Has the UK missed the Toyota Camry? Probably not. In fact, you’d be forgiven if you hadn’t noticed it’s been missing since it went off sale 14 years ago.
The model may be a high seller for Toyota around the world – 19 million since its launch in 1982, apparently, and 400,000 in the US alone last year – but it has never really caught on in the UK, especially given the lack of a diesel option. For most car-loving Brits, as forgettable cars go, it’s likely to be on the list (or perhaps not if it really is that hard to remember).
But that should finally be about to change with the launch of this, the all-new Toyota Camry, which bristles with safety technology and offers a compelling mobility option for those who put a priority on their prickling environmental conscience.
As sales of diesels continue to decline, Toyota is right on cue with a large saloon powered by a petrol 2.5-litre engine pepped by a fossil fuel-saving and ULEZ-friendly electric motor (there’s no charge for this car in low-emission zones). As Britain continues to play catch-up on electric vehicle charging infrastructure demands, the Camry sweeps away range anxiety for those who want to ‘go green’ thanks to its self-charging capability, because the battery automatically tops up as you drive. Toyota claims that 50% of average commutes can be completed emissions-free. Such are the key selling points in our changing world today.
Thus, efficiency has to be the main calling card of this eighth-generation model, supported by a WLTP-confirmed economy figure above the 50mpg mark (around 44mpg during our real-world test). But beside its environmental credentials, Toyota is also keen to play up the Camry’s performance capabilities. The presence of a Sport mode beside Normal and Eco indicates as much. Flick the stubby console-mounted lever to the right and you’ll engage Toyota’s new Sequential Shiftmatic system, which allows you to mimic manual-style six-speed sequential changes.
2025 Toyota Camry XLE; XSE AWD Specifications |
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Base Price/As Tested | $34,735/$39,720; $37,260/$42,260 |
Power (SAE net) | 184 hp @ 6,000 rpm (gas), 134 hp (elec); 225 hp (comb) |
Torque (SAE net) | 163 lb-ft @ 5,200 rpm (gas), 153 lb-ft (elec); NA lb-ft (comb) |
Accel, 0-60 mph | 7.1; 6.8 sec |
Quarter-mile | 15.4 sec @ 92.9 mph; 15.1 sec @ 93.3 mph |
Braking, 60-0 mph | 125; 118 ft |
Lateral Acceleration | 0.82 g; 0.82 g (avg) |
MT Figure Eight | 27.2 sec @ 0.65 g (avg); 26.7 sec @ 0.67 g (avg) |
EPA City/Hwy/Comb | 48/47/47; 44/43/44 mpg |
EPA RANGE, COMB | 611; 572 miles |
VEHICLE LAYOUT | Front-engine/motor, FWD; Front-engine, front/rear motors, AWD, 5-pass, 4-door sedan |
ENGINE, TRANSMISSION | 2.5L port- and direct-injected Atkinson-cycle DOHC 16-valve I-4, plus permanent-magnet elec motor(s), Cont variable auto |
CURB WEIGHT (F/R DIST) | 3,620 lb (58/42%); 3,787 lb (55/45%) |
WHEELBASE | 111.2 in |
LENGTH x WIDTH x HEIGHT | 193.5 x 72.4 s 56.9 in |
ON SALE |
Now
Driving the Toyota CamryThe Camry is more than competent in everyday driving—it’s genuinely enjoyable. Steering feedback feels good and gives you a great sense of control. Acceleration is perfectly acceptable, and the brakes are brilliantly responsive without being unsettlingly aggressive. Simply put, it feels smooth and clean. Granted, we’re talking about socially acceptable town and country-pace driving here. If you wanted to go hard-charging up Angeles Crest, my guess is that the chassis and suspension would be up for it but the tires would quickly lose patience and I wouldn’t count on the powertrain to let you keep up with any sports cars. Andrew P. Collins But speaking of emulating more elite vehicles, as a luxury sedan, the Camry is actually pretty darn decent. Again, it’s the ride quality that shines—the XSE model does a great job communicating both comfort and control. It’s not dazzlingly plush, but you can cross train tracks without spilling your coffee. Road noise is what keeps it from feeling like a Lexus. It’s not bad, it’s just not luxury car-level quiet. One area where the new Camry does feel pretty luxe is the combustion/electric transition. I mentioned that all Camrys are hybrids now, and in normal driving, it’s hard to tell when propulsion changes between gas and electric. If you’re not thinking about it or watching the powertrain gauges, it’s quite seamless. Advertisement Speaking of gauges, the XSE’s vast array of screens was not my favorite. If you buy one of these, don’t be too proud to crack open the owner’s manual and really read through the glossary of dash symbols and text abbreviations—there’s a lot more going on than fuel level and speed. Too much, in my opinion. The steering wheel buttons take some time to learn. Except for when you change drive modes, when the entire cluster changes to a picture of your car for a full seven seconds (I counted because it seems, and is, pretty dumb). |