Toyota Camry Hybrid review

Driving the all-new 2012 Toyota Camry Hybrid is pretty much like driving the all-new gas powered 2012 Camry. Now I don’t expect you to take my word on this so, I would like to throw out a challenge. When the 2012 Toyota Camry rolls into dealerships in November, take both cars out for a test drive. But, when you slip behind the steering wheels, you can’t know which version of the car you are testing. After you’ve driven both cars I’m willing to bet—not large sums, well, a few pennies to be exact—that unless you’re among the most perceptive of drivers, you found little if any difference in the driving experience between the two cars.

Camry has been America’s top-selling car nine out of the last 10 years, but competition is brutal with Ford, Hyundai, Kia and even Volkswagen making significant inroads with their midsize entries. As for the Camry Hybrid, it has taken a beating. Introduced in 2006 as a 2007 model, it quickly became the second best-selling hybrid behind the Prius. By the end of 2010, it dropped to fourth best selling hybrid. For the first six-months of this year, it has slipped to eighth, with the Hyundai Sonata Hybrid and Ford Fusion Hybrid the big gainers.

Toyota is confident the seventh-generation Camry will continue its streak of being the best seller. It is equally confident the 2012 Camry Hybrid will double its sales in its first year to around 50,000 to reclaim its sales ranking. Here’s why.

More Power And More MPG

The 2012 Camry Hybrid boasts the latest incarnation of Toyota’s Hybrid Synergy Drive. The hybrid system again teams a four-cylinder engine, a small high torque electric motor and nickel-metal hydride batteries. Power continues to be directed to the front wheels through the transaxle’s continuously variable transmission.
The first half of the Camry Hybrid drivetrain is a new Atkinson-cycle version of the base Camry’s 2.5-liter four-cylinder engine. (An Atkinson-cycle engine gives up a little power output in exchange for improved fuel efficiency and reduced emissions.) The engine produces 156 horsepower, nine more than the 2.4-liter in the 2011 Camry Hybrid. The larger displacement and more efficient combustion boosts torque to 156 pound-feet, 16 more than the outgoing model.

The second half is a 105-kW electric motor and a revised 245-volt battery pack. The battery pack consists of 34 nickel-metal hydride modules, each of which contains six 1.2-volt cells. Although smaller in size, the battery pack stores and delivers more power.
Combined power output of the hybrid powertrain is 200 horsepower, a gain of 13 horsepower compared to the previous version. (Toyota does not publish a net hybrid torque figure, though it states the electric motor alone spins out 199 pounds-feet.)
Fuel economy for the previous generation Camry Hybrid—31 mpg city/35 highway/33 combined—was first eclipsed by the Ford Fusion Hybrid and then Hyundai’s Sonata Hybrid. But the 2012 model demonstrates Toyota’s expertise in gasoline-electric hybrid technology, delivering a 43/39 mpg EPA fuel economy rating with a combined average of 41 mpg. That’s a whopping 12 mpg increase in city driving and an impressive gain of 8 mpg for combined driving cycles, numbers that elevate the Camry Hybrid to again claim the title of most fuel-efficient midsize sedan.
So, how did the automaker produce a car with more power and more miles per gallon?
Weight is a major nemesis of fuel economy, and engineers cut around 250 pounds from the new hybrid. This includes trimming the size and weight of the battery pack.
Aerodynamics plays an important role in fuel economy and the 2012 Camry Hybrid achieves a notable 0.27 coefficient of drag (Cd) wind resistance. (The Toyota Prius registers 0.25 Cd.) To reach that number, underbody aerodynamic cladding was strategically placed and, the side-view mirrors and taillight lenses have integrated small fins that create a buffer around the car, helping the vehicle to slip through the air. This aero design trick was culled from Toyota’s Formula One days.

Under the hood, the engine features a roller-rocker type valvetrain and a variable-output oil pump that help reduce internal friction, boosting economy. Another fuel-saving strategy is a water-cooled exhaust-gas recirculation (EGR) system. This feature boosts fuel economy by reducing engine pumping losses. Also, accessory drive belts have been eliminated, replaced by electric driven accessories, including the air conditioning compressor, water pump and power