High-speed stability is very good. Even at 120 km/h, the Camry is very well-planted and displays no floatiness or nervousness. On undulations, the vertical movement is well controlled.
Driving the Toyota Camry Hybrid
The Toyota Camry Hybrid is powered by a 5th Generation Hybrid System. It uses a 2.5-litre, 4-cylinder Dynamic Force petrol engine that puts out 184 BHP @ 6,000 rpm and 221 Nm @ 3,600 – 5,200 rpm paired to an Electric Permanent Magnet Synchronous Motor that develops 134 BHP and 208 Nm. Toyota has used a lighter Li-Ion battery instead of a Ni-MH one for powering the electric motor. The combined power is 227 BHP. The 9th-gen Camry weighs 1,645 kg (20 kg lesser than the outgoing car). This gives it a power-to-weight ratio of 138 BHP / ton (9 BHP / ton more than the 8th-gen). The engine is paired to an e-CVT with a 10-speed sequential shift.
With your foot on the brake, press the engine start button. It doesn’t result in the usual sound of a starter cranking the engine to life. It’s eerily silent and for those who haven’t experienced electric or hybrid cars before, this does take a little getting used to. The car starts in electric mode, with the dials and “READY” indicator lighting up. Slot the gear lever into D and you’re all set to roll.
Lift off the B pedal and the car moves forward instantly without any throttle input. Step in the accelerator and the instant torque from the electric motor ensures that the Camry immediately darts forward. Low-end torque is very good. In heavy traffic, you can drive the car without any throttle input. The petrol engine turns on only when extra shove is required, or if the batteries are below a certain charge level. While the insulation is superb & regular folk won’t know, enthusiasts will notice when the petrol engine suddenly kicks in. Whether it is driving in bumper-to-bumper traffic or closing gaps, the Camry does it effortlessly. The e-CVT provides a seamless experience in the city. As there aren’t any actual gear shifts taking place, the drive feels amazingly smooth. Throttle response is good and the rubber-band effect is well-controlled with a light foot on the accelerator. These traits make the Camry very easy to drive in the city.
On the open road too, the Camry is a strong performer. There is more than enough power and torque on offer to keep up with the traffic with ease. The powertrain responds well to throttle inputs and power is always available. Outright performance is very strong. It can hit silly speeds in a very short time. Slow-moving vehicles are overtaken without any drama. In terms of cruisability, the Camry proves to be a good mile muncher. It can maintain triple-digit speeds effortlessly. 100 km/h was seen at ~1,750 rpm.
The Camry gets drive modes that basically alter the throttle response as well as the behaviour of the internal combustion engine. There is a dedicated EV mode button that will let you drive the car as an EV for the maximum distance possible. However, if you are heavy on the throttle or the speed crosses ~60 km/h or the battery’s state of charge is too low, the system will go back from EV mode to hybrid mode.
Apart from the EV mode, there are 3 drive modes: Normal, Eco and Sport. These 3 modes alter the throttle response.
The Normal mode is the default mode which is in between the middle of Eco and Sport modes. It works well in town and on the highway and offers a good balance between efficiency and performance. In fact, you really don’t need to change it unless you’re driving uphill or want to overtake a vehicle quickly on an undivided highway.
In Eco mode, the internal combustion engine doesn’t come on as easily unless you press the throttle a lot more. The throttle response is dull and it tries to keep it in hybrid mode with the internal combustion engine only charging the battery and not sending power to the wheels unless the accelerator is pressed very firmly. This is a nice mode to use in the city, where speeds are on the lower side. However, because of the power available, it can be used on the open road as well.
In Sport mode, it’s the opposite. In this mode, the Camry feel like a proper 200+ BHP car Even with a light dab of the throttle, the internal combustion motor comes alive and assists the power delivery. On undivided highways, this is the mode to use to pull off safe overtakes. Throttle response is much sharper and you rarely see the internal combustion engine turning off. The CVT is nice in Sport mode, and its rubberband effect is mostly evident under hard acceleration (where the engine stays stuck at max revs) or hard driving. Even then, it’s nowhere as bad as CVT from the past. Of course, using Sport mode impacts fuel efficiency the most and it is also not advisable to use this mode in the city as power delivery can get a spiky.
The gearbox also has a manual mode. You can use the gear shifter or the paddles behind the steering wheel to change gears. You’ll like the engine braking on offer. The gearbox has an “S” mode too in which the transmission holds the gears for a little longer than in the regular D mode.
Noise, Vibration & Harshness (NVH)
The Camry’s NVH levels are good. The car does a good job of keeping most noises out of the cabin most of the time. It’s only when you press the accelerator harder that you can hear the 2.5L petrol engine. However, it is never too loud and the occupants of the car do not have to raise their voices while talking to each other. We did not feel any vibrations even when the petrol motor came on.
While wind and suspension noise are well-contained, road noise is quite prominent.
Mileage & Fuel economy
The Camry’s ARAI fuel-efficiency rating is 25.49 km/l, which is an improvement over the outgoing car’s 23.27 km/l. In our short drive, which included some fast driving and lots of idling, we couldn’t really test the fuel economy. Even so, with better aerodynamics and a lesser kerb weight than its predecessor, we expect the 9th-gen Camry to easily deliver 15 – 20 km/l in real-world conditions.
Suspension
Ride Comfort
The Toyota Camry gets a MacPherson strut suspension at the front and a double wishbone setup at the rear. The suspension feels mature. It works silently and is compliant. Most bumps, besides the larger ones, are absorbed well without transmitting any thuds to the cabin, and it doesn’t feel as though you are hurting the Camry when driving on bad city roads. There is some firmness felt over sharp potholes / bumps, and we think the large 18-inch wheels and 235/45 low profile tyres are a contributor there. Still, whether in the front seat or back, ride quality is compliant and no owner will ever complain.
Handling & Dynamics
High-speed stability is very good. Even at 120 km/h, the Camry is very well-planted and displays no floatiness or nervousness. On undulations, the vertical movement is well controlled.
On a winding road, the car changes direction without any fuss. It’s only when you drive aggressively and attempt quick lane changes that you will notice some body roll. On the other hand, the Bridgestone Turanza tyres provide excellent grip and the car sticks to its line through curves.
Overall, we would term the handling and dynamics of the Camry as safe and predictable.
Steering
The Camry comes with an electric steering that is well-calibrated. It is light at slow speeds and gets heavier as the speed goes up. It also weighs up in “Sport” mode if you desire more weight at highway speeds. While the steering feels direct, it could do with more feedback. The turning radius of the Camry is rated at 5.7 m. This is a big car and you will be making more 3-point turns than you’d expect, which can get annoying in congested cities.
Braking
Being a hybrid, braking is different compared to conventional cars. With disc brakes all around, the stopping power is good. But the braking needs time to get used to. It’s not easy to get a linear braking response. This needs getting used to. It will catch you off guard initially, but after a while, you get accustomed to it and change your braking style accordingly.
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