Visual panache and lively performance are noble goals for the new 2018 Toyota Camry.
This is the best midsize sedan for you if you want a new Camry from the ground up. The most popular American car is completely redesigned for the 2018 model year, with new blooming styling, revised features, and updated engines.
The Camry remains a front-wheel-drive five-door four-door passenger. But it adopts a new basic structure that introduces more interesting driving dynamics. The interior is altered and all trim levels now come with a variety of safety fixtures that can be praised, including autonomous emergency braking. The engine series reflects the 2012-2017 generation, maintaining a choice of four and six cylinders, plus an electric-gas hybrid. All the more powerful than ever, however, and more fuel-efficient too. One hybrid model is rated 52 mpg in a combined city highway.
Citing the new style of “emotional” and enhanced platforms, Toyota said that consider the ’18 Camry is an opportunity to re-energize the midsize car segment. That’s a high command. With buyers pouring into crossover SUVs, the car’s middle class has fallen sales by 16 percent in the first eight months of 2017 – above 9.5 percent decline for 2016. Camry sales are out 7.1 and 9.5 percent over the same period. , but Toyota’s supporters retained their position as sales leader of the segment, with Honda Accord, Nissan Altima, Ford Fusion and Chevrolet Malibu rounding out the top five.
2018 Toyota Camry Specs Review
2018 Toyota Camry Styling
Toyota plays the previous generation Camry with a facelift model-year 2015 aimed at damaging the image of a sissy car. It brings the effort to fruition for the ’18, with curves and sharp folds drawn from the innovative new design language of the car, as seen in the latest version of the Prius liftback and the RAV4 compact crossover. This is a cute new image for the Camry – it’s really aggressive on SE and XSE models – and it’s pretty provocative to bring up the question of how a conservative core car audience will react.
Bumper to bumper, the redesigned Camry is just half an inch longer than the outgoing version. But the distance of the wheel axis – the distance between the front and rear axle – 1.9 inches longer. It gives the visual impression on a more athletic profile, as well as a 1.6 inch hoodline and a roofline that is almost an inch lower with a clear fastback tap.
High-and high-beam headlamps LEDs are now standard, along with daytime running LEDs and LED taillamps. The larger new grille features several model personalities: a non-triumphant horizontal rod for LE and XLE, a black honeycomb flanked by large air intakes for the sporty SE and XSE.
The new body is almost an inch wider overall, and all versions have boomerangs tilting bends from taillamps to the rear fascia, lending on the ass the additional impression width of the hugs of the road. In SE and XSE, rear taillights are sucked, bumper integrates an aerodynamic “diffuser” and the trunk uses a small spoiler. Unique for SE and XSE are all-wheeled alloy wheels and, for XSE, the choice of fashion statement from the roof that is painted gloss black.
Fully renovated for the ’18, the interior is highlighted by separate drivers and front passenger zones that create the most cock-resembling Camry cabin ever. Feelings are reinforced by a gauge that for the first time tilts toward the driver.
The new down structure allows engineers to lower the sitting position barely an inch ahead and 1.2 inches behind. It helps residents feel it by car but enjoys better outdoor visibility, thanks to a more compact instrument panel, lower seat belt, and refurbished roofs and roof mirrors. Front seats enjoy the room and comfortable comfort. Standard power driver seats on all models, and each class but L gives a loudspeak boost power-adjusted. The SE model is upgrading from the upholstered fabric to the cute Toyota SofTex material. Original leather standard on XSE and XLE. All but L and LE have leather-wrapped steering wheel.
Disappointment is the rear seat comfort, traditionally a selling point of the Camry. Although it has a longer wheelbase, the leg room is almost an inch less than before. The lower sitting position retains most of the old Camry headroom, even with the sloping roofline of the car. But the tradeoff is a not substantial bearing with thigh bottom support. Long-legged people now have to adopt knee postures.
Otherwise, the cabin is impressive. Dashboards are a wonderful blend of style and functionality. Many soft surfaces, stitched sewing, and a mixture of tones and colors create an upscale atmosphere. Standard wise touches on all models include automatic up and down power on all four sides of windows and sun shields with sliding extensions. Automatic climate control is a standard that begins with SE; XSE and XLE have dual-zone control. They also have an electric parking brake and a brake-hold convenience, allowing you to stop turning on the lights with the feet of the brakes.
Storage space of many small interior goods. And while the 15.1 cubic luggage is average for the class, Toyota deserves credit because it does not sacrifice battery volume for Hybrid batteries. The TNGA platform allows relocation from the trunk to the bottom of the rear seat. The props are also to provide each model on the L 60/40 split / folding rear seatback.
2018 Toyota Camry Specs Review
2018 Toyota Camry Powertrain
A major upgrade here, starting with a new understructure. Called Toyota New Global Architecture, or TNGA, this modular platform is designed to support Toyota and crossover cars. It’s more rigid yet lighter than previous Camry platforms, and allows a lower center of gravity. Combined with the re-engineered suspension, this sedan dramatically improves road behavior. Scores other points for Toyota in its campaign to involve young riders and rearrange old images.
The redesigned Camry feels stable at highway speeds and changes direction with confidence, showing no previous car dithering response to steering input or weakness in wavelengths.
The cornering handle increases with wheel size. We have not tested the L model with the average 16-inch tires, but the 17 on LE provides a commendable balance of benzol absorption and calmness. XLE and four-cylinder SE has 18 that pushes cornering speed higher and does not sacrifice the quality of driving. SE and XSE trims get sport-tuned shock absorbers and springs, with the XSE model adding a 19-inch low-profile tire. It really entertains an easy-to-run front sedan with the Mazda 6 and Honda Accord, traditional handling standards in this class.
Contrary to earlier speculation that Toyota will follow the trend of medium powertrains and restrict the new Camry to the deliberate aspirated and turbocharged four-cylinder engine, the V-6 results are available. In fact, the whole range of machines is the same, although each offer is significantly improved.
Most Camry buyers will continue to choose a four-cylinder base, which again displaces 2.5 liters but everything is mechanically new. Horsepower increased to 203 (206 on XSE), from 178 predecessors. And torque up to 203 pound-feet (206 on the XSE), from 170. (Think of torque as the power that keeps the car moving, and horsepower as the energy that makes it move.) The output is now at the top of the class for the base engine, and the acceleration – both around the city or on the highway that melts and passes – more than enough.
Competitors like the Buick Regal, the Chevrolet Malibu, the Ford Fusion, the Hyundai Sonata, the Kia Optima, the Volkswagen Passat – and the 2014 Accord redesign – all offer turbocharged four-cylinder engines. None of these turbo fours match the new Camry V-6 for horsepower, albeit slightly different for torque and defeat it for EPA ratings. Only about 6 percent of Camry buyers who traditionally chose the V-6, but the automaker maintains it as a competitive differentiator, a decision made easier because the lower structure of the TNGA is designed to accommodate other Toyotas where the V-6 is almost mandatory, including the Highlander medium crossover and Sienna minivans .
While the 2018 V-6 again-3.5 liters is also a new engine, with advances such as direct fuel injection. It has 301 horsepower and 267 pound-feet of torque. The outgoing V-6 has 268 horsepower and 248 pound legs. Available only on the XSE and XLE models, the Six amplifies the Camry, providing a powerful boost from any speed without pause that makes many rivals of four-cylinder turbocharged perform linear acceleration.
Toyota took a step forward on the transmission front as well. Both four and six-cylinder engines pair up with a new eight-speed automatic transmission. It replaces the six-speed automatic and helps fix pickups from the line as well as fuel savings. The XLE and XLE models allow the driver to switch between the Economy, Normal, and Sport transmission calibrations. The SE and XSE models also get paddle steering-wheel-mounted shifter designed to provide manual type gear control. Overall, the speed of eight fosters the smooth delivery of power, although its tendency to look for higher gear ratios in the name of fuel economy means sometimes late with downshift when you need fast acceleration at speeds around the city.
As before, the Camry Hybrid incorporates a 2.5-liter four-cylinder engine with electric motor power. This is not a plug-in, not replenishment by recovering lost energy during braking and sliding. Using the motor almost exclusively to help accelerate gasoline engine. Net output rose 8 horsepower, to 208 (Toyota did not specify net torque). Hybrid re-use a continuous automatic transmission, but this CVT get sport mode, and the SE model get a steering paddle shifters for additional “gear” control.
Each Camry Hybrid is one example of a better breed, with a mixture of smooth gas and electric power, accelerated readiness thanks to instant torque of the motor, and the braking of the brake pedal is almost normal during regenerative braking. Hybrid models weigh about 200 pounds more than their gas-only counterparts, but the overall acceleration feels livelier than the gas-only four-cylinder Camry, regardless of the typical CVT tendency to allow the engine to shrink at high speeds until the desired vehicle speed is reached. Handling is equivalent to the appropriate trim only gas level, also aided by the center of gravity advantage of new battery placement.