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Toyota Rolls Out the New Camry and Camry Hybrid

Camry1
The new Camry Hybrid

Toyota introduced the redesigned sixth-generation 2007 Camry, including the new hybrid version, at the Detroit auto show, beginning what Senior Vice President of Automotive Operations Don Esmond called “the biggest launch we’ve had in our nearly 50 years of existence.”

In completely redesigning the Camry—the best-selling car in the US for eight of the last nine years—Toyota engineers opted for enhanced performance and style, shooting for a athletic, energetic image. Camry buyers, Toyota executives explained, felt that the car was too “ordinary.”

The new baseline engine is an enhanced version of the older 2.4-liter four-cylinder engine. The redesign includes optimized intake and exhaust systems, as well as reduced internal friction and enhanced engine-block/crankcase rigidity to improve fuel economy and reduce noise and vibration. Power output has very incrementally increased to 158 hp (118 kW) from 154 hp (115 kW), and torque to 218 Nm from 217 Nm, while maintaining the 24 mpg city/34 mpg highway (28 mpg combined) rating of the 2006 Camry.

For the new, high-end SE Camry, Toyota introduced a 3.5-liter, 268 hp (200 kW), 336 Nm V6, designed to deliver up to 40% better acceleration than the 2006 model year 3.3-liter V6. Dual camshafts in the 3.5-liter engine employ dual variable valve timing with intelligence (Dual VVT-i) for optimal cam timing and maximum power production at all rpm levels.

The high-end engine is coupled with an all-new six-speed automatic transmission that uses 21% fewer parts than its 5-speed predecessor.

Estimated fuel economy with the new powertrain is 22 city, 31 highway (25.3 mpg combined)—a 5% improvement over the 24 mpg combined of the 3.3-liter 2006 Camry while delivering 28% more power.

Camryhyb2_2
Under the hood of the Camry Hybrid.

The Camry Hybrid uses a lower-power (147 hp/110 kW), lower-torque (187 Nm) 2.4-liter Atkinson-cycle engine coupled to a continuously variable transmission. The second half of this newest version of the Hybrid Synergy Drive is a 105-kw electric motor with 199 lb-ft of torque, an ultra-small inverter with a specially designed compact battery, and a transaxle. The hybrid uses a 244.8-volt NiMH battery pack.

The result is a combined 192 hp (143 kW) from the hybrid system with 275 Nm of torque, with estimated fuel economy for the hybrid of 43 mpg US city, 37 mpg US highway (40 mpg US combined).

Toyota expects to have the non-hybrid Camrys in showrooms in March, with the Camry Hybrid to follow several months later.

2007 Camry Hybrid vs. 2006 Prius
2007 Camry Hybrid2006 Prius
Gasoline engine 2.4-liter, 4-cylinder 1.5-liter, 4-cylinder
Displacement 2,352 cc 1,497 cc
Valve Train Twin-cam, 4 valve/cyl w/ VVT-i 4-valve/cyl w/ VVT-i
Engine Power 147 hp (110 kW) @ 4,000rpm 76 hp (57 kW) @ 5,000 rpm
Engine Torque 187 Nm @ 4,000 rpm 111 Nm @ 4,200 rpm
Emissions AT-PZEV AT-PZEV
Motor type Permanent Magnet Synchronous Permanent Magnet Synchronous
Motor Output 105 kW/4,500 rpm 50 kW/1,200–1,540 rpm
Motor Torque 199 lb-ft @ 0–1,500 rpm 295 lb-ft @ 0–1,200 rpm
Battery type NiMH NiMH
Nominal voltage 244.8V (204 cells, 1.2V/cell) 201.6V (168 cells, 1.2V/cell)
Transmission E-CVT E-CVT
Capacity 6.5 ampere hour 6.5 ampere hour
Battery peak horsepower rating 45 hp 28 hp
System voltage 650 volts max 500 volts max
Combined System Net Power 192 hp (143 kW) 110 hp (82 kW)
Coefficient of drag 0.27 0.26
Curb weight 3,367 lbs (1,527 kg) 2,890 lbs (1,311 kg)
Fuel Economy city/highway/combined
43/37/40
city/highway/combined
60/51/55
Fuel consumption (combined) 5.9 l/100km 4.3 l/100km

Comments

Justin

Sorry but the 192 hp is still less than 255hp whether it comes from electric or gasoline engine. The Accord hybrid is still quicker than the Camry hybrids.
That said, if I buy a hybrid I would want the 4 cyl camry over the accord. 192 is enough to beat the pants off a regular 4 cyl camry and thats all that really matters. V6 hybrid seems like waste. If you want to go fast just get the regular V6 and be happy.

usbseawolf2000

"Sorry but the 192 hp is still less than 255hp whether it comes from electric or gasoline engine."

Then, explain why 04 Prius is faster (1.5 - 2 secs) than 06 Civic hybrid? They both have the same 110 peak horsepower and weight virtually the same.

The key is power delivery.
1) When you ask or need power, how fast does the drive train offer power?
2) How fast does it reach it's max power?
3) Does it get to the max at constant speed or have 'sling shot' effect?
4) Does it stay at peak power once you reach there?

1. HSD wins here since it has bigger battery power than Honda hybrid. Battery power comes at the speed of electricity.

2. HSD gas engine revs lower so it reaches it's peak power faster! Prius ICE redlines at 5,000 rpm. How about Civic hybrid? 6,700 rpm? How long does it take to reach that extra 1,700 rpm?

3. HSD delivers power at almost constant rate due to it's almost perfect torque curve. Honda's IMA tend to punch power in the mid-range rpm. As a bonus, gear shifting amplify those 'sling shot' effect.

4. HSD can remain at it's peak power due to the E-CVT. Where Civic hybrid (and Accord hybrid) has to shift gear and rev up again and again. 06 Civic is not come with mechanical CVT anymore.

Peace in,

Justin

I'm sorry but the Camry won't make up a 60hp deficit just because it has toyota badge on the trunk

Justin

Accord hybrid runs 0-60 in 7.18 seconds. I would like to see the Camdy hybrid do that.

eric

usbseawolf, the '03-'05 HCH has CVTs and honda.com says the '06 HCH has a CVT as well. I agree somewhat to what you say about power delivery, but I don't think the TCH will be faster than the HAH. However I'm sure if Lexus made an ES350 hybrid it would destroy the HAH (assume it has cylinder deactivation too).

Freddy

I can't believe that Toyota is still hanging on to NiMH batteries. Having the electric motor being able to put out 140.9 hp (105 kW) while feeding it with a wimpy battery that can only put out 42 hp is a joke. Toshiba makes the electric motors for Toyota and they also make this new fast charging lithium battery that will easily match the power output of the electric motor. A123 systems also makes a similar battery that can put out 4 hp/Kg. This means that a 35 kg battery can provide an extra 98.1 hp.

usbseawolf2000

"I'm sorry but the Camry won't make up a 60hp deficit just because it has toyota badge on the trunk"

Toyota badge won't but maybe HSD badge will ;-) All I am saying is that when you see a HSD badge and the peak power number, do not underestimate it's performance compare to traditional cars.

I responded due to someone comparing TCH to Civic and Element. Now looking back, I don't expect TCH to outperform HAH because HAH has flatter torque curve than regular Accord V6. It is highly likely that TCH can be faster than the regular Accord V6 with 240 hp. 0-60 may be very close but TCH will fly in 30-50, 50-70 and top gear acceleration tests.

usbseawolf2000

I can't believe that Toyota is still hanging on to NiMH batteries. Having the electric motor being able to put out 140.9 hp (105 kW) while feeding it with a wimpy battery that can only put out 42 hp is a joke.

Toyota and Panasonic EV spent a lot of money in developing HV battery. It makes sense that they want as much return as possible. I don't think 45 hp battery is not wimpy at all. Imagine an instant 45 hp that comes at the speed of electricity.

Remember the gas engine can provide the remaining 95 hp through generator. How often do you need 45 hp more? I think passing performance on the highway will be sweet.

I wonder how far and fast TCH can go on battery alone.

Roy

Hi all,

A comment re: the battery power rating. usbseawolf2000 touched on the answer, which is that the generator is the preferred source of the power, especially after a few seconds. Remember that the gasoline is the ultimate source of the energy (power delivered for a period of time). From the gasoline, to the engine, to the generator, to the motor and wheels is a better route than gasoline-engine-generator-battery-motor, that is, there are fewer conversions and hence fewer losses. The battery power rating should be set according to how much regen power it needs to accept, and how much "transient" propulsion power it needs to deliver, prior to the engine/generator combo coming on line. Cheers,

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