2018 Toyota Camry vs 2020

What's the difference?

A Camry that is fun to drive - and a hybrid, no less? You'd better believe it. The changes to this 2018 Camry have made it a genuine contender in its (admittedly shrinking) segment. Whether that translates to sales remains to be seen, but if you are considering a mid-size sedan, the addition of EV Mode to the Hybrid Ascent Sport must surely make it among the best of the Camry bunch. 

The Camry SL hybrid is a really good thing. In fact, for environmentally conscious sedan lovers, it is an absolute no-brainer thanks to its real-world efficiency.

It doesn’t soar to the same dynamic heights as some of its competitors, but this Camry has an unexpected charm to it, particularly thanks to its comfortable ride.

 And strange omissions aside, the SL hybrid is seriously good value, not only for a flagship mid-size sedan, but also for one with a petrol-electric powertrain. Another winner from Toyota? Absolutely.

It looks…. interesting. And this might be the first time that description has ever been used as a compliment. 

You’ll remember the old Camry, I’m sure. The one that mean people said looked like something that should be sold in Harvey Norman and used to keep drinks cold? Well, this one doesn’t.

For one, the grille has been reimagined. There’s still a family resemblance, but it’s now a two-tier design that pinches in the middle before stretching out to each corner of the front-end. The headlights are thin and sharply angled, sweeping back into the bodywork, and a network of raised contours now lines the bonnet. 

Side-on, new body skirting links the simple alloy wheels, while the rear view is all fancy tail-lights, integrated boot spoiler and dual exhaust tips mounted on the lower left. It’s a genuinely nice, genuinely premium-feeling exterior treatment from Toyota.

There are more changes inside, too, where a new, swirling, modern-feeling dash houses the key screen and controls, and where the cheaper hard plastics are mostly disguised by soft-touch materials to give an impression that's approaching premium.

Not that long ago most people thought the Camry was white goods on wheels, but the narrative has well and truly changed.

The SL hybrid is more striking than most, with the eyes immediately drawn to its high-gloss 'Sports' grille, which is certainly bold thanks to its large size, X shape and prominent mesh insert.

In fact, the entire front end is pretty sporty by Camry standards, with large side air intakes positioned below the wedge-like LED headlights, which contain the daytime running lights. Even the bonnet above is heavily creased, so you know the SL hybrid means business.

Around the side, the Camry is less remarkable, although its uneven glasshouse and sharp belt line do add some visual intrigue.

The SL hybrid’s 18-inch alloy wheels have a multi-spoke design that tries to inject more sportiness, but a traditional silver finish leaves them looking relatively flat.

At the rear, the Camry is at its most alluring, with its LED tail-lights linking up unusual black plastic inserts that appear to mimic side air intakes. They’re pointless but kind of cool?

The SL hybrid goes a step further with a bootlid spoiler, while the bottom of its bumper is designed to look like a diffuser – something you’d never expect from a Camry.

Look a little closer, though, and you’ll notice the SL hybrid only has two exhaust tailpipes when its four-cylinder and V6 siblings get four. This means its ‘diffuser’ looks incomplete on the right side.

Inside, the Camry isn’t anywhere near as exciting, although it is surprisingly premium, which is welcome.

Soft-touch plastics are used for the upper dashboard and door shoulders, while the SL hybrid’s leather-accented upholstery covers its seats, steering wheel, gear selector, armrests, door inserts and middle dashboard.

Hard plastics are, however, used for the lower sections of the Camry’s cabin, which can feel a little dark, although bright silver accents add some colour, while sporty dark metallic trim is more prominent.

The SL hybrid does have a rather unusual brown insert on the passenger side of its dashboard. It’s glossy and has a vertical pattern. If there’s one material selection we’re unsure of here, it’s that one.

The Camry’s cabin is otherwise fairly conservative in its design, with the exception of the swoopy centre stack and console.

Not sure what’s going on there, but the SL hybrid’s 8.0-inch touchscreen, positioned in the middle of the mess, is easier to make sense of.

The multimedia system powering it is average in design and functionality, though. Taking advantage of its Apple CarPlay and Android Auto support is the best option.

The instrument cluster houses a traditional tachometer and speedometer, split by a 7.0-inch multi-function display, which serves up all the relevant information, plus a bit more, to the driver.

Better yet, there’s also a windshield-projected 10.0-inch head-up display that's large and in charge. So much so you rarely have to take your eyes off the road.

At 4905mm long and 1840mm wide, this new Camry is bigger than the car it replaces, and it sits on a 50mm longer wheelbase. And while that doesn’t sound like much, there is plenty of room in the cabin of this 2018 model.

The front seats aren't cramped, but the space is most noticeable in the back seat, where there’s plenty of legroom on offer behind all but the most NBA-ready of drivers.

Up front, there are two cupholders in the central storage area, along with the usual USB and power connections. Backseat riders get their own air vents, and they share another two cupholders hidden in a pull-down divider that separates the rear seat.

There's room in every door for bottles, and two ISOFIX attachment points - one in each window seat in the back. 

The hybrid batteries have been moved from the boot to a new position under the rear seat, where they no longer cut into storage space. The result is a 30-litre jump in boot space, to 524 litres with the rear seats in place.

Measuring 4905mm long, 1840mm wide and 1445mm tall, the Camry SL hybrid is large for a mid-size sedan. In fact, it will probably be reclassified as such if its current segment ceases to exist, but we digress.

Cargo capacity is generous, at 524L, but can be expanded with its 60/40 split-fold rear bench stowed, an easy action thanks to (manual) release latches in the boot, although the seats don’t tumble forward on their lonesome.

Speaking of the boot, there is a prominent load lip to contend with, so bulkier items require a little more grunt work, even though the aperture gets progressively wider. There are also two bag hooks and two tie-down points on hand to help secure loose cargo.

In-cabin storage options include the large glove box and central storage bin, with the latter capable of swallowing 7.3L. There’s also a small cubby to right side of the steering wheel, perfect for knick-knacks.

Up front, a pair of cupholders is located to the left of the gear selector, while the door bins can take one regular bottle each, just like their rear counterparts.

The second row also has a fold-down armrest with two more cupholders, while map pockets are found on the front seat backrests.

Speaking of which, the Camry is quite roomy in the rear, with around eight centimetres of legroom available behind our 184cm driving position. Toe-room is decent, while a coupe of centimetres of headroom is on offer.

There’s plenty of width availabel for adults, with three easily accommodated on shorter journeys. The transmission tunnel is relatively small, too, so there is enough footwell space to share around.

Child seats can be fitted to the outboard seats via top-tether and ISOFIX anchorage points, with this process made a little easier thanks to the wide aperture of the rear doors.

Connectivity-wise, the SL hybrid has one USB-A port, a 12V power outlet, an auxiliary input and a wireless smartphone charger at the front of its centre console.

In the second row, another two USB-A ports sit at the rear of the centre console, below the air vents.

Priced from $41,590, plus on-road costs, the SL hybrid is keenly positioned at the top of the Camry range, especially when you consider it’s fitted with a petrol-electric powertrain.

It’s so keen, in fact, that it only commands a $1000 premium over its non-hybrid four-cylinder counterpart.

The Camry SL hybrid undercuts its main rival, the $50,490 Honda Accord VTi-LX hybrid, by a considerable sum, while the same is true of the comparable Volkswagen Passat 140TSI Business sedan ($45,990) and Mazda6 Atenza sedan ($49,890).

Standard equipment not already mentioned in the Camry SL hybrid includes dusk-sensing lights, rain-sensing wipers, a space-saver spare, and power-adjustable side mirrors.

Inside, satellite navigation with live traffic, digital radio, a six-speaker sound system, a sunroof, eight-way power-adjustable front seats with cooling (but strangely no heating), a power-operated steering column, dual-zone climate control, keyless entry and start, ambient lighting, an auto-dimming rearview mirror and stainless-steel scuff plates feature.

Eight paintwork options are available, seven of which cost $500 extra, including the 'Feverish Red' hue our test vehicle is finished in. There are no other extra-cost options.

This is a new set-up for the Camry, with the engine, motor and battery combination a fresh design from Toyota. The 2.5-litre hybrid will produce 131kW at 5700rpm and 221Nm at 5200rpm (up by about 13kW/10Nm), and is paired with a CVT auto. The electric motor can add as much as 88KW, but maximum power from both the electric motor and petrol engine is never available together, and the engine's maximum output is listed at 160kW.

The Camry SL hybrid pairs a punchy 88kW/202Nm electric motor with a 2.5-litre naturally aspirated four-cylinder petrol engine producing 131kW of power at 5700rpm and 221Nm of torque from 3600-5200rpm.

The result? A combined peak power output of 160kW, which was hot-hatch territory not that long ago. As per usual, Toyota doesn’t quote system maximum torque.

The electronic continuously variable automatic transmission (e-CVT) has six ‘steps’, which can be explored via the steering wheel’s paddle-shifters, while drive is sent exclusively to the front wheels.

Being a self-charging hybrid, the nickel-metal hydride battery is recharged via regenerative braking.

Toyota claims an impressive 4.2L/100km on the combined cycle, with emissions pegged at 96g/km of CO2. The Camry’s 60-litre tank demands 95RON fuel.

The Camry SL hybrid’s fuel consumption on the combined-cycle test is 4.5 litres per 100 kilometres, while its claimed carbon dioxide emissions are 103 grams per kilometre. Both figures are rather astounding (as in, good).

In our real-world testing, we averaged 5.6L/100km over 180km of driving evenly split between highways and city traffic.

This is an outstanding result and a tribute to the effect of the electric motor in low-speed traffic. And given usually high petrol prices, it’s a big, big win.

For reference, the Camry SL hybrid’s 50L tanks 95RON petrol at minimum.

Much has been made of Toyota’s mission to make this the sportiest-ever Camry (though to be fair, the bar was set low enough you’d need a limbo world champion to scoot under it), so let’s jump straight to it. Short answer? It is. 

A new global platform (along with a company-wide push for more exciting cars) has given this Japan-built Camry new-found dynamics - aided by what Toyota says is a 30 per cent increase in torsional rigidity across the range.

And yes, it's even good in the hybrid version. In fact, hit the new 'EV Mode' button, which will see you running exclusively on battery power, and the hybrid-powered Sport is positively zippy, sending plenty of torque to the tyres from the moment you touch the accelerator, and genuinely pouncing away from the kerb when you plant your foot. Travel too fast or too far and the petrol engine will kick in automatically, but it’s a cool new feature, and one we found ourselves using often.

Remember, the mission here is not to make the Camry actually sporty, just sporty... for a Camry. And so while the hybrid model never feels like a performance car, its impressively balanced suspension (supple enough over all but the worst surfaces, but equally feeling connected to the road beneath the tyres) and the sorted chassis combine to give a new-found confidence to the driver. 

It's quiet (and more so in EV Mode) and comfortable, too, and you won't need to squeeze your offspring into the backseat. And so while the world has turned to SUVs of all sizes, we found ourselves more than a little bit enamoured with the perks of this mid-size sedan.

A Camry that you’ll enjoy driving? You don’t say. Yep, the SL hybrid is exactly that.

Just like the Toyota self-charging hybrid systems before it, the SL hybrid’s set-up is almost flawless, proving to be delightfully smooth as it transitions to and from its different power sources.

Pleasingly, there's instant torque off the line as the electric motor up front leads the charge, figuratively and literally.

Squeeze the accelerator pedal a little too much, though, and the engine will kick in. In fact, this Camry doesn’t want to be driven too hard. Instead, it rewards the opposite.

You see, the SL hybrid is one of those vehicles that changes you as driver. If you style is normally 'spirited' this car is likely to slow you down as you unknowingly commit to being as environmentally friendly as possible.

By no fault of the seamless e-CVT, straight-line bursts are rarely called on, as you aim to reach the same speeds at a much slower pace.

But you’re probably asking yourself why any of this matters, and it’s pretty simple: be gentle and you can use the electric motor most of the time.

With this Camry, nearly everything is leisurely. Its four driving modes – EV, Eco, Normal and Sport – allow powertrain settings to be adjusted while on the move, but rarely would you consider changing from the default mode.

The SL hybrid offers a very comfortable ride thanks to its independent suspension set-up, which consists of MacPherson-strut front and double-wishbone rear axles with passive dampers.

Potholes and speed bumps are dealt with nicely, while uneven and unsealed roads are also a breeze. It just feels nice and soft but not out of control, remaining composed as it rebounds quickly.

This Camry’s electric power steering is well-weighted and relatively direct. Nice traits to have in a mainstream sedan.

The impressive TNGA-K platform that underpins all of this is very impressive, with the driver knowing what the front wheels are up at any given time.

Handling-wise, the SL hybrid is so locked down that body roll is almost non-existent during hard cornering, although it’s not exactly a corner-carver.

Why? It struggles to hide its size and 1635kg kerb weight, with understeer a threat to orderly 'enthusiastic' progress.

As mentioned, this Camry uses regenerative braking to recharge its nickel-metal hydride battery. Unlike some rivals, this system is mostly imperceptible, although it is jerky at times when creeping, during which pedal feel is wooden. Braking performance is otherwise fine.

ANCAP awarded the entire Camry range a maximum five-star safety rating in 2017.

Advanced driver-assist systems in the SL hybrid extend to autonomous emergency braking with pedestrian detection, lane departure warning, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, high-beam assist, hill-start assist, front and rear parking sensors, and a reversing camera.

While comprehensive, this list is notably missing lane-keep and steering assist.

Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS), electronic brakeforce distribution (EBD) and brake assist (BA), among others.

Toyota offers a three-year/100,000km warranty, and the Camry will require a trip to the service centre every 12 months or 15,000km. Once there, though, Toyota's capped-price servicing program will help keep the costs down, with maintenance limited to $195 per service for the first five years or 75,000km.

Like all new Toyotas sold in Australia, the Camry SL hybrid comes with a five-year/unlimited warranty, which is two years short of the standard set by Kia and some other mainstream brands.

It’s also worth noting the nickel-metal hydride battery is covered by a separate 10-year/unlimited-kilometre warranty.

Service intervals are every 12 months or 15,000km, whichever comes first. And a four-year/60,000km capped-price servicing plan is available for just $800. No, that is not a typo.