To merely say that the Camry has been a successful model for Toyota is like saying that Michael Jordan has been able to sink a few baskets now and then or that Bill Gates has been able to put away a little money for a rainy day.

Throughout the ’90s, the Camry’s been the second-best-selling import vehicle -- car or truck -- behind only the Honda Accord. For five of the past six years (including so far this year), it’s been the third-best-selling car in the U.S., including both domestics and imports. The Camry has also done consistently well in J.D. Power’s Initial Quality Surveys, and it’s been first or second in its class in IntelliChoice's "Best Value" awards for the past four years. In 1995, as a five-year-old platform, the Camry pegged its best sales year ever. And as of this May, the company has sold 3 million units.

That’s why when talking about the all-new fourth-generation ’97 model, Don Esmond, vice president of Toyota’s Large Car Platform Team, admits with a sigh, "Throughout the project, there’s been a little voice in the back of my head saying, ‘Don’t screw it up.’"

Indeed, most of the prelaunch hubbub around industry water coolers has been about Toyota’s cost-cutting efforts in producing this new Camry version. The question that’s hung heavily in the air: With production dollars being taken out of the car, could the new Camry achieve the same high marks as its predecessor? To answer that question, Toyota burned plenty of midnight oil on both sides of the Pacific. It needed to do more than hit the bull’s eye; it had to split the arrow -- Robin Hood style -- that the last Camry had left sitting dead-center.

Because roughly 70 percent of all Camrys are sold in the U.S., Toyota placed the design of the new model largely in American hands. While the basic platform -- chassis, suspension, and powertrain -- were finalized in Japan, the Toyota Technical Center (TTC), based in Ann Arbor, Michigan, was principally responsible for the design and development of the rest of the package.

"The new Camry was developed under one roof that stretched from Toyota City to Ann Arbor," says chief engineer Kosaku Yamada. This makes it the most "American" Toyota ever built.

In addition, about 80 percent of Camrys sold in the U.S. will continue to be built in Georgetown, Kentucky. In fact, if it weren’t for the remaining 20 percent still being imported from Japan, the Camry would be classified by the EPA as a domestic vehicle.

There’s nothing radically new about the Camry; rather, the car has benefited from a thorough fine-tuning. In Japan, it’s called kaisan, a process of careful, continual improvement. The ’97 model will be available only as a sedan and will come in three trim levels: CE (which replaces the DX), LE, and XLE. No coupes, wagons, or sport-tuned SE models currently are on the agenda.

Although the Camry’s new styling remains decidedly conservative, the designers have mixed in some sporty cues to give it a more youthful appeal and to help separate it from its larger Avalon cousin. The wheelbase has been stretched by two inches, while most other dimensions remain close to their ’96 measurements. The car is also about 33 pounds lighter, and its coefficient of drag has been shaved from 0.33 to a slipperier 0.30. Plus, its stiffer, reinforced unitized body meets or exceeds all current and foreseeable crash-test criteria for North America, Europe, and Asia.

Both ’96 engines have been retained, with slight improvements in power output. The 2.2-liter DOHC 16-valve four-cylinder now puts out 133 horsepower (130 in California), compared with 125 in ’96. Meanwhile, the 3.0-liter DOHC 24-valve V-6 has been bumped up by six horsepower to 194 and by six pound-feet of torque to 209. Both are available with a seamless four-speed automatic transmission or a five-speed manual.

The V-6 is quick, responsive, smooth, and well isolated; it’s quite simply one of the best engines in its class. With the manual transmission, the Camry scoots from zero to 60 mph in a spirited 7.0 seconds; with the automatic, it still posts a zippy 7.9 seconds.

The inline-four, especially when matched with the five-speed, permits a little more vibration to find its way through to the shifter and accelerator pedal (typical of inline-fours), but its lively power output and generous 22/30-mpg city/highway fuel-economy numbers should make it an attractive choice for most Camry buyers.

While the Camry’s suspension configuration -- MacPherson struts in front and dual-link rear -- remains basically the same as last year’s setup, it’s been further refined for improved compliance, handling, and isolation. Both suspensions are mounted on bushed subframes to minimize noise and vibration.

The suspension works wonderfully. It displays the kind of subtle, fine-tuned balance that most other automakers still strive for. It’s compliant, has a deft touch for handling bumps, and is never out of composure. Even during extreme transitional maneuvers, the Camry remains confidently in control, with no surprises waiting at the outer reaches of handling.

For ’97, ABS is standard on all models except the four-cylinder CE, where it’s optional. In addition, the Camry is the first front-drive Toyota to offer traction control (on all V-6 LE and XLE models).

Inside, lots of small, evolutionary changes have been made with an eye toward
The 70/30-split folding rear seat on cloth-upholstered models can be outfitted with an optional integrated child's seat. improved ergonomics. The seats are comfortable and supportive, and all dash controls are easy to reach and use. In addition, vibration and noise are extremely well handled, thanks to additional sound damping materials placed throughout the passenger cabin.

For rear-seat passengers, there’s an extra half-inch of legroom, a three-point seatbelt at the
center position, and rear cupholders that can hold either cups or juice boxes. An optional integrated child’s seat is available in cloth-upholstered models. It unfolds quickly and easily, though when closed it bulges slightly in the lumbar area. (Have someone who likes plenty of lower-back support sit there.)

Where has the cost cutting come in? Happily, rather than employing slash-and-burn techniques, Toyota achieved it through intelligent reengineering in ways that not only are largely invisible to the driver, but often have helped make the car incrementally better. For instance, the new front bumper uses only 13 parts instead of 20, plus costs less to replace, is lighter, and provides five-mph protection instead of its predecessor’s 2.5 mph. The odometer is now LCD instead of mechanical, and the radio antenna on LE and XLE models now is located in the rear window, replacing the former power whip antenna, which also reduces wind noise.

Overall, the new Camry is a wonderful family car that does exactly what it’s intended to do -- and does it extremely well. Additionally, Toyota is promising to be "extremely competitive" with its pricing. Although no prices have yet been announced, we expect the company to hold the line around ’96 levels. That would put a CE with manual transmission at less than $17,000, and an LE with automatic at about $22,500. Some insiders have even speculated that prices may be reduced slightly. If Toyota comes through with competitive stickers, we see no reason why the Camry success story won’t continue at full swing.

- Motor Trend Magazine, September 1996