This is my review of the regular Camry with the four and the SE V6. For my review of the Hybrid go here:
Toyota Camry Hybrid review

The Toyota Camry has been the best-selling car in America the last few years. This puzzles those who, when they look at a Camry, see an awkwardly-styled car with a bland interior and little in the way of driving excitement. These people have ascribed the car's success to Toyota's reputation for reliability, and assume that those who buy Camry's simply want an appliance that will require as little as possible from them.

After all, those who care to think about a car at least buy an Accord.

Toyota seems to have decided that it wants a larger piece of the pie than a solid rep for reliability can get it. As a result, recent Toyotas have had much more impressive styling and more powerful engines.

The new 2007 Camry continues this trend. But is it improved enough to warranty consideration from those who desire more than an appliance? I took one for a test drive to find out.

Specifically, I first drove a four-cylinder automatic in midlevel LE trim. I would have preferred a sport trim SE with the four cylinder-manual or the V6-auto, but this car was the only one on the dealer's lot. This isn't all bad, as the configuration I drove will likely be the most popular.

A few months later I drove a Camry SE V6. I've updated the review to include my impressions from this second test drive, where the salesman didn't tag along.

Styling

The previous Camry was on okay-looking car in the right color with alloy wheels in SE trim--and you weren't looking at the amazingly ugly, oversized tail lamps. A lot of ifs. In other words, it most cases it was an ugly car.

Though based on the 2002-2006 Camry, the new car's exterior betrays a strong Audi influence on the front end, a strong BMW influence on the rear end, and a strong European influence in general. Though still far from strikingly beautiful--there are too many odd panel cuts and creases for that--the 2007 looks more upscale and substantial. Most importantly, is a tremendous improvement over the homely old car.

I should add that the new Camry looks considerably better in person than in photos, even with wheel covers. The photos on Toyota's site manage to be from especially bad angles.

The SE is easily the most attractive Camry, with 17-inch six-spoke alloys and a tasteful body kit. It looks especially good in the medium blue of the car I drove. It would look even better on five-spoke 18s.

Inside the improvement is at least as dramatic. Though materials in the previous Camry made the car's interior look better than its styling warranted, this styling could not have been plainer. In contrast, in the new interior you'll find sweeping curves on the door panels and a center stack that flows cleanly into the console. The top of the instrument panel has an especially upscale appearance. As in the Avalon, clear blue buttons are used on the HVAC and sound system controls. I personally like the effect. The curvy seams on the seats suggest a sporty mission, even in the base trim.

Still, all is not perfect inside. The door pulls strongly resemble those in the BMW 5-Series. I found them uncomfortable in the BMW, and they're uncomfortable here as well. Unlike in the BMW, those in the Camry are hard plastic, making them even less pleasant to grab. Open the door all the way, and you'll have trouble even reaching them. Additional hard plastic surrounds the controls just ahead of the grab handle. As this is an area that will be touched frequently, a higher grade material would be welcome.

The SE has a black interior, black leather in the case of the car I drove. Black tends to make less-than-premium materials look better, and those in the Camry's interior are no exception. While the light gray interior of the Camry Hybrid I drove and reviewed a few months ago looked cheap, even rough, in places, I had not such issues with the interior of the SE V6.


Accommodations

The driving position is higher relative to the instrument panel than in the average midsize sedan (you sit lower in a Saturn Aura, for example), so the driver enjoys a good view over the instrument panel. The seats that look so good to the eye are also pretty good to sit in. They're firmer than I remember in past Camrys, and fit the body well. I'd personally prefer the fairly prominent side bolsters closer together, so that they actually served their function, but people with broader builds than my own will like them just where they are.

I found the leather seat in the SE even more comfortable and plenty supportive in hard turns. Automakers can stop trying to reinvent the seat for the family sedan. This one is pretty much perfect. Excellent seat.

The published specs suggests that the new Camry has lost a bit of headroom and gained a bit of legroom. But sitting in the rear seat I found it less roomy than I recall in the previous Camry. Like that in the Accord, it's a bit low to the floor to provide good thigh support. And my knees aren't terribly far from the front seatback. I suspect that the cushion was lowered to enable a sportier roofline. But my memory could just be off. Either way, the rear seat is at least average in room and comfort. I just remembered it being among the best in a midsize sedan.

Despite a tall profile the trunk has lost a couple cubic feet of volume, so its now also about average rather than among the best. The hinges are the intrusive sort. While the rear seat still folds in most trims, so much structure has been added to stiffen the body that the opening is at most a foot high. (Wish I'd measures it, maybe next time.) This opening has been getting smaller and smaller in sedans with folding rear seats. It could well disappear over the next decade.

In the SE the rear seat doesn't fold, but there is a small passthrough behind the rear seat's armrest.

On the Road

Nissan has offered a similarly powerful engine in the Altima for a few years now. But when a Camry is available with a 268-horsepower 3.5-liter V6, it's news.

Sadly, I initially drove the 158-horsepower 2.4-liter four. While easily adequate around town and commendably quiet and refined for a four, this engine feels a bit winded accelerating onto the freeway and generally doesn't contribute to the excitement of driving the car. For most people it'll serve well. Enthusiasts will want the six. Unfortunately, a manual transmission, and a five-speed at that, is only available with the four.

The 268-horsepower V6 I drove the second time around is glorious. It feels powerful and sounds great at any engine speed. With many engines these days, even fine DOHC units, all you hear is a throaty exhaust. In contrast, with the Camry engine you actually hear the mechanical bits of the engine whirring about, which I personally prefer to exhaust noise. Nissan's V6 sounds coarser. Unlike with Ford's new 3.5-liter V6, there's no need to rev Toyota's to feel a firm push in the lower back; even at 2500 rpm its a tip of the right foot away. And if you do rev it--just amazing. Factor in EPA ratings of 22 city and 31 highway, and this is my favorite of the many 3.5-liter V6s currently being manufactured.

There is a touch of torque steer under hard acceleration, but much less than I expected.

The six-speed automatic paired with the V6 is occassionally indecisive, but generally shifts smoothly and appropriately. It can be shifted manually using the lever, with shifts occurring after a short delay.

Aside from the styling, the area in which the new Camry has most improved is handling. The last time I drove a non-SE Camry I found considerable lean in turns, tires that squealed at the slightest provocation, and the general sense that the car did not want to be rushed. Even though this 2007 was an LE, it leaned moderately in hard turns, understeered less than the average front drive sedan, and felt composed in aggressive driving. Best of all, the tires never protested--even though the roads were damp. Notably, even the base car is fitted with 60-series 16-inch Michelins. No tall, floppy sidewalls here. Feel free to push the new Camry, it'll take it.

I must confess that even in the past I've found more to like in the Camry's steering than most reviewers. As in the past, the steering provides decent feedback, with the sort of kickback over bumps you won't find in many cars today. Kickback is generally undesirable, but if I have a choice between kickback and numb steering I'll take the kickback.

While I still wouldn't call the new Camry sporty, at least not in LE trim, it does handle much better than the softer Hyundai Sonata and perhaps a bit better than the more firmly sprung Accord. The magazines will tell you that an Accord always handles better than a Camry, but with the 2007 I'm not so sure. The two are closer than ever before, even comparing the LE.

Given my general satisfaction with the 2007's handling, it shouldn't come as a surprise that the ride feels firmer and a bit busier than I recall. On pockmarked roads you'll find some pitching from side to side even in the LE. It's not rough, but it's also no Lexus. It does feel more substantial than a Malibu or Mazda6, but perhaps not quite as solid as the Accord. Noise levels are generally low, even on the highway. The Accord has a slightly busier ride and suffers from significantly more road noise.

In general, the new Camry LE feels much more composed, refined, and even sophisticated than it's $21,000 price suggests it should.

The SE's suspension is much firmer than the LE's. I'd say it's about as firm as it can be without the ride turning harsh. Body motions are quickly snubbed--there's absolutely no float--and lean in turns is minimal. The satisfying firmness of the suspension made me wish that the steering was quicker and firmer; instead it doesn't feel much different than the LE's steering. This is the main thing keeping the SE V6 from being an excellent driver's car.

Summer performance tires are standard on the SE. But the car I drove was fitted with all-season Michelin Energy XSEs, which are a no-cost option. Even though I live in Michigan, I'd pass on this option and instead get some proper winter tires for months with snow. Size 215/55VR17, these tires are already a bit narrow for a 3,500-pound sedan. Add the all-season treads, and there's just not much grip to play with. Towards the end of my test drive it started to drizzle, and the amount of grip was reduced even further. Let's just say the car feels pretty balanced doing a four-wheel drift through an S-curve. (For what it's worth, this car was not fitted with the optional stability control.) More often pushing the car near its limits provoked understeer, typical of a nose-heavy front driver.

If I bought this car, I'd get the performance tires. And when those wore out I'd upgrade to the widest tires that will fit on 18-inch rims, and keep the 17s for use with the snows.

Despite the limited amount of grip and so-so steering, the excellent engine, supportive seats, and well-sorted suspension tuning made the SE V6 a very enjoyable car to drive.

Toyota Camry Price Comparisons and Pricing

The two most popular comparisons (base to base, without rebates, adjusted for feature differences):

Accord: $500 more at MSRP, $200 more at invoice. This is for the base trims. With higher level trims, the Camry's price advantage widens to about $1,000 at MSRP and $1,200 at invoice.

Altima: $2,600 more at MSRP, $2,800 more at invoice. Including the Nissan's current $1,750 rebate narrows the gap considerably.

One note: Toyota dealers have considerably larger margins than others. They often use these to provide generous discounts--one reason the Camry has sold so well in recent years. When using my site, pay attention to the invoice comparison as well as the MSRP comparison.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Toyota Camry:

http://www.truedelta.com/models/Camry.php

Last Words

My test drive in the four-cylinder Toyota Camry LE has me very much looking forward to a drive in the V6 SE. The styling has improved greatly, and the handling ranks among the best mainstream midsize sedans. It might not be a sport sedan, but very little suggests an appliance, either. Instead, we've got a fine touring sedan at a very reasonable price.

When I did drive the Camry SE V6, I was not disappointed. The steering could be quicker and the tires could be stickier, but the engine, suspension, and seats are all excellent.

As a result, Toyota should have no trouble sustaining its sales leadership with this car. If I had to choose between the new Camry and the Accord, Altima, Fusion, Malibu, Mazda6, and Sonata, I'd very likely choose the Camry. In SE trim, but a Camry nonetheless. Among domestic cars, the Fusion might eventually have a shot, but only after it gets the upcoming 3.5-liter V6 and (hopefully) the option of stability control.

I'd rather have the Legacy GT than any of the above, but that would be in five-speed turbo form. With an automatic it lacks the refinement and rear seat room to compete for the typical customer in this class. The typical customer will want the Camry.

I've given the Camry four stars, but the SE V6 just about warrants a fifth.

A note on Toyota Camry Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Camry rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Toyota Camry reliability comparisons.

Before I can report results, I need data on all cars--not just the Camry--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. For non-participants, this access will cost $24.95.

For the details, and to sign up, visit www.truedelta.com.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

If you're an Epinions member, and you want to receive an email when I post a new review, click here.

Some of my reviews of related vehicles:
Chevrolet Malibu review
Ford Fusion review
Honda Accord V6 automatic review
Honda Accord V6 manual review
Hyundai Sonata review
Mazda6 review
Nissan Altima review
Subaru Legacy GT review
Toyota Camry review (2002 LE four-cylinder)
Toyota Camry review (2004 SE V6)
VW Passat review