While it’s not a terrible sound, we’d still rather there were less of it penetrating the otherwise quiet cabin. Request anything more than modest acceleration, though, and the hybrid’s CVT-like arrangement allows the engine to zing up to moderately high rpm and hang there-a behavior common to continuously variable automatic transmissions (CVTs) and to hybrid powertrains. Acceleration is seamless, and off-the-line throttle response in the Normal and Sport modes is far livelier than the hybrid’s 7.9-second zero-to-60-mph time would suggest. We found the hybrid powertrain a good fit with the XLE’s relaxed driving persona. The Camry lineup offers three engine choices, all of them new for 2018: a base 203-hp 2.5-liter inline-four (206 hp in the XSE) a 301-hp 3.5-liter V-6 and the 208-hp (total system power) hybrid powering our test car. The XLE still is not a car that you hurl at apexes-skidpad grip is a reasonable 0.84 g, although the stability control jumps in early and often-but it’s in the zone now, a thoroughly competent sedan that goes about its business with an air of composure. The steering, light at low speeds, actually feels connected to something now, with surprising heft at highway velocities, a strong sense of center, and crisp response when you swing the wheel into a bend.
Tar strips and other road blemishes are muffled thumps heard more than felt. It now lopes across the larger swells and damps out bumps swiftly and smoothly, with no aftershake. No longer does the Camry bob disconnectedly over ruffled pavement as if someone unbolted the shocks and threw them overboard. It has clearly benefitted from the switch to the TNGA underpinnings-the body’s torsional stiffness has increased by 30 percent, and the old car’s rear struts are replaced with a more sophisticated multilink setup. The pleasant surprises extend to the way the XLE drives. A strip of faux wood flanking the sweeping center stack refracts light in a way that makes it shimmer intriguingly. The eject button for the CD player in the top Entune 3.0 infotainment system is integrated elegantly into a thin band of bright trim so it all but disappears. For instance, the delicate interior door handles are the tips of the satin-aluminum spears adorning the door-trim panels. Considering how good this new platform is, it wouldn't take much to tune up a genuine enthusiast's car.Designer touches unexpected in a mass-market sedan are scattered about the cabin. I may have laughed at a Camry TRD concept in the past, but I wouldn't laugh at a TRD version of the latest model.
It's not just the roof that's black, but also the A-pillars, and half of the C-pillar.
2018 CAMRY DRIVING IMPRESSION ANDROID
The infotainment system does not support Android Auto or Apple CarPlay.Though not a sports sedan, the V6 XSE arguably provide some of the benefits of one.
The vast majority of buyers will get the four-cylinder engine or hybrid, but the 3.5-liter V6 packs a 301-horsepower punch that gets the Camry out of its own way quickly.(Hybrid models get a whopping 53 miles per gallon on the highway.) With this many speeds, the car has plenty of grunt off the line, yet is geared high enough on the highway for four-cylinder models to get 39 miles per gallon, with V6 models getting a respectable 32 mpg. The XSE model I drove includes paddle shifters, but I found the transmission did a better job of choosing gears than I did. The new eight-speed automatic transmission shifts smoothly and seamlessly.This means that even the most basic $23,495 Camry L includes automatic braking, lane-departure warning with steering assist, dynamic cruise control, and automatic high beams. Toyota Safety Sense P is standard equipment on every model.The new styling makes it quite the looker, and the driving experience is more engaging than earlier models. Even in lower trims, the new Camry successfully sheds the image of being boring, basic transportation.
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