In an effort to banish the Camry’s bland image, Toyota gave the latest generation a more expressive design, used a more sophisticated suspension to improve driving and handling, and delivered better fuel efficiency than any previous Camry lineup. Five trim levels are offered: a base L, a mid-grade LE, and a better-equipped XLE, plus the sporty SE and upscale XSE. The Camry Hybrid has three versions: LE, SE, and XLE.
With buyers’ interests in sedans sagging in favor of all sizes of crossover SUVs, this latest Camry is critically important to keep Toyota’s highest-volume passenger car at the top of a tough market. It faces stiff competition this year from a new version of its longtime rival, the Honda Accord, plus a major revamp of the popular Hyundai Sonata. Other competitors include the older Chevrolet Malibu, Ford Fusion, Kia Optima, and Nissan Altima.
The new Camry improves on last year’s model in styling, safety, features, and fuel economy, but it’s only average in performance, despite a new chassis. As for comfort and quality, we can’t comment fully because so far we’ve only driven prototypes. We’ll report back once we’ve had time behind the wheels of retail models—whose build quality we would expect to be excellent. We hope to drive production versions soon, to solidify our comfort and quality rating. Overall, we rated the 2018 Toyota Camry at 6.2 points out of 10. (Read more about how we rate cars.) That rating may rise, by the way, once federal testers and the IIHS have issued crash safety ratings for the new Camry, in which we expect it to do well.
All Camrys sold in the U.S. are now built at Toyota’s plant in Georgetown, Kentucky. The first 2018 Toyota Camry models will appear at dealerships in July 2017.
Styling
The 2018 Toyota Camry’s sleek, low shape makes it the first Camry in memory to be considered stylish, with an interior that largely matches.
The 2018 Toyota Camry has a “firm, wide stance,” with sportier and arguably more upscale looks. Front and rear occupants sit an inch or more lower, and the Camry is an inch lower and slightly longer and wider too. The goal is to make one of Toyota’s most mainstream vehicles more expressive, and to our eyes, it succeeds quite nicely. We rate the 2018 Camry at 7 out of 10 for styling, with an extra point each for its sleek exterior and more premium-feeling interior. (Read more about how we rate cars.)
Many of the exterior design elements were first seen in a 2014 restyling of the last Camry, but here they’re on a longer, lower, wider car. The result is crisp, racy, and stacks up well against the handsomest of the mid-size sedan class, the Ford Fusion—which can look just a little pudgy in comparison. Yet, Toyota has resisted the temptation to overdo it, as seen on the Mirai sedan and Prius hatchback, both vehicles whose lines can be reasonably viewed as bizarre.
The 2018 Camry’s two-part grille has what Toyota terms “flowing” lines, with a larger Toyota badge at the center, tinted blue on Hybrid models. The body sides and rear of the car carries far more sculpting and complex shapes. Sportier SE and XSE models not only lead with a different front end and grille, but also have a revised rear bumper, a small lip spoiler on the trunk lid, and sill extensions below the doors. Frankly, we think that’s all a little too much; the standard models are cleaner.
Inside, the lower front seats have been entirely redesigned and a larger touchscreen dominates the center of the dashboard. Toyota has used a mix of soft-touch materials and colors to give even lower-end models a more premium impression.
Performance
The 2018 Toyota Camry’s three powertrains vary a lot; the Hybrid and V-6 are most rewarding to drive, but handling is only average for the segment.
The 2018 Toyota Camry is now a minority in its segment, offering an optional V-6 engine in high-end models. Fewer automakers are considering a V-6 for similar-sized sedans. While we had hoped for more, we rate the Camry at 5 out of 10 for overall: its powertrains, handling and roadholding, and suspension are essentially average for the segment. (Read more about how we rate cars.)
The newest Camry clearly improves on the previous generation in those qualities, but it’s not particularly groundbreaking in any performance area save fuel economy. We found the base version not particularly powerful, and the specialty Hybrid and V-6 versions at either end of the performance range proved more enjoyable than the volume models.
The base engine continues to be a 2.5-liter inline-4, now rated at 206 horsepower and mated to an 8-speed automatic. The 301-hp 3.5-liter V-6 is also paired with the new 8-speed automatic.
The Camry Hybrid models use the latest generation of the Toyota two-motor hybrid system, first launched in the 2016 Prius. The Camry Hybrid uses a 176-hp 2.5-liter engine tuned to run most efficiently in combination with electric motors to power the car under light demand. A new Sport Model in the Camry Hybrid lets drivers move through six simulated “gears” in the electronically continuous variable transmission if they choose; we found it largely superfluous.
Like the Prius, the battery pack of the Camry Hybrids sits under the rear seat rather than in the trunk. That gives identical trunk space in the standard and hybrid models. The base Camry LE Hybrid uses a lighter lithium-ion battery pack, however, which gives it a combined EPA estimated rating of 52 mpg, the first hybrid mid-size sedan to cross the 50-mpg mark. The heavier SE and XLE hybrids use an older nickel-metal-hydride battery, and are rated at 46 mpg combined.
The conventional 2.5-liter 4-cylinder models, which will be the bulk of Camry sales, comes in at an EPA-estimated rating of 32 mpg (except for the lightest Camry L, rated at 34 mpg). Finally, the thirsty V-6 gets a 26-mpg combined rating.
On the road, the base 2.5-liter engine and 8-speed automatic didn’t feel all that fast. A demand for greater acceleration produced a pause followed by two and sometimes three downshifts before the car surged ahead. This is regrettably common now in new cars whose transmissions have more than six gears, and the Camry is far from the worst culprit, but neither did the 4-cylinder prove all that responsive. The V-6, on the other hand, delivered smooth, fast power in virtually any situation, and seemed to require fewer downshifts. It’s the engine to have if you want power, though it’ll cost you in fuel economy.
Hybrids, V-6 most enjoyable
Oddly enough, the Camry LE Hybrid we drove proved as enjoyable as the V-6, in a different way. It’s quiet and well-isolated except under maximum power demand, when a noticeable revving machinery noise comes from somewhere remote under the hood. The Camry Hybrid runs in electric-only mode quite frequently over flat roads at a variety of speeds, the engine switched on subtly, and transitions between regenerative and friction braking were imperceptible. It’s not a fast car, nor one that makes you want to drive fast, but it’s smooth, quiet, and comfortable.
On the road, while the new Camry is definitely an improvement over its rather soft predecessor, we found that even the “sporty” SE and XSE models with retuned suspension didn’t feel all that sporty. Toyota has definitely improved its electric power steering, which was previously among the numbest in any car. It holds the road as well as most mid-size sedans, but the tall tires on the base LE are soft enough to feel squishy around corners on fast, winding rural roads. The larger wheels and tires of the XLE are a noticeable improvement.
The best-handling Camry model was the XSE V-6 we tested, a full-bells-and-whistles model with strong acceleration, a sporty appearance, and the tautest on-road behavior of all. It’s also a minor factor in the Camry lineup, albeit a profitable one, and the LE and XLE 4-cylinder cars will likely be the highest-selling versions. Given the handling improvements we found in the Prius and C-HR, we found the new Camry a slight letdown. It’s not bad, but it’s still only about average.
In an effort to banish the Camry’s bland image, Toyota gave the latest generation a more expressive design, used a more sophisticated suspension to improve driving and handling, and delivered better fuel efficiency than any previous Camry lineup. Five trim levels are offered: a base L, a mid-grade LE, and a better-equipped XLE, plus the sporty SE and upscale XSE. The Camry Hybrid has three versions: LE, SE, and XLE.
With buyers’ interests in sedans sagging in favor of all sizes of crossover SUVs, this latest Camry is critically important to keep Toyota's highest-volume passenger car at the top of a tough market. It faces stiff competition this year from a new version of its longtime rival, the Honda Accord, plus a major revamp of the popular Hyundai Sonata. Other competitors include the older Chevrolet Malibu, Ford Fusion, Kia Optima, and Nissan Altima.
The new Camry improves on last year’s model in styling, safety, features, and fuel economy, but it’s only average in performance, despite a new chassis. As for comfort and quality, we can’t comment fully because so far we’ve only driven prototypes. We’ll report back once we’ve had time behind the wheels of retail models—whose build quality we would expect to be excellent. We hope to drive production versions soon, to solidify our comfort and quality rating. Overall, we rated the 2018 Toyota Camry at 6.2 points out of 10. (Read more about how we rate cars.) That rating may rise, by the way, once federal testers and the IIHS have issued crash safety ratings for the new Camry, in which we expect it to do well.
All Camrys sold in the U.S. are now built at Toyota's plant in Georgetown, Kentucky. The first 2018 Toyota Camry models will appear at dealerships in July 2017.
Styling The 2018 Toyota Camry’s sleek, low shape makes it the first Camry in memory to be considered stylish, with an interior that largely matches.
The 2018 Toyota Camry has a "firm, wide stance," with sportier and arguably more upscale looks. Front and rear occupants sit an inch or more lower, and the Camry is an inch lower and slightly longer and wider too. The goal is to make one of Toyota's most mainstream vehicles more expressive, and to our eyes, it succeeds quite nicely. We rate the 2018 Camry at 7 out of 10 for styling, with an extra point each for its sleek exterior and more premium-feeling interior. (Read more about how we rate cars.)
Many of the exterior design elements were first seen in a 2014 restyling of the last Camry, but here they’re on a longer, lower, wider car. The result is crisp, racy, and stacks up well against the handsomest of the mid-size sedan class, the Ford Fusion—which can look just a little pudgy in comparison. Yet, Toyota has resisted the temptation to overdo it, as seen on the Mirai sedan and Prius hatchback, both vehicles whose lines can be reasonably viewed as bizarre.
The 2018 Camry’s two-part grille has what Toyota terms "flowing" lines, with a larger Toyota badge at the center, tinted blue on Hybrid models. The body sides and rear of the car carries far more sculpting and complex shapes. Sportier SE and XSE models not only lead with a different front end and grille, but also have a revised rear bumper, a small lip spoiler on the trunk lid, and sill extensions below the doors. Frankly, we think that's all a little too much; the standard models are cleaner.
Inside, the lower front seats have been entirely redesigned and a larger touchscreen dominates the center of the dashboard. Toyota has used a mix of soft-touch materials and colors to give even lower-end models a more premium impression.
Performance The 2018 Toyota Camry’s three powertrains vary a lot; the Hybrid and V-6 are most rewarding to drive, but handling is only average for the segment.
The 2018 Toyota Camry is now a minority in its segment, offering an optional V-6 engine in high-end models. Fewer automakers are considering a V-6 for similar-sized sedans. While we had hoped for more, we rate the Camry at 5 out of 10 for overall: its powertrains, handling and roadholding, and suspension are essentially average for the segment. (Read more about how we rate cars.)
The newest Camry clearly improves on the previous generation in those qualities, but it’s not particularly groundbreaking in any performance area save fuel economy. We found the base version not particularly powerful, and the specialty Hybrid and V-6 versions at either end of the performance range proved more enjoyable than the volume models.
The base engine continues to be a 2.5-liter inline-4, now rated at 206 horsepower and mated to an 8-speed automatic. The 301-hp 3.5-liter V-6 is also paired with the new 8-speed automatic.
The Camry Hybrid models use the latest generation of the Toyota two-motor hybrid system, first launched in the 2016 Prius. The Camry Hybrid uses a 176-hp 2.5-liter engine tuned to run most efficiently in combination with electric motors to power the car under light demand. A new Sport Model in the Camry Hybrid lets drivers move through six simulated "gears" in the electronically continuous variable transmission if they choose; we found it largely superfluous.
Like the Prius, the battery pack of the Camry Hybrids sits under the rear seat rather than in the trunk. That gives identical trunk space in the standard and hybrid models. The base Camry LE Hybrid uses a lighter lithium-ion battery pack, however, which gives it a combined EPA estimated rating of 52 mpg, the first hybrid mid-size sedan to cross the 50-mpg mark. The heavier SE and XLE hybrids use an older nickel-metal-hydride battery, and are rated at 46 mpg combined.
The conventional 2.5-liter 4-cylinder models, which will be the bulk of Camry sales, comes in at an EPA-estimated rating of 32 mpg (except for the lightest Camry L, rated at 34 mpg). Finally, the thirsty V-6 gets a 26-mpg combined rating.
On the road, the base 2.5-liter engine and 8-speed automatic didn’t feel all that fast. A demand for greater acceleration produced a pause followed by two and sometimes three downshifts before the car surged ahead. This is regrettably common now in new cars whose transmissions have more than six gears, and the Camry is far from the worst culprit, but neither did the 4-cylinder prove all that responsive. The V-6, on the other hand, delivered smooth, fast power in virtually any situation, and seemed to require fewer downshifts. It’s the engine to have if you want power, though it’ll cost you in fuel economy.
Hybrids, V-6 most enjoyable
Oddly enough, the Camry LE Hybrid we drove proved as enjoyable as the V-6, in a different way. It’s quiet and well-isolated except under maximum power demand, when a noticeable revving machinery noise comes from somewhere remote under the hood. The Camry Hybrid runs in electric-only mode quite frequently over flat roads at a variety of speeds, the engine switched on subtly, and transitions between regenerative and friction braking were imperceptible. It’s not a fast car, nor one that makes you want to drive fast, but it’s smooth, quiet, and comfortable.
On the road, while the new Camry is definitely an improvement over its rather soft predecessor, we found that even the “sporty” SE and XSE models with retuned suspension didn’t feel all that sporty. Toyota has definitely improved its electric power steering, which was previously among the numbest in any car. It holds the road as well as most mid-size sedans, but the tall tires on the base LE are soft enough to feel squishy around corners on fast, winding rural roads. The larger wheels and tires of the XLE are a noticeable improvement.
The best-handling Camry model was the XSE V-6 we tested, a full-bells-and-whistles model with strong acceleration, a sporty appearance, and the tautest on-road behavior of all. It’s also a minor factor in the Camry lineup, albeit a profitable one, and the LE and XLE 4-cylinder cars will likely be the highest-selling versions. Given the handling improvements we found in the Prius and C-HR, we found the new Camry a slight letdown. It’s not bad, but it’s still only about average.
