece of junk like a Jeep. Have you not read any Consumer Reports reliability reports? Since World War II, Jeeps have done little compared with Japanese 4-by-4s. I bought a new Jeep CJ-5 in 1966. Within 3,000 miles, the starter motor died. We were in the southern West Indies and I had to fly my wife to Puerto Rico for a new one. They have been junk ever since. My ’66 had no power steering, no power brakes, no radio, no heater, no A/C, no window wipers on the passenger’s side, no door locks, but it did have three shift levers. Pricing, you say, is a plus. I paid just under $2,000 for mine new, inflation has not gone up that much, has it? I just traded my 20-year-old Samurai for a RAV4. – K.P. A: So you didn’t like the Jeep you bought in 1966? My word, Keith, that was 46 years ago. You think I rely on Consumer Reports for my information? Don’t bet on it, sir. Take a ride in a 2011 Jeep Grand Cherokee; see if it doesn’t compare somewhat favorably to your Samurai or RAV4.
Q: I agree, Bud, that the Jeep Liberty has some issues. I own a 2006 Liberty and pull a 26-foot sailboat (about 3,000 pounds) from Littleton to Dillon Reservoir on a regular basis in the summer. I can easily go up to Eisenhower Tunnel from either direction at 5 miles an hour over the limit at all times. The 3.7-liter engine is very capable. The problem is the 4-speed automatic. I have a 6-speed manual transmission; smooth as butter and geared nicely.
A: That 6-speed manual is still an option on the ’12 Liberty, Jerry, and, sure, the 3.7/manual combination will do the job with the Liberty. Purpose of last week’s column was to offer exposure for an even better power source, the new Pentastar V-6 and 5-speed automatic.
2012 Toyota Camry Hybrid XLE
$34,547
(price as tested)
MPG City 40 Highway 38
Vehicle type: Midsize hybrid sedan
Wheelbase: 109.3 inches
Length/Width/Height: 189.2/71.7/57.9 inches
Weight: 3,460 pounds
Engine: 2.5-liter 4-cylinder and electric motor
Transmission: Continuously variable
Fuel mileage: 37.1 mpg
Fuel tank: 17 gallons
Warranty: 3 years/36,000 miles basic; 5/60,000 powertrain
Competitors: Ford Fusion Hybrid, Hyundai Sonata Hybrid, Volkswagen Passat TDI diesel
Built at: Georgetown, Ky.
THE STICKER
$27,400 base
$2,600 Premium navigation, AM/FM/CD with 10 JBL GreenEdge speakers including subwoofer and amplifier, Sirius satellite radio
$1,160 Leather-trimmed ultrasuede seats, heated front seats
$915 Power tilt/slide moonroof
$695 Backup camera
$500 Blind-spot monitor
$760 Destination
PLUSES
Hybrid performance
Roomy interior
Larger trunk
MINUSES
Busy finish of dash
Battery pack blocks passthrough
I averaged 37.1 miles per gallon with the hybrid. Because the electric power is used at low speeds, the Camry’s EPA rating is higher (40) in town driving, than on the highway (38). The ’12 Camry Hybrid is roomy and comfortable, with improved seating dressed up with suede inserts on the leather trim. The Toyota has given up its wraparound dash for one of many parts, including stitched leather in layers, wide inserts of other materials and even molded rubber wrap around the center stack supports. The battery pack sits behind the rear-seat cushions and steals space from the trunk. Adequate storage space in the trunk is always of prime concern in a family sedan. For the ’12 model, Toyota moved the battery pack forward a few inches, and the trunk space now measures a fairly adequate 13.1 cubic feet, compared with 10.6 feet in the previous version. The battery pack’s presence remains an obstacle in pass-through space when opened from the trunk to rear-seating area.
Power windows/locks/mirrors, dual-zone climate control and cruise control are standard. Notes from e-mail Q: I read your 2/25/12 article on the Jeep, Bud. I could not believe you’d review a piece of junk like a Jeep. Have you not read any Consumer Reports reliability reports? Since World War II, Jeeps have done little compared with Japanese 4-by-4s. I bought a new Jeep CJ-5 in 1966. Within 3,000 miles, the starter motor died. We were in the southern West Indies and I had to fly my wife to Puerto Rico for a new one. They have been junk ever since. My ’66 had no power steering, no power brakes, no radio, no heater, no A/C, no window wipers on the passenger’s side, no door locks, but it did have three shift levers. Pricing, you say, is a plus. I paid just under $2,000 for mine new, inflation has not gone up that much, has it? I just traded my 20-year-old Samurai for a RAV4. – K.P. A: So you didn’t like the Jeep you bought in 1966? My word, Keith, that was 46 years ago. You think I rely on Consumer Reports for my information? Don’t bet on it, sir. Take a ride in a 2011 Jeep Grand Cherokee; see if it doesn’t compare somewhat favorably to your Samurai or RAV4.
