Over the last decade, especially from the year 1992, the Toyota Camry has become, and no one quite remembers how, an icon. Perhaps its lofty status can be attributed to its quality and dependability. Or even to the fact that it is the only car that lives out claims of "integrity of manufacturing" and "customer appreciation" that automotive brochures nowadays swill out for the cause of much inferior products. Any way you look at it, it represents what a car company with a 20/20 vision can achieve. That vision has formed the core of Toyota's success and now, it is the undisputed World #1--in terms of quality-- which is what really matters to the consumer.

There is something cosmic about the whole phenomenon. Just as Newton, DaVinci and Einstein graced this world for a reason, the Toyota is amongst us to show the way. When the third generation made their way down with quadra-valved, double overhead cammed, all aluminum engines, it was an unprecedented occurrence. At a time when most domestic manufacturers clung to the ancient all-iron pushrod driven, powertrains, Toyota's adoption of risky technology had the skeptics scribbling eulogies. Aluminum engines aren't robust, they said. Too complex to be dependable, swore others. Then followed three revealing years when the world watched agog as more than a million were sold with no reports of broken engines or maligned customers. In an age of dwindling human role models, an automobile had risen to the surface, brimming with qualities most of us would pay to acquire. Dependable, honest, disciplined, refined, flawless, beautiful, receptive, soothing, understanding--the Camry epitomised all that is good and wholesome. For some three million, it had become a confidante and a rather expensive security blanket. Toyota picked up on that and tagged the car's greatest virtue to be peace of mind. Ford dashed off to rummage a new Taurus and jabbed itself in both feet squarely, leaving the fortress wide open for Toyota to slam dunk all over it. Then came word of a new extensively "de-contented" Camry. Sales picked up as the population feared makeover blues along the lines of the Taurus.

Meanwhile, having owned and become consummately addicted to a '95 V6LE, I often wondered how Toyota was going to top this marvel of engineering. With typical integrity, I realized after driving the '97 version.

For generation four, the model designations read CE, LE, and, the XLE. The coupe and the wagon bow out--victims of laggard sales. Somewhere in their demise, I see the hand of a Value Analysis/Value Engineering team that must have slaved overtime to isolate areas where monies could be saved. A few minutes with the new car, and I was able to detect what those were. The hood for instance, is no longer equipped with gas struts. One of the executives I spoke with pipped, tongue-in-cheek, that, given the Camry's maintenance free nature, owners will not be popping the hood frequently enough to notice the absence of gas filled props. Savings per automobile on those are thought to be around $100. Next to go--the neat black underside cladding that was a much appreciated feature, particularly to those whose daily commute made it imperative to traverse ill-paved surfaces. The seamless cladding provided ample protection against abominable paint knicks, but noting that cars costing thousands more didn't employ such measures, Toyota didn't have to ponder much before doing away with it. Triple door seals that were available on the previous XLE's have now been eliminated in favor of double seals that are understood to be better. In place of the beautiful chrome-tipped dual exhaust is a single, chrome-less pipe that looks rather awkward. The positive feeling flush door handles are carried over from the older car. So are the seats and some of the switchgear.

However, for everything that has been downgraded a string of refinements have been assembled and the outcome is a car that is the most advanced in its class. And beyond.

The previous interior, if a bit unflamboyant, was the epitome of ideal ergonomics. The new one looks and acts expensive, partly because of the classy-looking characters on the guages and the high caliber materials, but mostly because it is built along the Lexus ES 300's lines. The curve of the older dash that, while putting the essentials within easy reach of the driver, isolated the same from the passenger and so, it has now been unfolded. With the result that those on the right will be pleased to find themselves not far from the action. The soft dash surface provides a safe haven for bumping heads and adds to the opulence of the ambiance. The pull-out cup holders that were hindered by the gear selector, have immigrated to the bin between the seats, which looks to have shrunken in length. Not to worry; the honest fellows have deepened the cavity and it is now more cavernous than before. Similarly the glove box dismays initially, but claims of a 28% increase in volume are doing the rounds. Power locks/windows switches are pinched from the Lexus bin, as are the inner door handles. The latter feel less substantial than before and almost as if sensing the customer might notice the switch, deeply sculpted door panels that are even more luxuriously padded than before, serve as a pleasant distraction. Every square inch has been honed to a rich gloss and the consistency in panel gaps is a testimony to the precision engineering that is Toyota's hallmark.

Prior to driving the Camry, I evaluated the Lumina, and it is safe to say, that in terms of material selection and fit and finish, GM finds itself at least a decade on the debit side of things. Where the Lumina's hard plastic elbow supports present foreboding resting sites for the arms, the Camry's meaty grips and buttery finish immediately speak to the more cultured senses. A Toyota engineer handed me one of the Camry's thickly padded door panels and I was stunned with how light it was. For something that, when fitted to the door appears so solid, I had expected it to weigh a lot more. The door panels aren't the only examples of advanced weight saving measures--the dash, the switches and the knobs, and even the seats are light weight but extremely durable.

Interior volume has always been the Camry's draw. The older car, while several inches smaller in every axis, had more room,where it matters, than sedans several inches more significant. Its 1997 equal is bigger in every dimension: +0.7" in length, +0.4" in width, and +2.1" in wheelbase, although on the outside it struck me as being more petite-- the impression is a result of the shorter overhangs. The doors bulge out allowing for more hip room. Raised adjustment mechanisms for the front seats and trowelled backs of the same transalates into increased rear legroom. I am informed that the car now has more leg, hip and head room than the Lumina and the Taurus, both cars being over ten inches longer and four inches wider. Overall cargo space is more than in the Lumina or the Intrepid, thanks to GM's and Chrysler's inability to come up with rear seats that fold.

The older Camry vowed over the most imperious car fiend with its ultra-advanced hardware. The brilliant 3.0 V6 has been squeezed for six more ponies and a similar number of pound feet of torque, the combination reading 194/209. That tweak aside, it continues virtually unchanged from the previous edition and with aluminum blocks and heads, 24 valves and double overhead cams, is satisfactorily ensconced beyond the realm of the cutting edge.

The luscious tones of the all-aluminum powerplant are now a tad more sensuous. The slight power and torque bumps push you into the cushions with a velvet hand as the car steps out smartly. 0 to 60mph is achieved in 8.2 seconds--but that is academic. The manner in which the unctuous electronically controlled four-speed (Since it has been bestowed with a smarter chip, the tranny loses its Power switch) goes about its business, conversing with the engine in a repressed yet perceptible dialect is the ultimate outer body experience you could pray to have. If prodded, it will tour at very high speeds all day--something the hauntingly silent cockpit can lull one into doing more often than enforcers of the asinine speed laws would sanction. Braking, again, is top of the hill with appropriate feedback from the pedal. 70-0 mph is brought about in 177 feet--thirty less than the last Taurus I tested. The new Bosch ABS weighs half as much as the older system and is now standard on all but the CE model.

Safety levels have also been upped. Now, the Toyota meets 1997 and 1999 Federal safety standards and good naturedly brings back a few of the older car's extras: The tow-down hooks--little snags that discourage the hood from decollating occupants--in the unfortunate event of a frontal crash, are non-existent in the competition. The liquid- filled engine mount, shrewd thing, drops the powerplant under the car in the event of the aforementioned unfortunate event. Auto-off halogen lamps are standard on all versions.

Exterior styling exhibits a distinct European influence. The tail lights are reminiscent of Alfa Romeo and the pointed nose has shades of Peugeot's 505. The designers preferred to continue with the tradition of subtle improvements--much like the makeover handed to the LS 400. With the sharper nose and a minimal of body side cladding, the new car maintains the aura of a surgical tool. Ford should have exhibited similar restraint with the Taurus, instead of sloshing it with every design light bulb that went on.

The new styling won't stagger the soul, but it will make you purse the lips in a thoughtful appraisal. That should give way to an impressed grin the moment you notice the creases on the hood and the trunk. The detailing is subdued and blends unobtrusively with the overall character while every inch of the car has been burnished to an impossible degree. Run your fingers over the satin finished door seals or the micro- polished chrome strips. Notice the sparkling emblems on the trunk. Slam the door and revel in the solid "thunk". Engineering of this grade is so rare in the price range. Indeed, the Camry's quality cannot be elucidated through quality function deployement and statistical process control tools. Simply put--this is magic.

Passing Shots

Toyota's decision to replace the current Camry is quite surprising. Had it let matters stand for two more years, its mid-size champ would still have whipped the opposition. Even now, the '96 has all the right ammunition to fend for itself--which it does with one hand tied behind the spare wheel. Its powertrain is unrivaled for sophistication and smoothness and the all-independent suspension with dual rubber isolated cross- members provides a superbly controlled ride. It outdoes the competition in all crucial departments--acceleration, braking and, most importantly in reliability. So, the present Camry is modern, fast, quiet, and still easy on the eyes. Why dump it? Toyota's answer is a subdued, "Because we can."

The 1997 Camry, a nonessential introduction nevertheless, is here and its arrival should send waves of apprehension through the right circles shortly. With costs reputed to be lowered, it seems the advantage is unfairly propped in Toyota's corner. Honda, Nissan, Mitsubishi, and Mazda will be sending in their replies shortly, most of which should be reasonable. The Big Three will spend some time shrugging and scratching, and having taken a long, hard look at their reserves, it appears to me very little should encroach on the Camry's reign. Here's to another well-deserved term.

Verdict: Amazing accumulation of virtues at a most agreeable price.

Camry in Numbers:

Engine: 10
Transmission: 10
Brakes: 9
Ride: 10
Handling: 9
Ergonomics/Visibility: 10
Interior Accomodations: 10
Structure: 10
Exterior Styling: 10
Fun to drive: 10

Copyright©1996, "Ride On", Mesmer Productions. All rights reserved.