2019 Toyota Camry vs 2020

What's the difference?

It's a pity families don't buy sedans any more, because this is a terrific family car, particularly if you're not bothered by badge cache or speed, but do like an easy-to-drive, cheap-to-run car. Just a few years ago it would have been almost laughable to contemplate a car this big, for this money, being so cheap to own and run.

I'm also really annoyed that my hackneyed Camry jokes are no longer just not funny, they're not funny because they're not (as) true. No, it's not a super-fun excitement machine, but that's not the point. It is a very good car, with all the Toyota goodness of old, added warranty and the bonus of genuinely feeling good to drive. And you're a mild shade of enviro-green to go with it.

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.

Some key changes to the design approach on the new Camry means it's not as knock-kneed and simpering as the last, um, six or so generations.

To be fair, the previous one wasn't terrible but there are actual hints of mild bravery, with an angry front-end look, some interesting surface detailing and, even what might be called a "Lexus-lite" look for the rest of it.

The new Camry is lower, has big wheel arches that the 17s struggle to fill but it has some genuine style, rather than looking like the clay modellers knocked off before lunch. The dual exhaust seemed incongruous to me, but is, in fact, a styling win.

Jokes aside, I don't mind it at all. It's no Supra, but it's no mid-90s Camry, either. Yeah, I bet you don't remember which one I'm talking about, either.

I really like the cabin. The dash design is quite something and shows some real flair. William Chergowsky told me last year that this interior was going to be more emotional and memorable. And it really is, along with Toyota's impressive build quality. Even the volume knob feels substantial, the materials are nice but the steering wheel is... well, more of that later.

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.

The new, stretched wheelbase has meant a lot more interior space for passengers, particularly in the rear. The Camry hasn't really been small for a very long time, but this one's generous rear legroom is probably why it's a smash-hit with the Uber crowd. The seats are comfortable too, if trimmed in what appears to be neoprene.

Front and rear passengers each have a pair of cupholders for a total of four, plus there's a deep central console bin and a space under the stereo for a phone. There's even a coin slot. Each door also has a bottle holder.

The boot in the Ascent Sport is a voluminous 524 litres - the Ascent has a full-size spare that swallows up 30 litres of that space. The seats fold down 60/40, but the cargo volume when they are down is not readily available.

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.

While the standard Camry packs the same 2.5-litre four-cylinder, the Hybrid's ICE output is slightly lower, at 131kW. When paired with a hybrid motor, the total power figure is a pretty decent 160kW, but the torque figure appears to be unaffected, at 202Nm. Toyota doesn't quote combined torque figures, because it's tricky with the type of transmission it uses.

The front wheels are driven by Toyota's favoured e-CVT, with six artifical steps to make it feel like a proper auto, if you're feeling racy.

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.

The Hybrid's windscreen sticker makes the bold claim of 4.2L/100km on the combined cycle, which is amazing for a big sedan. Reality isn't quite so amazing. In our week with the car, 5.7L/100km was the best I could get, but it was mostly city driving, the weather was really humid and, it turns out, this isn't a bad thing to drive, which means you're tempted to hit the throttle regularly.

As it's a typical Toyota hybrid, there isn't a plug to charge it, so you'll not be running on batteries the way you can in, say, a Hyundai Ioniq PHEV.

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.

All the Camry markers are here. It's easy to get in and out of and easy to get comfortable. The dash isn't too high and, uh, the steering wheel is plastic, which is genuinely disappointing. A Mazda6 (no, not a hybrid, I know) doesn't have a plastic steering wheel. The Toyota one is pretty cheap-feeling.

Pressing the start-stop button, you hear the electrics switching on and, if you're backing out of the drive, you won't hear the engine until you're on the gas driving away. You may not hear anything, but your passengers might hear your tutting. The brakes are very grabby when you're in stealth, I mean, electric mode, whether you're going forward or backwards. No doubt it's something you will become accustomed to, but it's there. Toyota hybrids seem to be behind the game on this particular score.

In every other way, the Camry is exactly as it has always been. Except it isn't. Toyota kept all the good things - it's smooth, it's quiet and it rides well. Everyone is comfortable and everything works. I've already mentioned it was stinking hot the week we had it and the Camry's air-conditioning was super-fast cold.

The bit that's different, though, is that, just like the styling, things are better. Camrys past had over-light steering, marshmallows for suspension and as much grip on the road as Kanye West has on reality. This one has body control. The steering feels good. There is actual grip and you feel like you're driving the car rather than just steering it around.

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.

In news that still has me all a-tingle (okay, not really), Toyota now offers a five-year/unlimited kilometre warranty. There's till no roadside assist offered for free, though, so you have to pay extra for it.

The first five service intervals are capped at $195 each so, if you're lucky, five years of servicing will only sting you $975. Intervals are set at 12 months/15,000km.

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.