2020 Toyota Camry vs 2021

What's the difference?

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.

The Camry continues to be a quiet achiever for Toyota, dominating the mid-size-sedan bracket, and with its sensible pricing, appealing range of variants, and stellar hybrid-drive, it's easy to see why nothing comes close.

If nothing else, this latest update proves that this perennial sedan has well and truly outlived its need for a non-hybrid version.

Our pick of the range is the base Ascent hybrid as it's the most no-nonsense option, offering the best Camry attributes at the most impressive price-point. It's worth spending the extra $1000 on the upgraded multimedia suite, as it will still be better value than the Ascent Sport regardless.

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.

This has to be one of the milder facelifts in recent memory. Nothing has changed when it comes to the Camry's profile or overall shape, with only very minor tweaks to each grade's bumper designs. If you're a keen Camry acolyte you may also notice the integrated antenna has been replaced with a roof-mounted fin, and the rear light clusters have been smoked out. Other than that, the standard facelift fare of tweaked garnish and new alloy options is what to expect here.

The overall look is perhaps exactly where it needs to be, though. The Camry is an inoffensive car for corporate fleets and drivers who need a sedan but not one to grab eyes. Indeed, Toyota doesn't need to sell cars with wacky designs like the new Hyundai i30 sedan, nor does it need to  be quietly pleasant like the Volkswagen Passat or Skoda Octavia. Instead, it stays the course with the kind of car that anyone could buy without raising eyebrows. At least it's suitably low, giving it a slinky and slightly sporty sedan character, and just saving it from dipping into the realm of being too dorky.

This car's interior is where the biggest changes have taken place. It was one of the earliest cars to bear Toyota's TNGA underpinnings and corresponding new-age interior design. It's sensible and now laid out with a bit more attention paid to ergonomics.

To that end, the multimedia screen, which was once embedded too low in the dash, has now been lifted to a more contemporary, tablet-style design. It swaps positions with the air-vents, aligning it with the designs of the more recently launched Corolla and RAV4 ranges. Elsewhere, the swoopy design continues across the dash with some pleasant shapes and soft-touch materials employed, suiting this car's size and intent.

The seat trim in the non-leather-appointed cars looks pretty ordinary, although I must say it proved comfortable, even on longer trips. The old-school dash layout is endearing, although it would be nice to see some more digitisation here to help the Camry feel a bit more modern from behind the wheel.

Base models also have a bit of a tell when it comes to the abundance of plastic touchpoints, particularly the steering wheel and armrests, this is something that even more basic versions of rivals avoid.

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.

The Camry has a large cabin, giving it inherent practicality over some of its smaller rivals, but it's also worth noting that you shouldn't necessarily rule a sedan out from the get-go as many are just as practical as SUVs, or in the case of the Camry, perhaps even more practical for ferrying adults at the price.

Firstly, look at the front seats. Base Ascent and Ascent sport models offer manual adjust for their pretty ordinary cloth trim, although adjustability is good, as it is in many Toyotas, and once in position it's a very natural feeling place. You're able to sit low in an uncharacteristically sporty position for such a car, and the ergonomics, when it comes to operating the new touchscreen and climate systems, are excellent. Both have handy dials for quick adjustment, and the screen is much better placed for glancing at without taking your eyes off the road.

Storage options include a large centre console armrest box, large dual cupholders, and a sliding tray in front of the shift lever with a deep bay underneath. There are also large bottle holders in the doors, with a small trench for extra objects. My only complaint is that connectivity options are a bit limited. There's only one USB 2.0 port, and one 12v outlet. Many rivals offer more in this department.

The rear seat is almost proof alone that there's still a place for sedans when it comes to ferrying adults. Behind my own (182cm tall) driver's seat position I have almost absurd amounts of knee room, and the width leaves me with the impression that three adults could sit abreast  with reasonable comfort levels. The perfect Uber, perhaps? Headroom is a little more limited, thanks to a descending roofline down to the C-pillar, and it's when ducking down into the rear seats that you most notice how low this car really is to the ground.

More arthritic passengers, or those who frequently fit child seats, may find the height of an SUV friendlier here.

Regardless, amenities are decent, with a single large bottle holder in the doors, sturdy pockets on the backs of the seats, and a spongey drop-down armrest with an extra two large bottle holders. The Camry offers dual adjustable air vents for rear passengers, although annoyingly there are no power outlets, which seems like a significant oversight.

Finally, there's the boot. The Camry offers a 524-litre (VDA) space, which is larger than some mid-size SUVs. Indeed, we found the space to be useful, easily consuming our entire CarsGuide luggage set with plenty of space to spare, although I will admit loading and unloading this sedan's boot is not as easy as it is with the large aperture offered by an SUV.

Under the boot floor on hybrid grades there is still room for a space-saver wheel, but the only remaining non-hybrid offers a full-size spare.

On the face of it, the Camry range looks very similar for 2021, but some of the biggest changes are to this car's grade walk.

The same four variants persist, consisting of the base Ascent, the mid-grade Ascent Sport and sporty SX, and top-spec luxury-focused SL.

Most importantly, Toyota has dumped the 3.5-litre V6 engine option for the range, and made every variant available with its popular 2.5-litre four-cylinder hybrid. There has also been a price adjustment, making every Camry variant marginally more expensive than it was before.

The Ascent kicks off the range wearing a before-on-roads cost (MSRP) of $30,990 for the non-hybrid, or $33,490 for the hybrid. This base car is well equipped, especially compared to some similarly priced SUVs, with standard-spec including 17-inch alloy wheels, a 7.0-inch multimedia touchscreen with Apple CarPlay and Android Auto connectivity, LED headlights, a driver's instrument screen (there is still no digital dash in the Camry range), manual air-conditioning, cloth interior trim, and a wide-angle reversing camera.

The hybrid variant also gains keyless entry and push-start ignition, as well as dual-zone climate control, both of which make the base non-hybrid look quite dated and unappealing. The base Ascent also gets an upgraded safety suite for 2021, which we'll look at later in this review.

Next up is the Ascent Sport. This car adds a visual upgrade over the base car, as well as a larger 9.0-inch multimedia screen with built-in navigation and additional safety items. Now only available as a hybrid, the Ascent Sport wears an MSRP of $36,290, but it's worth noting that if you don't need this car's extra active safety or styling upgrades, the larger screen and sat-nav suite can be had on the base Ascent as a $1000 option (a saving of almost $2000).

The sporty SX is the next grade, offering sportier styling touches, an alternate suspension tune, larger 19-inch alloys, paddle shifters for the transmission, and leather-appointed interior trim. With the discontinuation of the V6, the SX is now hybrid only, wearing an MSRP of $39,190.

Finally, we have the top-spec SL. The SL offers a luxurious alternative to the sporty SX, with smaller 18-inch alloys, heated and cooled front seats, an electric tailgate, auto-dimming rear vision mirror, and a panoramic sunroof. The SL is also only available as a hybrid, wearing an MSRP of $46,990.

Our pick of the range has to be the base Ascent hybrid with the $1000 screen upgrade. It presents outstanding value, with only the best bits of the Camry range. It misses out on a handful of active-safety items, however, which may make it worth your while to spend the extra to upgrade to the Ascent Sport.

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.

As already mentioned, the Camry V6 has been killed off, and honestly it was about time. The dominant drivetrain option, by popular demand so we're told, is the 2.5-litre hybrid.

This drivetrain is a 2.5-litre four-cylinder petrol engine producing 131kW/225Nm, mated to dual electric motors for a total output of 160kW. It drives the front wheels only via a continuously variable automatic transmission.

The base Ascent is the only variant that can be had as a non-hybrid, which now consists of a 2.5-litre four-cylinder petrol engine mated to an eight-speed torque converter automatic to drive the front wheels.

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.

Official fuel consumption is impressive for Toyota's sleek hybrid options, coming in at just 4.7L/100km, figures once unheard of for a car this size. My week of testing over both daily grind and freeway kilometres saw a figure of 5.8L/100km. Not the claimed figure, but again, hard to beat for a vehicle of this magnitude.

Even the remaining non-hybrid option has a bold claim of just 6.8L/100km, although our week of testing that saw a figure predictably closer to 9.0L/100km. The hybrid sells itself, really, as you'll be able to beat the non-hybrid on fuel consumption, even without sparing a thought to making the most of it. It really is a click-and-forget fuel-saving solution.

Both Camry drivetrain options are technically capable of consuming base-grade 91RON unleaded fuel, although Toyota recommends mid-shelf 95. The non-hybrid has a fuel-tank capacity of 60L, while hybrids have slightly smaller 50L capacities.

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.

I know the Camry has had a history of being pretty ordinary to drive, but since the launch of this new TNGA-based car in 2017, things have taken a leap in terms of how nice the experience is behind the wheel.

This car's low ride height and notable width really come into play, making it feel secure and grippy on the road. The steering is perhaps not as full of feel as it could be, with dollops of electrical assistance, but it's impressive how light it is at low speeds, making it easy to park such a large car.

This lightness also suits the hybrid's character more than anything. Outside of the ultra-low-drag Prius, the 2.5-litre four-cylinder version of the signature Toyota system is the best one on the market. The electric motors are notably scaled up from the smaller Corolla or Prius, giving an excellent range of motion under electric power alone.

The system allows the Camry to take off in smooth silence from the get-go, removing any transmission woes from the equation, and leaving you with the impression of a seamless, almost luxurious drive experience. In stop-start travel, or at low commuting speeds, it's even a little hard to tell when the 2.5-litre engine kicks on, because at low revs it's surprisingly quiet.

While it might not be the most engaging car to accelerate hard in, the combination of a decently sized engine and the torque boost from the electric motor certainly get things going, leaving enough power for overtaking manoeuvres at higher speeds. It's notably more refined in these scenarios than the thrashy Corolla, for example.

The ride is also nicely tuned to ram home how smooth and comfortable Toyota intends its hybrids to be. The base-spec hybrid with small alloys, healthy tyre profiles, and the compliant ride make for a car that dispatches potholes and road imperfections with relative ease. It should be noted that we did not sample the SX and its sportier ride for this review, so stay tuned for a variant review in the future with regard to this car's specific ride quality.

Seat comfort and visibility out of the Camry are also notable, regardless of grade, for long periods of time, solidifying this car's position as an excellent choice for an efficient tourer. It is a little hard to see out the rear, though, with the boot lid being notably high from the low seating position, and how low the Camry is could potentially be an issue for some buyers. It's low enough that it's susceptible to scraping on tall driveways and even some suburban speed bumps.

We also sampled a base-spec non-hybrid for this range test, and perhaps the most notable thing about it is how unsophisticated it feels compared to its hybrid counterparts. The drop in refinement is obvious, and while we appreciate the inclusion of a torque converter transmission over a CVT,  the acceleration experience just felt tired and dated compared to how sleek and effortless the hybrid proved to be.

This Camry update will carry across the car's maximum five-star ANCAP rating from 2017, although there are some welcome updates to its active suite this time around.

Base cars score auto emergency braking, which works to freeway speeds with pedestrian and cyclist detection during the daytime, adaptive cruise control, traffic-sign recognition, and auto high beams.

New for 2021 on base cars are lane-keep assist with lane-departure warning, as well as an emergency SOS and stolen-vehicle-tracking system, which can summon emergency services with the press of a button, or automatically if the airbags are deployed.

The mid-grade Ascent Sport and SX trim levels add blind-spot monitoring and rear cross traffic alert, while the top-spec SL adds a surround camera suite and head-up display.

It's a competitive active suite on any grade, although it does little to move the envelope forward. All Camrys also have seven airbags (the standard dual front, side, and curtain, plus a driver's knee) and the expected stability, traction, and brake controls.

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.

All Camry variants are covered by Toyota's competitive five-year and unlimited-kilometre warranty promise, which matches segment rivals like Volkswagen and Honda. Toyota will extend warranty on the drivetrain for up to seven years if the service books are kept with a Toyota dealer, and the brand covers the hybrid battery for up to 10 years.

The Camry is also covered by a very impressive capped-price-servicing program, which sees the first four services (required at 12 monthly or 15,000km intervals) cost just $220. Be wary, costs increase beyond this point, although they will still be more affordable than many rivals.