• The Car

• Seat Plan & Seats

• Dash & Controls

• Wheels/Tyres & Luggage

• What's Changed

• Features

• Our Opinion

• Other Opinions

• Mechanical

• Safety

• Data

• Buy with Confidence

• Legal Disclaimer

The Car

The Car

Sportivo takes the basic international look of the Camry and sexes it up with a bodykit developed locally by T-CAM, Toyota Conversions Accessories and Motorsport. The kit consists of a front bib spoiler, side skirts, rear skirt and low-rise boot-mounted spoiler. The look is completed by 16-inch five-spoke alloy wheels, headlights with a metallised black area, integrated driving lights, metallic/mica paint, grey and chrome radiator grille, a chrome exhaust diffuser and matt black badging. It all works quite well, giving some extra aggression and presence to a look that while new to us was actually launched in the USA 12 months ago. Remember, the Camry is a Toyota world car, which means it looks the same wherever you go - Australia, the USA, Japan or Europe. The body is physically bigger than its predecessor, measuring 35mm longer, 10mm wider and a big 70mm higher. The car has a 0.29 aerodynamic Cd, down from the old car's 0.30. Stylist Hiroyuki Metsugi said he tried to capture something of a European feeling when designing the car.

Seat Plan & Seats

Seat Plan & Seats

Seat Plan

Like the rest of the range, Camry Sportivo 4 continues on its path as a three-box, five-seat sedan. It's worth noting the wagon variant disappears from this generation. It is a bigger car than its predecessor - including a 50mm longer wheelbase - and that translates to the inside as well. Toyota claims a 98mm increase in rear legroom, while the hip point is up by 48mm, front shoulder room is increased by 38mm, rear shoulder room is up 19mm, front headroom is up 15mm and rear headroom is up 5mm. You can feel that increased room when you sit in the rear seat in particular, with sprawling room almost to the level of Commodore and Falcon, plenty of space for toes under the front seats and a dual cup-holder armrest which folds down from the seatback. The only vital measurement to decrease is front seat legroom - by 25mm to 1045mm. However, the boot is up in size - boosted from 518 litres to a class-leading 567 litres. The Sportivo 4 - like all Camrys - comes standard with dual airbags and all passengers get adjustable headrests and lap-sash seatbelts. You can also option front seat side airbags, but they are twinned with a moonroof. The bench seat has been raised for this generation to ensure rear passengers can still see over the raised hip point up front. Versatility is aided by a 60/40 split-folding rear seat, which has swapped sides for this generation. Storage is aided by small door pockets front and rear - and there is a seat-back pocket on both front seats - but the Sportivo 4 is not over-endowed with cabin carrying capacity.

Seats

The seats in the old Camry were constantly criticised for their lack of support and it was a complaint Toyota took to heart, with an all-new standard seat being introduced with the 380N and the Sportivo benefitting even further with a sports design developed and manufactured locally. The sports seat has higher bolsters on both the base and back which uses padding about 50 per cent harder than the seat centres, while both front seat passengers get adjustable lumbar support - a feature restricted to the driver on the normal seat. The Sportivo 4 gets a grey cloth trim outer section for its seats Toyota calls "Strada", plus a grey and plusher looking Alcantara centre section. The driver also gets manual seat height adjutsment. The door armrest and lid of the centre console bin fall neatly for either elbow, the former also containing power mirror adjustment, window and door lock and power window adjustment for all four windows, with auto up and down for the driver's window. The surround is finished in a gunmetal-look plastic, and is replicated on the other door armrests. The door levers are also chromed in another Sportivo styling signature. In the rear changes include swapping sides for the 60/40 split-fold; a lock strap release for the seatback replaces the button; slimline L-shaped headrests and a comfort guide to move the lap-sash seatbelts away from smaller passengers' necks.

Dash & Controls

Dash & Controls

Dash

Sportivo's rather basic set of instruments are housed in a heavily lidded pod, with shiny silver backing. Two half-circles dominate: on the left is the tacho and on the right is the speedo, both with red numerals and markings sitting on that silver background with orange needles. The temperature gauge sits inside the tacho and the fuel gauge inside the speedo. Below the speedo is the odometer with twin tripmeters, to its left is the indicators for the cruise control and - in automatic versions - the overdrive off button. Back up at top dead centre are the indicator arrows and high-beam warning light. The indicator/headlight stalk sits on the right side of the steering column, while the wiper washers are on the left. The familiar cruise control stalk is mounted on the steering wheel boss so it rotates with the wheel and is a very easy two-stage operation to use. It's useable and sensible and slightly dressed up from the base models, but a little more sexiness wouldn't have gone astray.

Controls

Quite a dramatic change here compared to the old Camry, with two pronounced sections to the centre console controls, rather than the vertical and horizontal sections morphing into one another as they did previously. The upper section sits quite high in an dark metal-look plastic square. At the top is a narrow opening which contains an LCD clock with numerals in green. Unlike some cars, adjusting the time is a very simple process thanks to "H" and "M" buttons. Next to that is a triple overspeed alert which in most other models in the range also has trip computer functions, but for some reason the Sportivo 4 misses out on all that. The Ateva is the only four-cylinder Camry to get the computer. Below that is the two-in-one stereo head unit (CD and radio) with air-conditioning vents on either side and then comes the air-conditioning controls, divided from the rest of the upper panel by a crease that runs right across the dashboard. The dashboard then cuts away severely, dropping into a bin with a rubber mat, then moving out through the covered (but still standard) ashtray and cigarette lighter into the horizontal centre console. Then there's the leather covered gear lever and handbrake - the latter mounted on the far side of the shifter - which shows the importance of Camry exports to Toyota Australia. Behind that are two deep cupholders with a lid and a lidded bin housing a 12-volt power outlet.

Wheels/Tyres & Luggage

Wheels/Tyres & Luggage

Wheels/Tyres

Standard rubber on all Sportivos is the Michelin Vivacy 205/60 R16, mated to an attractive five-spoke 6.JJx16-inch alloy wheel. The spare tyre is full size and the jack is of a sturdy design. The Vivacy is a carry-over tyre from the previous generation Touring series Camry, though Sportivo gets a five-spoke alloy wheel design.

Luggage

Luggage capacity is right up there with the best Australian-built cars at 567 litres, a dramatic jump from the old car's already impressive 518 litres. The bootlid opens via a latch on the cabin floor near the driver's seat, or via the key. The loading height is pretty low, and there is carpet throughout - albeit of an industrial type. We've been concerned about the lack of protection of the rear quarter panels in the previous Camry, having managed put a dent in the sheetmetal when a hard suitacse went walkabout, and this could still be an issue judging by the lack of padding on the inner sides of the boot.

What's Changed

What's Changed

The 380N Camry has areas of complete change and others where absolutely nothing has happened. The look of the car inside and out is obviously new and there is also more of it compared to the old car, but the platform it attaches to is updated rather than a complete change (see Standout Features). The V6 engine and manual and automatic gearbox choices remain as before for Altise, but there's also the four-cylinder engine and accompanying transmissions which are new to Camry (although seen here already in the Tarago people-mover). The suspension design remains fundamentally the same although local tuning levels are higher than ever. But the brakes, steering rack (pictured), seats and headlights are new. Toyota calls this Camry all-new, but it's more like a fair-bit new.

Features

Features

Stand Out Features

It's what you can't see, unless you get this car up on a hoist, that is the real significance of 380N Camry. Rather than ape the international convention and build the new car on the new platform developed for it, Toyota Australia instead decided to adapt the platform used for the Avalon large car, which itself was adpted from the old 660T Camry's underpinnings. The primary reason was that the Avalon and Camry have to be built on the same assembly line at Altona in Melbourne and sharing a platform was the cheapest and simplest way to make this possible. So the two car's share what's called the Toyota Modular Platform (pictured) and therefore the same 2720mm wheelbase, 1795mm width, 1545mm front track and 1520mm rear track. The new Camry body had to be adpated for TMP which means while it looks identical to Camrys built in the USA or Japan it actually wouldn't fit onto the underpinnings. Another key attribute of going with TMP is it breaks Toyota Australia away from headquarters' production plan. In other words, it can deviate that little bit more in terms of what it builds and when, and that's important in a world of niche car manufacturing - just look at how many variants are already spinning off the Holden Commodore platform. Significantly, TMP is capable of taking a four-wheel drivetrain, something Toyota Australia is keen to exploit.

Climate Control

Air-conditioning is standard on Sportivo 4 as it is now on all Camrys. Toyota claims improved cooling and heating performance from the new factory-fitted Denso system, along with easier useage, better packaging more efficient weight utilisation and environmental friendliness. The Sportivo 4 gets the base system with no sign of climate controls, but it's styled to fit neatly into the car's console. The system is operated via a series of buttons and dials.

Sound System

All 380N Camry sound systems are upgraded using the latest Fujitsi Ten technology, the Sportivo 4 getting an impressive looking two-in-one AM/FM radio player and single-CD in-dash player. There are just four speakers and the aerial for the radio is mounted in the glass, which is a new feature. There are 12 FM and six AM pre-sets for the radio.

Satellite Navigation

A DVD-based satellite-navigation system is optional on Sportivo 4. The system includes a touch screen facility, which is easy to use, but also messy if fingers are greasy or dirty. The sat-nav system takes the place of the stereo head unit in the vertical centre console, with the single-CD and cassette slot located behind the sat-nav screen. They are accessed by pressing a button which tilts the screen down and out of the way. Toyota claims the DVD system provides significantly faster processing time than CD-ROM and therefore faster route selection, map scrolling and re-routing.

Security

A mandatory engine immobiliser is backed up by remote keyless central door locking, which is a two-step system that unlocks the driver's door first, and then the rest of the doors. Other features include an audible chirp if the door is ajar and an attempt is made to activate central locking. The 60/40 split-fold rear seat is lockable, as is the glovebox. The radio is security coded as well. An alarm system is standard on higher grades of the V6, but the Atise misses out on this even as an option.

Our Opinion

Our Opinion

We Like:

Wonderful chassis, excellent NVH, heaps of space

We Don't Like:

Engine not as good as the chassis, styling is bland

Be careful or you might just find yourself grinning. Not just smiling, mind you - a full-on gleaming tooth grin might split your dial when you drive the Toyota Camry Sportivo four-cylinder sedan. Grinning in a Camry? Unheard of. Camrys are serious, stodgy and unemotional cars. They're sensible buys for people who want quality, reliability and a good resale value. But not excitement. Sorry, but this Camry might just change all that.

Now before you call the men in white coats to collect me, I'm not talking the type of excitement levels offered by a Commodore SS or Falcon XR6 Turbo, which undoubtedly stir and shake up. But as the Sportivo happily carved through another set of bitumen bends, tracking faithfully, steering accurately and responding sharply, it was hard not to, well, grin. And that's exactly what the hard-working chassis team at Toyota Australia set out to achieve when they were let off the leash to develop the underpinnings of the new generation 380N Camry.

The 380N was split into two streams - the Altise and Ateva made a little more sporting but staying true to the traditional Camry idea of fuss-free transportation. But then there's Sportivo: harder, sharper and aimed at a younger more enthusiastic audience. How serious is Toyota about this car? Open the bonnet and you'll find out because sitting there proud as punch is a black strut brace (why didn't they paint it red!) bolted between the two suspension towers. More than any of the Sportivo's interior and exterior accruements - much more than the attractive 16-inch wheels, or the modest bodykit with its low-rise rear wing that graces the still conservative exterior - the strut brace speaks volumes about the intent of this car. Not only does it look good, but it's good for the car too, aiding body rigidity and therefore sports handling. God knows how Toyota Australia engineers got this device approved by the notorious bureaucracy that is headquarters in Japan, but we are glad they did. The combination of the brace, the firmed up spring rates and damping and the new Delphi steering rack (for more on all this see the suspension and steering sections of the road test) means Toyota has succeeded in presenting a Camry which not only has a sporting name, but sporting intent as well.

Of course dig deeper and there's the much-hyped Toyota Modular Platform (TMP), which is essentially a derivation of a derivation of a derivation of a platform that's been underpinning Camry since the early 1990s. Now it's shared between 380N and its purported big brother, the Avalon, although thanks to the use of TMP they now measure up identically in all vital dimensions. The point of TMP is multiple (as explained in the Standout Features section), but the relevance here is it allowed Toyota's chassis team more independence in the way the Camry range is set up. A key in this is the four-sided subframes that separate the body from the suspension at each end of the car. The engine, MacPherson strut suspension and steering rack are all mounted to the front subframe, which in turn is bolted into the car through four rubber bushes which can be tuned individually in the vertical, lateral and longitudinal planes. At the rear, the parallel link suspension also attaches to a subframe, which in turn mounts into the car through infinitely adjustable pillow bushes.

There's nothing revolutionary in all this. The trick is how you tune and combine it. And in Sportivo the result is very good. While the standard car is still a little mushy and soft, prone to understeer and bodyroll through your favourite set of twisties, the Sportivo 4 is balanced, neutral tending to a hint of oversteer, with a firm but compliant ride that only gets unsettled in really tortured conditions. The latter's important because it means Sportivo is not that narrow focused that it's a Sunday-only prospect. On the contrary: it's easy and accessible enough to be used all week. In fact, the thing is so bloody quiet it's hard to believe it's got sporting intent at all. A little suspension bump-thump, some tyre roar, but like the less focussed Camry models, Sportivo cam boast vastly improved NVH compared to the old 660T. It's the steering where the greatest improvement is to be found, however. The rack rattle that blighted the old car and blistered your fingers has gone, replaced by a co-operative tiller that gives you feedback not kickback and is pleasingly weighted on the heavier side of neutral as well. There's feel and there's a degree of accuracy and response we haven't found in a Camry before. We wouldn't place it in the top echelon as there's still a cushion - maybe another way to describe it is a lag - between fingers and road that stops us rating it that highly. But it is good and it teams very well with the rest of the chassis work.

We suspect the weight of the new 2AZ-FE DOHC 16-valve 2.4-litre engine that sits under the bonnet is a help here too. At 117kg, the all-alloy unit is light by any measure and that assuredly aids the overall balance of the car. That's no better emphasised than on your favourite dirt road, where the Sportivo is a devilish delight to drive. Just pitch it in and hit the gas. Sideways. Predictable, easy, great fun and homage to a well-sorted chassis. But while there's no doubt the new engine is a quantum leap over the old 2.2-litre unit, it's still not up to the best of the four-cylinder firebreathers like many of the Honda VTECs, the 2.0-litre in the Renault Clio Sport or even the 2.3-litre in the new Mazda6. Yes, those twin balance shafts keep it smooth from go to the 6200rpm whoah, and the latest Toyota variable valve timing technology ensures a broad spread of power and torque. But this engine never crackles, never fires the blood. It gets up and goes alright - and is a standout in the Altise and Ateva - but the Sportivo chassis can and does demand more.  

The rest of the package is support act stuff. The new five-speed gearbox is a solid cable-shift Toyota effort with no vices other than it is mated to a clutch with a take-up zone that's slightly narrow. You will stall a couple of times before you get the hang of it. The Aussie-developed brakes are good, showing good resistance to fade and given the same set-up has to cope with much heavier Camrys than this one that's no surprise. What's a little unexpected is a high level of feel that bonds neatly with the tactility of the rest of the package. The interior is standard Camry tarted up a bit with fake chrome, fake metal and fake suede. The new sports seats are good though and, like all Camrys, the amount of interior space - particularly the improvement in the rear - is exceptional. Equipment-wise the Sportivo stacks up about right for its low $30K ask, with standard air-conditioning, power windows, cruise control and a CD player all part of the package, along with safety items like dual airbags, lap-sash safety belts all-round and adjustable headrests for all passengers.

So where does all that leave us? As an indication of what Toyota Australia engineers are capable of, the Sportivo 4 is a strong testament. Now we reckon the designers need to be let off the leash to come up with a look for Camry befitting the chassis. And somewhere, somehow, Toyota has to find an engine with the character and grunt to challenge it. We won't be grinning then, we'll be laughing out loud.

Other Opinions

Other Opinions

Wheels: "The Camry (Sportivo four) is a great car and a real step forward in every respect. In fact, it will probably appeal to a broader audience. On its own it's a great all-rounder and, even running the four-cylinder, Camry does everything you'd hope for in a sporty sedan."

Sydney Morning Herald: "The new Camry has the attributes of the old - and more - and it has grown to become more like a large-medium contender. But will that be enough to prise buyers away from a soon-to-be-revived Ford and a steamroller-strong Holden?"

Mechanical

Mechanical

Plan View

Like all Camrys, Sportivo is powered by a front-mounted transverse engine driving the front wheels only. In this case, the Sportivo four employs an inline four-cylinder engine, built by Toyota Australia for Camry markets around the world.

Engine

While new to Camry and new to local manufacture, the 2362cc 2AZ-FE four-cylinder engine is not completely new to Australia, currently doing service under the hood of the imported Tarago people-mover. In local guise, the double overhead camshaft engine produces 112kW at 5600rpm and 218Nm of torque at 4000rpm, although 90 per cent of that is available between just 1500rpm and 5400rpm. Running on ULP its official fuel consumption figures are 9.0L/100km in the city for the manual and 9.5 for the auto, while both return 6.6L/100km in the city. The official 0-100km/h acceleration figure is 9.3 seconds for the manual and 10.6 seconds for the auto, while the standing 400-metre (quarter-mile) sprint is covered in 16.5 and 17.4 seconds respectively. Toyota claims these figures are superior to the old 2.2-litre 5S-FE engine which produced 94kW and 187Nm. It says the 2AZ-FE is 10 per cent more fuel efficient and almost two seconds quicker to 100km/h. Sophisticated features of the 2AZ-FE include balance shafts to ensure the engine stays smooth and the latest VVTi intelligent variable valve timing system (infinitely variable through a 50-degree range) maximises torque and power spread. Toyota says the engine exceeds the ADR 79/00 emissions standard a year before its introduction.

Suspension

Toyota Australia wanted to put more emphasis on handling and grip with the 380N Camry than its predecessor, while retaining a high level of ride quality. To do that it split the suspension set-up into two streams, the Altise and Ateva gaining a set-up approximating the old Touring model, while the Sportivo and Azura went fimer and more focussed again. The suspension design across the Camry range is the same - MacPherson struts up front and parallel dual links at the rear. Spring rates have been increased by 17 per cent at the front and 21 per cent at the rear compared with the Touring, while compression damping has been doubled at some velocities. The Sportivo chassis is completed by 16-inch alloy wheels and Michelin Vivacy tyres, with a strut brace between the front suspension towers to increase body strength. It's worth remembering these changes have to also take into account the increased kerb weight of Camry, which compared to the old Camry CSi four is up 80kg.

Electronic System

Enhanced electronics mean the 380N Camry gets a group of new features, including integrated keyless entry with increased rolling code security, illuminated entry and alarm, and key operated remote boot entry. The Camry is also boosted by a multi-function display with entry level models (including Sportivo 4) getting a clock and three-memory speed alert. Higher grades get those two features plus distance to empty, distance to empty, instantaneous fuel economy, average fuel economy, fuel used and average speed. Audio systems have been completely revised with the adoption of new Fujitsi Ten technology. Despite all these improvements Toyota Australia has not moved to the "data bus" style of electronic control now being introduced by many manufacturers.

Transmission

This is the first use of the E354 five-speed manual gearbox in Australia, although a close relation is used in the RAV4 compact off-roader. Compared to the 'box it replaces which was used with the old 2.2-litre engine, the E354 is smaller, lighter and stronger. The extra strength, achieved by shot peening the gears, is required in order to cope with the raised levels of power and torque in the 2.4. A triple-cone type synchromesh mechanism is used on first and second gear to increase the synchronizer capacity. This helps reduce the shifting effort and provides a smoother shift. A double-cone type synchromesh mechanism is used for reverse gear to suppress gear engagement noise. A four-speed automatic is optional.

Brakes

Brakes are another part of the Camry localisation story, with Toyota using expertise and components developed by PBR here in Australia. The fundamentals of the brake system remain the same - ventilated front discs and solid rears, with the aid of ABS now standard across the range, bar the base model four-cylinder Altise. It's the actual componentry which PBR has developed and supplied - discs, callipers, brake pads and its Banksia parking brake, the first time this sytem has been installed on a Toyota and one of the first applications on a front-wheel drive vehicle. Toyota is claiming an improvement in brake performance of up to two metres in a 100-0km/h crash stop, which is a reduction to about 44 metres. However, at least some of this improvement is due to the use of Dunlop's new silica/carbon tread tyres on 15-inch tyre models. The Bosch four-channel ABS system is carry-over, so no sign of Emergency Brake-force Distribution as is now standard on BA Falcon.

Steering

Increased initial response and reduced kickback were two key Toyota targets for the new Camry's steering. Vital to achieving that was a new power steering rack and pump unit, which has the advantage of allowing mounting bushes to be six times stiffer than in the old rack. That means lighter steering effort but the retention of steering feel. The kickback - which shows itself up in the old car most noticebaly on bumpy corners - has been addressed by a hydraulic check valve. The new variable power steering system is also engine speed-sensitive for the first time in Camry. It switches progressively to a lower level of steering assistance above 2500rpm, with the intention of keeping the steering light enough at parking speeds but still offering good weighting and response at speed.

Safety

Safety

Toyota is confidently claiming the new Camry is improved enough over the old car in terms of construction to move it up from three stars to a four-star crash test result - although any direct reference to the independent NCAP testing regime is judiciously avoided. The car has been tested to Toyota's own GOA (Global Outstanding Assessment) parameters which are designed to be as tough as any current or expected crash test standards. GOA tests endured by Camry included 64km/h offset deformable barrier, rollover, 55km/h side impact and 50km/h rear moving barrier. While the PBR brakes are new, standard safety equipment includes ABS and dual airbags, while front side airbags are optional.

Data

Data

Engine:

• Type: 2.362-litre 16-valve DOHC all-alloy inline four-cylinder

• Location: front-mounted, transverse

• Power: 112W @ 5600rpm

• Torque: 218Nm @ 4000rpm

• Bore/stroke: 88.5mm/96.0mm

• Compression ratio: 9.6:1
  

Transmission:

• Five-speed manual

• Optional four-speed auto
  

Suspension:

• Front: independent by MacPherson struts, coil springs, anti-roll bar

• Rear: independent by multi-links, coil springs, anti-roll bar
  

Steering:

• Power-assisted rack and pinion

• Turning circle: 11.6 metres
  

Dimensions:

• Length: 4805mm

• Width: 1795mm

• Height: 1490mm

• Wheelbase: 2720mm

• Front track: 1545mm

• Rear track: 1520mm

• Kerb weight: 1420kg
  

Standard Equipment:

• Anti-lock Braking System 

• Twin front airbags 

• Front seatbelt pre-tensioners 

• Air-conditioning 

• Power windows and mirrors 

• Cruise control 

• Variable intermittent wipers 

• Single-CD audio system 

• Remote central locking 

• Bodykit 

• Alloy wheels 

• Sports seats

• Leather steering wheel, gearshift and handbrake trim 

• Driver seat height adjustment 

• Twin front seat lumbar adjustment

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