2012 TOYOTA CAMRY REVIEWS

Toyota Camry models used

The current Toyota Camry is the sixth generation, launched in 2007. For the first year, the basic model was known as the EC, but beyond that, the only significant changes occurred in 2010. Camrys built before that year had a standard 2.4-liter four-cylinder engine that produced 159 hp – no special IF variation. The manual and automatic transmissions were also five speed units. Other changes for 2010 include a restyled grille and taillights, and additional features on all models, including stability control, satellite radio and Bluetooth.

The previous two generations will be of particular interest to customers looking for a solid choice in the used car market. The 2002-’06 Toyota Camry is a comfortable sedan that offers a spacious cabin, a choice of inline-4 or V6 power, and depending on trim level and optional equipment, most of the latest security features such as control stability and side curtain airbags. However, before 2005, the base Camry does not come standard with antilock brakes. Like other Camrys, this generation usually found to be very good in terms of space, comfort and functionality content.

Three engines were available to this generation. The first was a 2.4-liter four-cylinder 154 hp that made (145 in PZEV emission control). It was mated to a five-speed manual transmission or five-speed automatic (four-speed before ’05) and should be powerful enough for most buyers. A 3.0-liter V6 that generates 190 hp was available (18 hp less before ’04) on the LE and XLE trim levels, while a 210 hp 3.3-liter V6 (introduced in 2004) is available in the model SE only. These six-cylinder Camrys come with the automatic only. In previous years, these figures of power was higher due to a change in that it occurred in 2006, although actual production has never changed.

As newer versions, the 1997-2001 Toyota Camry sedan offered a quiet, stress free driving experience. Many desirable modern features were also available, including side airbags and antilock brakes (now standard on all trim levels except the base CE). It also was offered with four engines and six-cylinder.

Although more than a 1997 Camry is likely to have very few miles on it, is still something to consider for people on a tight budget. Since it was faithfully maintained, a Camry 1992-96 (which was available in coupe and sedan wagon body styles) should be able to turn your pedometer for about 200,000 miles without major problems. It is this final stroke, more than any other, the Toyota Camry remained popular with buyers over the last two decades.

TOYOTA CAMRY 2012

The Toyota Camry quietly debuted at the end of model year 1983, when Toyota replaced its old rear-wheel-drive with front wheel drive Corona, Camry, a car designed specifically for the U.S. market. From these humble beginnings, the Camry has dominated the segment, midsize sedan family for virtually all next quarter century, as consumers immediately embraced it for its high quality construction of the ride, comfort and impressive durability.

Initially available only with four-cylinder engine, the Camry, soon saw the option of a V6, and as the years pass, upgrades in luxury, size and content of appeal. The immense popularity in the U.S. inspired Camry Toyota opened a manufacturing plant in Georgetown, Kentucky, in late 1980. More trim levels became available, including SE and XLE luxury sport.

It still retains its strong reputation despite a few recent blips on the radar screen in terms of reliability, the Toyota Camry remains the ideal choice for those seeking a spacious family car, comfortable and reliable.

Current Toyota Camry

The latest Toyota Camry is offered only as a front-wheel drive, four-door sedan of medium size. Four trim levels are offered traditional Camry: base, LE XLE, sporty SE and luxury. Even the base model includes stability control, air conditioning, full power accessories, cruise control, tilt steering wheel-and-telescopic system of a six-speaker CD audio, radio, satellite and Bluetooth.

The 169-horsepower 2.5-liter inline-4 engine is the base and the SE gets a 179 hp version of the same engine. A powerful 3.5-liter V6 (268 hp, 248 lb-ft of torque) is available on all trims except the base model. transmission options for the four are a six-speed manual or six-speed automatic (standard on the XLE), while the V6 sends its power through a standard six-speed automatic. A gas-electric hybrid Camry is also available, along with 192 hp, which gives EPA estimates of 33 mpg city and 34 mpg highway.

In review, we commented favorably about the Camry’s spacious cabin, powerful and fuel-efficient V6 optional, plush ride quality and test results of top accident. Disadvantages include Camry for the last few disappointing interior plastics, inconsistent fit and finish and uninspiring driving dynamics of non-SE models.

TATA NANO AMIRICAN CARS

A deluxe version of India’s new "people’s car” may come to America with a chump-change $7,000 price. Add in urban-jungle agility, high mpg, and surprising space, and this cute puppy could spell trouble for other U.S.-market minicars.

What We Know About the 2012 Tata Nano America

It’s being called a 21st-century Model T, a masterpiece of cost-effective engineeering, a new “people’s car” that will change the global auto industry and millions of lives. It’s the Tata Nano, revealed in early 2007 and finally available in its native India at a starting price of just $2,500.

Ratan Tata, CEO of the Tata Group combine, was determined to build a genuine four-passenger car that would be priced only a bit higher--and be much safer--than the small motorcycles most Indian families use to tote three and four people at a time. The result is a tall, egg-shaped 4-door with about the same footprint as the original 1960s British Mini, minimal equipment, and a rear-mounted 2-cylinder engine making 35 horsepower from 624 cubic centimeters. Top speed is barely 65 mph, the comfortable cruising pace only 55 mph.

The India-market Nano may be too Spartan for First World countries, but it’s just right for the millions of Third World consumers who crave a car but could never afford one before. As Ravi Kant, the head of the Tata Motors division, recently told The Economist magazine: “Through the explosive growth of cellphones and television, the aspirations of rural people are converging with [those of] urban people...The interest in the Nano is worldwide.”

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So perhaps it was no surprise that Tata presented a deluxe version at the March 2009 Geneva Auto Show even before home-market deliveries were underway. Though this Nano Europa was billed merely as “for future launch” in developed countries, Mr. Tata later said that the Europa would likely start sale on the Continent in 2010 or 2011. Since then, one source has reported that Italy, Spain, Poland and the UK will be the initial markets. More important for U.S. consumers, Mr. Tata says his team is looking into a U.S. edition, what we call the 2012 Tata Nano “America.” It would take on the Smart ForTwo, the Korean-built 2011 Chevrolet Spark, a likely Toyota or Scion iQ and a possible 2011 Ford Ka in what’s shaping up as a whole new market class.

In case you’re wondering, Tata Motors is the company that paid $2.6 billion in 2007 to acquire British luxury-vehicle maker Jaguar Land Rover from Ford. Though JLR is something of a financial drain on Tata in the worsening worldwide recession, it does provide a wealth of global marketing know-how that should pay dividends in bringing “the world’s cheapest car” to rich-world buyers.

At a minimum, the 2012 Tata Nano America will share all the Europa’s upgrades over India-market models. The main one is a larger 3-cylinder engine, another all-aluminum unit with multipoint fuel injection, very low claimed CO2 emissions, and likely overall fuel economy above 50 miles per gallon. Tata is so far mum on displacement or outputs, but a look at comparable Japanese and Korean minicars suggests a 1.0-liter powerplant with around 65 horsepower and that many pound-feet of torque. Tata does confirm a 5-speed automatic transmission will replace the basic Nano’s 4-speed manual. Though the company won’t say more about that point either, we wouldn’t be surprised to see a low-cost automated-manual or a continuously variable automatic transmission (CVT) instead of a conventional torque-converter automatic, which would cost too much and sap too much power. All Nanos carry the powertrain on a separate rear sub-frame, an unexpected plus for refinement. That includes the radiator, which receives cooling air from a vertical bodyside scoop ahead of each rear wheel.

Like the Europa, the 2012 Tata Nano America is some 7.5 inches longer than the basic model, reflecting a 2-inch-longer wheelbase and larger, restyled bumpers that are presumably strengthened for Western crash tests. The Geneva display cars indicate the America/Europa will also get higher-quality interior trim--including ersatz chrome accents and available leather upholstery--plus a rear wiper and washer, sound-deadening material, and at least four airbags, all absent from basic Nanos. Antilock brakes and a stability system with traction control are promised too, and could be standard on top-trim models. The same applies to air conditioning, front power windows, power door locks, and foglights. Finally, the premium Nano exchanges flat-face headlamp units for a more-stylish “three-hole” design.

Of course, all these changes won’t come for free. Indeed, several sources predict the 2012 Tato Nano America (Europa, too) will cost over twice as much as its no-frills parent. Still, the rumored base figure is only some $7,000, which should be more than class-competitive in the States and thus very attractive to budget-minded shoppers.

TOYOTA CAMRY CARS

The Toyota Camry is America's best-selling car, and for good reason: its size is just right for most people, striking a balance between interior space and parking ease; its suspension provides a soft, comfortable ride, and the drivetrain responds well to ordinary driving; the reliability is generally acknowledged to be superior; and the price spans the gamut from affordable to near-luxury. The Camry hit the sweet spot of American tastes, providing a combination of American soft ride and Japanese size.

Our loaded XLE sedan came with a standard V6, auto climate control with filtration, JBL sound, woodgrain-style trim, a five-speed automatic, and other features, at the top of the Camry range at $25,405. Adding in the stability control and side airbags, along with four wheel antilock brakes, greatly increased safey and resulted in a $1,300 sticker boost - well worth it. The XLE Premium package, with leather and power front seats, added $1,220 and is more debateable, though the leather impressed passengers; adjustable pedals and floor mats together raised the ante $300, for a total, with destination, of $28,714. That's getting close to the Avalon, Cadillac CTS, and Lexus IS.

The ride was well insulated, with rough and nasty roads translating into slight jiggles now and then, and noise that sounds as though it could be coming from another car; no subsonics disturbed the cabin even on the nastiest roads. We appreciated the ability of the Camry to keep the outside world at bay on some streets, while simultaneously allowing spirited driving around turns which we strongly suspect would not have been possible without the active suspension. Whipping through turns is possible, but it doesn't necessarily feel right, partly due to the high level of steering assist and to some body roll. Fortunately, most drivers prefer to drive normally, which, incidentally, is why it's called driving normally. And for that, the Camry is quite good. The corner-hugging crowd will find a large number of cars awaiting them, such as the BMW 326, Dodge Neon and SRT-4, Mitsubishi Galant, Mitsubishi Eclipse, and Subaru WRX. The Camry SE, with its tighter suspension, may also be a good compromise. It, too, is available with the V6 - as well as a more potent 225 horsepower 3.3 liter V6 that no doubt has more low-end punch, at the cost of only one mile per gallon.

Even base model Camrys have a good ride and sound insulation, along with good enough cornering to satisfy most people. That said, we found that the tires on our test car tended to chirp or protest a bit on sudden acceleration and hard turns - though not as much as on past models. The Camry is a very comfortable car, but not a "driver's car" - not designed for high performance handling. To most buyers, that's exactly as it should be, which is one reason why the Camry is a best seller - and why Accord buyers, when convinced to drive one, often switch.

The 3 liter V6 engine provides 210 horsepower, but most of it comes at high engine speeds, so that there may be a delay before you actually get moving. Indeed, the transmission tended to have a substantial delay before downshifting when faced with sudden throttle changes, resulting in a condition not unlike turbo lag. This could be disconcerting when moving from a stop sign onto a busy, fast street or highway. Because the transmission changes the way it shifts to meet your driving style, it slowly became more responsive as we drove to match our preferences; the prior driver had apparently been more gentle on it (we've always wondered why they don't allow dual driver preferences for the transmission, as well as for the seat positions). However, we never got around a substantial hesitation on heavy acceleration, most likely because the engine's power is largely made at revolutions. On the highway, the transmission became fairly responsive and the engine's power was appreciated for quick passing.  The drivetrain certainly responded well to gentle driving, with the engine providing better gas mileage and the transmission being very smooth; but on the highway the transmission sometimes hunted for the right gear. Overall, the transmission did get better, but was still not as responsive or decisive as we'd like.

The transmission is "sealed" - there is a dipstick for fluid, but you are not supposed to check the fluid level (there's no way to do it) and transmission fluid changes are very infrequent. This is part of a continuing trend; fortunately, Toyota did not also go for the trend of having only a single mechanical lock, so you can use the key on either the driver or passenger side.

The V6 is very good on sprints, where the five-speed automatic helps by keeping the engine up in its power band, without the disconcerting sag experienced in cars with large gaps between gears. Zero to sixty times are quite competitive at around eight and a half seconds with the V6; floor the gas and you can count to three, then the engine and transmission get their act together and you rush off with a rush of power and no apparent torque steer. The four cylinder does well too, taking around one second more, but with a two or three mile per gallon savings (automatic to automatic) - one more mpg if you choose the smooth, easy to use manual transmission. Another engine option, a 3.3 liter 225 horsepower V6, is also now available on the SE.

V6 gas mileage of 21 city, 29 highway is about average for the class, though we found ourselves wishing for another go with the Prius at the gas station; again, the four cylinder manual does substantially better and is, in our opinion, more fun. The engine is unfailingly quiet and smooth, never shaking despite its low idle speed. At idle, it's hard to tell that the engine is on without looking at the tachometer.

The interior of the Camry is very nicely done, and looks more refined than the previous generation. The interior space was generous, with good headroom and shoulder room, and enough space in back to allow adults to sit in comfort, though not as much room as competitive American vehicles (or the Avalon, which is essentially a stretched Camry). The trunk was enormous, and included a cargo net and a small area for small things.

The dashboard has two main pods, the instrument panel and the center stack; the stack is no longer a simple linear stack of stuff, but is now a rounded piece that follows the contours of the dash. At the top is the readout for the trip computer (or a clock), which in our vehicle showed the time and temperature, or gas mileage, or distance to empty, or a number of other information tidbits; it was controlled from the steering wheel, with two large buttons. This system is more convenient than many similar systems, including the Chrysler one that started the trend. A compass was built into the autodimming mirror. Noticeably absent was dual-driver preferences for seat positions and such.

Below the trip computer is a stereo with a curved face; the stock JBL system provided excellent sound, but those who demand more may find it hard to match the fit perfectly. The JBL stereo has clear, easy-to-use large buttons and a larger than usual display, making the system easy to use. It included both a cassette player and a six-CD changer. The climate control, integrated into the dash below, also had large, easy to use buttons. Oddly, it seemed to want to have air recirculation on at all times; we had to manually deselect it numerous times to get fresh air. The fan was quiet even at its highest speed, and air conditioning seemed effective.

At the bottom of the center stack was a large storage area with a rubberized bottom to avoid rattles, and walls to allow different objects to share the space without bumping into each other. There were also map pockets on all four doors and on the back of the front seats, Toyota's usual dashboard tray on the left, a sunglass holder overhead, a pair of cupholders in the center console (which can easily be converted to a larger space by flipping a piece up into the lid), and a two-part covered center storage unit that was both large and easy to use.

The speedometer and tachometer were large and easy to read, with a small temperature gauge and fuel gauge inside the sweep. The speedometer went up to 140 mph, a bit on the high side, so that the speeds one normally goes were a bit compressed, though still clearly readable. The usual, convenient Toyota cruise control stalk was accompanied by two stalks for most other functions. Lighting options included daytime running lights as well as the usual headlights on and off, and running lights. Being able to shut off the DRL system is a nice feature.

On the underside of the instrument panel are the rarely-used switches: pedal back-and-forth (optional) and traction control defeat. The remote gas tank and trunk openers were side by side on the floor, easy to reach with the door open or closed; an arrow on the fuel gauge pointed to the side of the car with the filler cap. Overall, controls felt good and were easy to use, including the center-mounted shifter - which allowed the choice of any gear as well as Drive. Fourth was selected by a button, and first by moving all the way back and then to the side. Most manufacturers don't allow for this many options with five-speed automatics. We did find the express power window feature to be overzealous - though we appreciated having it on the moonroof for quick opening and closing.

Every 4,500 miles, a "maintenance required" indicator light goes on to remind the driver of the 5,000 mile oil change. This may help some drivers to remember, and help others to avoid changing oil too frequently. It is easy to turn off though somewhat unnerving to see for the first time, without warning that it's just a reminder light! Presumably dealers tell customers about it in the sales process.

Visibiltiy was generally very good, with built in side window demisters, though the rear pillar presented a blind spot. Headlights were strong, and the white backlighting was clear and not distracting. Interior lighting is very good, with push-activated front map lights. The horn was easy to press, despite the airbag, and nicely loud. The remote control presented the only real flaw we could see in Toyota's quality control; the lock button stuck in the case for a while, and it was rather easy to set off the panic alarm (fortunately, it's also easy to deactivate). We also never got the key fob's trunk opener to operate. Hopefully, Toyota will have changed key fob suppliers before you read this.

One standard feature on the XLE was a rather clever rear sunshade with little holes in it so you can see through it, but it also absorbs sunlight, lowering interior heat and preventing annoyance (and sunburn) to rear passengers. When not in use, it retracts into a holder that is clearly designed to be part of the car; when you need it, it goes right into two openings in the ceiling. We have to admit that we never retracted it, since it doesn't really interfere with visibility except perhaps at twilight. The system looks good and is so useful we wonder why it isn't more common.

Our test car included the V6 and five-speed automatic, 16 inch alloy wheels, full size spare, 2-wheel antilock brakes, power and heated outside mirrors, fog lights, auto air with filter, cruise, JBL stereo, power cloth seats, remote entry with a trunk release that we couldn't get to work, power locks, windows, and moonroof, woodgrain-style trim, autodimming rear view mirror with compass, tilt wheel, rear window defogger, alarm, and garage door opener in its $25,405 price.

The Camry is far from the Honda Accord, though their sales figures are similar. The Accord emphasizes sportiness over comfort, so the ride is harsher and the acceleration a bit faster, but overall, we preferred the Camry. We accounted for one "conquest" from the Accord, by dedicated Honda lovers, who were converted by the soft, yet not wallowing, ride, the nicely done interior, and, of course, Toyota's reputation. That's one thing other automakers will find hard to beat.

Toyota Avalon First And Second Generations

The Toyota Avalon was a uniquely American project, with a number of ex-GM engineers were involved in lengthening the Camry, upgrading its interior, and improving its ride to create the Avalon.

All Avalons are made in the United States (Kentucky), even those exported to other parts of the world, where they are not quite as popular, due to their size and thirst. (The Camry itself is considered large in most areas, but is merely mid-sized in the United States.) The Avalon was also the first Toyota to be classified as a ‘domestic’ vehicle by the EPA, for CAFE purposes.

The Avalon didn’t take off when first introduced; it looked like a long, wide Camry, which was what it was, and the somewhat plain interior didn’t help. Critics praised the interior space, comfort, and quietness, but slammed the gas mileage, acceleration, and cornering.

The redesigned 2000-2006 Toyota Avalon was styled at Toyota’s Calty Design Center in Newport Beach, Calif. The next generation would take hints from the Crown Victoria around the grille, from the Lincoln in the rear, and from Buick in the dashboard, while dropping all visual cues linking it to the Camry. It had a single engine, a 3.0-liter V6 engine with Variable Valve Timing (VVT-i) for excellent fuel efficiency and lower emissions.  The engine produced 210 horsepower at 5,800 rpm and 220 lbs./ft. of torque at 4,400 rpm.  Estimated fuel economy was an admirable (for the size) 21 mpg city and 29 mpg highway. The engine had a new electronically controlled Active Control Mount (ACM) designed to reduce engine idle vibration; it drove the wheels through a four-speed electronically controlled automatic overdrive transmission with intelligence. 

0-60 times dropped down to just below 8 seconds (7.9), on par with the Chrysler big cars which were then popular (Concorde, 300M, LHS) and similarly priced (Avalon sold for around $26,000 to $32,000).

The width increased by an inch, the front seat was moved up an inch, the roof moved up an inch, and the rear seat went back and up by an inch. At the same time, the instrument panel moved up four inches. The overall effect is American-style space; not quite Intrepid, but Impala size at least.

The cruise control was on the steering wheel, and there was a large trip computer section in the middle of the car (optional on the lower trim line). The instrument layout was completely different. The center console included warning lamps, the odometer and trip meter, clock, and outside temperature. The XLS version included a compass, trip computer, and calendar. Dual climate control was new to the Avalon for 2000, with vents for rear passengers on XLS models with bucket seats. An integrated dust and pollen filter was optional. The sound system went up to 120 watts, with a standard CD and cassette player.

The Avalon's handling still reflected its Camry base: not bad, but not exceptional, either. The ride was very nice with little road noise. The Toyota suspension was complemented by increased body stiffness and refined tuning. The comfortable ride of the second generation Avalon was accompanied by better cornering - admittedly still not top of class, but a far more acceptable compromise given the gentle ride.

Second-generation Toyota Avalon safety features included skid control, traction control, and Brake Assist (optional on XLS models).  Brake Assist detected emergency braking and applied supplemental pressure. The rear-view mirror was also made larger. The body design absorbed energy in a crash, with energy absorbing material in the roof rails, front pillars and center pillars; and an in-trunk release handle for 2001. 

The Avalon's cab-forward styling, steep windshield angle, rounded A-pillars, thicker glass, and recessed wiper blades all contributed to a significant reduction in wind noise.  The Avalon used injection molded rocker-trim and a foam underbody coating to help prevent "stone pecking” noise. 

We liked the straight-line acceleration of the second-generation Avalon, while finding the cornering ability to be far below many similarly sized cars — particularly the Eagle Vision and Dodge Intrepid — with the suspension focused on absorbing bumps rather than turning corners. The Avalon plowed into turns, rolling its body and often squealing its tires, but it wasn’t designed for that. It also provided the kind of smooth ride most cars can only dream of, isolating its passengers in Lexus-style luxury. The interior to be surprisingly and gratifyingly quiet; only the dashboard, which appeared to have been taken straight from an early-1980s Chevrolet, seemed out of place.

The Avalon XL had a trip meter, clock, and thermometer in the instrument panel; the Avalon XLS adds a compass, instant fuel economy, average speed, average fuel economy, trip time meter, fuel range meter, and and calendar. A dual climate control system provides independent heating, ventilation and air conditioning (HVAC) temperature adjustment between driver and passenger. On XLS bucket seat models, the system includes ventilation outlets for the rear seat occupants. Standard on the Avalon XLS, and available as a dealer-installed option on the XL, is an HVAC-integrated micron dust and pollen filter system.  

Other comfort and convenience features included:

• Illuminated entry system
• One-touch auto-down/auto-up driver's window with jam protection
• Standard universal remote garage door opener (XLS only)
• Available one-touch power tilt/slide moonroof with jam protection
• Dual double sun visors with extensions
• Power door locks with auto-lock function

The standard audio system had a 3-in-1 combination of CD, cassette and AM/FM receiver with 120 watts of power.  The premium grade audio was developed in conjunction with JBL and includes exceptional high and low frequency extension and clarity.  This is achieved by adopting a separate five-channel, 250-watt amplifier.  The system includes 3-in-1 functions with an available integrated six-CD changer on XLS models.

Further comfort and convenience features include front and rear cupholders, the large center console bin includes a 12-volt power point and a socket is incorporated for easy charging and storing of a cellular phone.  An optional 115-volt A/C outlet - - capable of powering small electronic devices - - is located behind the center console on bucket seat models and on the instrumentation panel on bench seat models.  A locking pass-through door behind the fold-down rear seat armrest allows long items like skis to be easily transported inside the vehicle.

2011 Toyota Cars Reviews

Styling studios in Turin, Italy, helped in the creation of changes to the front bumper, radiator grille, front lower grille, headlamps, trunk lid, rear license garnish, rear combination lamp, rear bumper and reflex reflector.
Built on a 102.4-inch wheelbase, the Corolla provides room for five, and its 12.3 cu. ft. trunk rivals midsize cars’ trunks in capacity. The A-pillar was pulled forward and the C-pillar pushed rearward, helping aerodynamics. Engine undercovers improve air management under the car on all models.
Above the dense mesh grille that helps form the now familiar Toyota T-face, an anti-chipping coating prevents damage. The side-view mirrors have increased in size; heated side-view mirrors are available. The S model adds a sporty look while also enhancing aerodynamics with a front spoiler, rocker moldings, and upper and lower rear spoilers.
The A-pillar was specially profiled to cut wind noise; the windshield is made from acoustic glass and the window-frame structure is designed to reduce vibration of side glass. The windshield molding, wiper blade covers and shape of the cowl air intake louvers are all designed to minimize noise (the carpet also provides better insulation). Windshield washer nozzles are partially shielded by the rear edge of the hood, instead of sitting atop the hood or cowling.
A new seat color and pattern enhances Corolla’s contemporary looks, while the combination meter design has been changed to enhance clarity. The instrument panel upper and door trim upper color and steering wheel have been changed.
A standard tilt and telescope steering wheel in all models makes it easy for taller drivers to find a comfortable position. A multi-information display presents a variety of information, including outside temperature, instant fuel economy, average fuel economy, average speed and travel distance.
Careful attention to exhaust system routing provides a nearly flat rear floor, enhancing comfort for the middle passenger. Three interior color schemes are available: Ash, Dark Charcoal and Bisque. The Bisque is paired with Ash Brown trim.
Storage spaces include center console side pockets; a storage box above the usual glove box; front and rear door pockets that can safely hold 20-ounce bottles; a console box with a large-capacity main tray and a smaller accessory tray; an overhead console useful for storage of sunglasses or garage-door openers; and a rear-seat center armrest with an integral drink holder.

Toyota Corolla Powertrain and Suspension

A four speed automatic transmission is standard on the LE, while a five-speed manual or four-speed automatic are available on other models; the four-speed is electronically controlled, has a flex-lockup torque converter, and has an uphill/downhill shift control in the S position. Gas mileage is rated at 28 city, 35 highway with the manual, and 26 city, 34 highway with the automatic.
The 2.4 liter Camry engine option has been dropped, along with the five speed automatic.
The Toyota Corolla has a stiff body structure thanks to high tensile-strength steel, gussets and cross members. A compact, rigid L-arm-type MacPherson strut front suspension uses a stabilizer bar for stiffness and better cornering. The Corolla’s torsion beam rear suspension employs a coil-over-shock arrangement which balances comfort and performance, in a compact space.
Rear brakes are nine inch drums; front brakes are 10.7 inch vented discs. The Corolla moved to an electric variable power-assist steering system, using a motor, speed reducer, and torque sensor built into the steering column. Electric power steering reduces parasitic losses to the engine, thereby aiding fuel economy; it does not require oil; and it makes a future hybrid option easier to engineer.

2011 Toyota Corolla Reviews

The Toyota Corolla, the perennial best selling subcompact in America and the world’s best selling car (in total), has been refreshed for the 2011 model year, with a new front and rear appearance, standard stability and traction control, and a free maintenance plan.
Unveiled at the Los Angeles Auto show on November 16, 2010, the 2011 Toyota Corolla was slated for sale in December 2010. It continued to have standard stability control, traction control, antilock brakes, electronic brake force distribution, and emergency brake assist. New is a system used by most other major automakers for years, a brake override which cuts the throttle when the brakes are used.
Three trim levels are sold, the un-named base model, the Corolla LE, and Corolla S; all use the same engine, the new-for-2008 1.8 liter dual cam four cylinder, which pushes out 132 hp at 6,000 rpm and 128 lb-ft of torque at 4,400 rpm (coincidentally, almost identical to the 2.0 liter 1995 Neon). Dual Variable Valve Timing with intelligence (VVT-i) controls valve timing on both the intake and exhaust camshafts to optimize efficiency, and further steps were taken to cut friction within the engine.

Toyota Corolla Engine Reviews

The 2AZ-FE engine, standard across the Camry grade lineup (and now used in the Toyota Corolla), is based on the 2.4-liter four-cylinder engine from last year, but is substantially upgraded. This redesign employs optimized intake and exhaust systems, as well as strategies that reduce internal friction and enhance engine-block/crankcase rigidity. The result is improved power output with exceptional fuel economy and reduced noise and vibration levels.

This engine is based on bore/stroke dimensions of 3.48 x 3.78 inches (88.5 x 96mm) for a displacement of 2,362 cc, or 144.1 ci, and develops 158 SAE horsepower. During their revision of the existing engine, engineers boosted the compression ratio slightly to 9.8:1, altered the cam profile and paid particular attention to reducing friction through strategies such as reducing the tension of the piston rings while increasing their tensile strength. Finally, they reduced piston weight, optimized the balance shaft, improved sound insulation performance of the engine cover and improved the engine mounts. With this engine, Camry buyers have the choice of either five-speed manual or electronically operated five-speed automatic transmission.

For those looking for more power, the new 2GR-FE engine – a 24-valve, DOHC 3.5L V6 - is available in the LE, SE and XLE. This engine is designed to deliver up to 40 percent better acceleration over the 2006 model year Camry 3.3-liter V6. The V6 is based on bore/stroke measurements of 3.70 x 3.27 inches (94.0 x 83.0 mm) for a displacement of 210.9 ci, or 3,459cc, and uses a compression ratio of 10.8:1 to generate 268 SAE horsepower. The dual camshafts, which are chain-driven, employ Dual Variable Valve Timing with intelligence (Dual VVT-i) for optimal cam timing – and therefore maximum power production - at all RPM levels.

Engineers improved airflow through every element of the engine’s intake tract. This includes improving air-cleaner shapes, intake ducts and the intake manifold and cylinder head intake ports. In addition, valve openings were enlarged and exhaust pressure loss was reduced from the exhaust manifold to the muffler. Engineers modified the shape of the Camry’s taper-squish combustion chambers to make maximum use of that air. And they provided exhaust manifolds that incorporate catalytic converters for greater efficiency.

Harnessing this engine’s output is an all-new six-speed automatic transmission that uses 21 percent fewer parts than the conventional five-speed automatic transmission it replaces. This new transmission, which can be shifted sequentially, relies upon a newly developed gear train that uses a Ravigneaux-type compound planetary gear for reduced size, weight and friction.

This new transmission also uses a quick-response, low-friction clutch pack for enhanced fuel economy; an ultra-flat, low-inertia torque converter for high transmission efficiency; a set of high-response, low-slip clutch packs and new electronic and hydraulic control systems that incorporate an intelligent shift control that learns driver’s driving style and selects gears based on that style.

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The team turned its attention to maximizing interior space – in particular, fore-and-aft space - without significantly enlarging the Camry’s exterior. It started by pushing the cowl, the bottom of the car’s windshield, forward for an increased sense of openness and room in the Camry’s passenger cabin. Redesigned front seats also played a role in adding a feeling of spaciousness to the Camry cabin. Seat-slide length was increased to accommodate comfortable driving positions for larger drivers and passengers. Manual seats have a range of 10 inches, and power seats offer 10.2 inches of travel. A place on which to position one’s hand for support while entering and exiting the vehicle- was added to the outboard side of each front power seat-bottom surround panel.

In an expansion of a seat technology first seen on the Toyota Prius, the Camry’s seats use Toyota’s Whiplash Injury Lessening (WIL) seat design. That means that each seat is designed to help manage whiplash injury.

The 2007 Camry’s door trim was redesigned for improved ease of use of the door handles and switches. Designers maximized the size of the space around the door handles for easier access.

Footwell space for the rear seat was enlarged, and additional rear seat legroom was provided. Available rear legroom now measures 38.3 inches, up from 37.8 inches in the previous generation Camry. To enhance comfort for rear-seat XLE passengers, seatbacks now recline eight degrees from their standard position. Alternately, a 60/40 non-reclining fold-down rear seat is standard on CE and LE grades. Rear-seat passengers also get dedicated personal reading lamps on moonroof-equipped Camrys.

Used exclusively on the top-of-the-line XLE four-cylinder model, a new standard fabric is treated by the Fraichir process. In this process, fabric is coated with a naturally occurring component called Sericin, which is extracted from silkworm cocoons and refined. This substance is used because it contains a natural moisturizing component.

With the 60/40 fold down rear seats, the trunk has 15 cubic feet of luggage space. With the reclining or fixed rear seats, it delivers 14.5 cubic feet of storage space. It is equipped with a grocery hook, a utility box and a luggage net (on XLE) for added convenience.

The revised interior involved a complete redesign of every detail of the dash and console, in part to avoid the impression that the dash crowds the Camry’s passengers, and also to improve instrument visibility and ease use of all controls.

The dash itself uses a two-level configuration with the upper level moved toward the front of the vehicle to improve the impression of roominess.

In the instrument panel, instruments are larger than before, with larger lettering and longer needles. The speedometer is marked in five-mph increments, a step that is important to American buyers because speed limits of 55, 65 and 75 mph are very common. Additionally, the odometer and trip meters are illuminated at all times to improve daytime visibility.

Special attention was paid to the audio/HVAC control panel. The control panel features switches that are slimmer and neater than previously, with larger lettering, and with surface luminescence for easier use at night.

A standard multi-information display offers outside temperature readings, possible cruising range, average speed, average fuel consumption and trip odometer.

Designers built in many storage spaces around the front-passenger area, including console side-pockets, marking the first use of this storage option in a sedan. Storage options also include a large front console box equipped with an accessory power socket and an auxiliary audio jack - this box is big enough to store eight CD jewel cases. Other storage areas include an accessory box behind the shift lever containing another accessory power socket, a 354 square inch rear-console box with a card holder and a movable tray, and, adjacent to the shift lever, holders for two large cups.

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The CE gets many standard features, including a tilt and telescopic steering wheel, a six-speaker 160-watt digital AM/FM/CD audio system with an auxiliary audio jack, 16-inch wheels, seven airbags, a vehicle immobilizer, and four-wheel disc brakes. The Camry LE adds a long list of features, including an in-key remote keyless entry and eight-way-adjustable power driver’s seat. A V6 engine with dual exhausts is also available.

As was the case in previous years, LE and XLE use basically the same chassis specs while the SE uses springs, antiroll bars, shocks and bushings with firmer, sportier values than those used in the other two grades. But for 2007, the SE is 0.4-inches (10mm) lower, and a V-shaped brace added between the trunk and cabin, with stabilizing braces added to the underbody, increase the body’s torsional rigidity. Underbody aerodynamics were also examined, to smooth the airflow under the car, and also to increase the speed of the airflow. Engineers also carefully adjusted the balance between front and rear downforce. The result is better stability at elevated speeds.

Features standard on the SE include sporty 17-inch aluminum wheels, its own distinct black, honeycomb-style grille, ground effects body enhancement, smoked tint halogen headlamps, unique sport-trimmed interior in dark charcoal or medium gray with a leather-wrapped, three-spoke steering wheel and amber-colored optitron gauges.

The XLE’s list of standard features includes an upgraded dual-zone automatic climate controlled system with steering-wheel controls, a premium 440-watt JBL audio system with Bluetooth™ technology for hands-free calling, wood-style trim, moonroof, rear reclining seats, fog lamps and 16-inch aluminum wheels. Four-cylinder models are equipped with standard special seat fabric designed to be gentle on the skin, while V6 models feature standard leather-trimmed seats.

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While designers optimized the Camry’s visual image, they also paid attention to generating a sense of excitement in the driving experience without sacrificing ride quality. To do that, they increased wheelbase (109.3 in., up from 107.1 in.) but maintained the same overall length, with a shortened rear overhang. Even with this lengthened wheelbase, engineers delivered a reduced turning radius.

The chassis was made more rigid by connecting the cowl front to the upper suspension towers. Additionally, the Camry’s hood, fenders and their brackets, and cowl are designed to crumple and absorb impact energy.

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Wheels for all four Camry grades were upgraded to a sixteen inch mininum; the SE gets aluminum 17-inch wheels with six spokes, optimized for brake-heat dissipation. Brake discs were enlarged for improved feel and stopping power. Up front, ventilated 11.65-inch discs are used, with solid 11.06-inch discs at the rear. A new brake pad provides a 10% higher coefficient of friction for increased stopping power. Finally, Toyota’s Brake Assist, an electronic function that senses an emergency stop and applies increased braking power once the driver touches the brake pedal, is standard.

Front suspension is via MacPherson struts. At the rear, a dual-link strut system helps provide an optimal balance between smooth ride and secure handling. To help improve the Camry’s handling and driver feel, all lower control arms were lengthened, all spring, shock-absorber and antiroll-bar values, and all suspension geometries, were rethought and recalibrated.

The revised chassis was lab-tested using specs simulating the road surfaces in every country in which Camry is sold. Then, to add real-world verification to their new design, engineers road-tested the new suspension design for more than 600,000 miles in more than a dozen countries.

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The Toyota Camry, the best-selling car in America four years running and eight of the past nine years, was new for 2007. Designers and engineers tried to get a more stylish, athletic, modern image, while increasing performance for both standard and hybrid models — without sacrificing traditional Camry qualities, including a comfortable ride and low noise levels.

Gas mileage is quite good even without the hybrid: the four-cylinder CE model has city/highway fuel economy ratings of 24/34. The V6 cars have fuel economy ratings of 22 mpg city/31 mpg highway, while the Camry hybrid is rated at a rather nice (if not Prius-like) 40 mpg city/38 mpg highway.

The wheelbase is longer, and the track is wider, with the wheels pushed toward the extremes of each of the car’s four corners, to increase cornering capability without stiffening the shocks. The body structure was designed to absorb collision-impact forces. High-strength steel for B-pillar and rocker panel reinforcement manages body deformation in the event of a side collision. The seat frames are designed to receive and help absorb side collision loads and a cross member in the center of the floor is used for the same reason.