The Toyota Camry (/ˈkæmri/; Japanese: トヨタ・カムリ Toyota Kamuri) is an automobile sold internationally by the Japanese manufacturer Toyota since 1982, spanning multiple generations. Originally compact in size (narrow-body), later Camry models have grown to fit the mid-size classification (wide-body)—although the two sizes co-existed in the 1990s. Since the release of the wide-bodied versions, Camry has been extolled by Toyota as the firm's second "world car" after the Corolla. In Japan, Camry is exclusive to Toyota Corolla Store retail dealerships. Narrow-body cars also spawned a rebadged sibling in Japan, the Toyota Vista (トヨタ・ビスタ)—also introduced in 1982 and sold at Toyota Vista Store locations. Diesel fuel versions have previously retailed at Toyota Diesel Store.
Between 1979 and 1982, the Camry nameplate was delegated to a four-door sedan model in Japan, known as the Celica Camry. When Camry became an independent model line in 1982 with the V10 series, Toyota made it available as a five-door liftback in addition to the sedan. The subsequent Camry V20 series, debuted in 1986 with a station wagon substituting the liftback body variant and Japan-only hardtop sedans making their debut. The company replaced the V20 in 1990 with the V30 sedan and hardtop, but this model series was exclusive to Japan. Automotive tax regulations in that country dictated the retention of a narrower body as utilized in previous Camry generations. However, overseas demand for a larger Camry resulted in the development of a wide-body XV10 sedan and station wagon that arrived in 1991. Japan also received the wider XV10 as the Toyota Scepter (トヨタ・セプター). The company then issued an XV10-bodied coupé in 1993 that was spun off in 1998 as an independent model line, titled Camry Solara.
When the Japanese market received a new narrow-body V40 series in 1994 to replace V30, the wide-body XV10 continued unchanged. Its replacement, the XV20, arrived in 1996—named Camry Gracia in Japan. It was not until the narrow V40 ended manufacture in 1998 that the Camry in Japan was to again mirror the cars sold internationally. Japanese sedans dropped the Gracia suffix in 1999, although it was retained by the wagon until its 2001 demise. From 1998, the Vista ended its Camry alignment, and instead branched into an independent model line with the V50 series for an extra generation before the nameplate was withdrawn in 2003. The next wide-body model, the XV30, came in 2001. Now sold only as a sedan, it now offered two different front- and rear-end design treatments. Japan and most global markets received one style; a separate, more conservative version covered markets in East and Southeast Asia. With the XV40 of 2006, the Camry-derived Aurion become the donor model for the more conservative Camry sold in this region. The subsequent XV50 series, sold from 2011 until 2019, has resulted in even more markets adopting the alternative body panels, such as Japan and Eastern Europe. The current generation is called the XV70.
When Toyota launched their luxury Lexus brand in 1989, it offered a close derivative of the Camry/Vista hardtop sedan as the Lexus ES. The relationship continues to this day, but over the generations, the ES—sold as the Toyota Windom in Japan from 1991 through to 2005—gravitated further away from its Camry brethren. Between 2000 and 2010 and since 2012, Daihatsu has offered a badge engineered Camry as the Daihatsu Altis (ダイハツ・アルティス) sold only in Japan. Badge engineering has also occurred in Australia with the Holden Apollo between 1989 and 1996. From 1993, Toyota Australia badged V6-engined versions as Camry Vienta, becoming Toyota Vienta in 1995 until the badge's departure in 2000. Between 2006-2017, the Toyota Aurion model from Australia was derived from the V6 Camry, but with revised front-end and rear-end styling treatment and a partially refurbished cabin.
The name "Camry" is an Anglicized phonetic transcription of the Japanese word kanmuri (ja:冠, かんむり), meaning "crown". This follows Toyota's naming tradition of using the crown name for primary models starting with the Toyota Crown (1955), continuing with the Toyota Corona (1957) and Corolla (1966); the Latin words for "crown" and "small crown", respectively. Maintaining this theme was the Toyota Tiara (1960) named after the "tiara" form of crown. The Atara trim level name used on the Camry in Australia since 2011 means "crown" in Hebrew. The rebadged Camry variant for Japan, the Toyota Scepter (1991)—took its name from "scepter", a royal accessory to a crown.
The "Camry" nameplate originated on a four-door sedan approximate to the Toyota Celica called the Celica Camry. Toyota designated this initial application of the Camry name as the A40/A50 series. Celica Camry made its sales debut in January 1980 at Toyota Corolla Store retail dealerships in Japan. Production had earlier commenced in December 1979 at the Tsutsumi plant at Toyota, Aichi. Despite the marketing position, Celica Camry shares few components with its namesake—but rather the Carina (A40/A50). Toyota modified the Carina by elongating its front-end and incorporating styling cues such as the T-bar grille motif that resembled the Celica XX/Supra (A40). Strictly speaking, Celica Camry is not the first generation of Camry, but rather its predecessor.
Celica Camry utilizes the front-engine, rear-wheel-drive layout and in A40 guise, a standard four-link rigid axle suspension system with gasoline inline-four engines displacing 1.6 liters for the 12T-U (TA41) and 1.8 liters with the 13T-U (TA46). Initial model grades comprised: 1600 LT, 1600 XT, 1800 LT, 1800 XT, and 1800 XT Super Edition. In August 1980, Toyota released high-end models with four-wheel independent suspension, denoted A50 (front MacPherson struts, rear semi-trailing arm setup; four-wheel disc brakes). For the TA57 series 1800 SX, Toyota fitted the 1.8-liter 3T-EU engine. Toyota designated the new 2.0-liter grades, the 21R-U powered 2000 SE and 18R-GEU-based 2000 GT as RA56 and RA55, respectively.
Toyota started production of the first generation series Camry in March 1982 at the Tsutsumi plant. Designated the model code V10, when fitted with S-series gasoline engines it was known as the SV10, SV11, or SV12 depending on the exact version. Likewise, the C-series diesel versions are identified by the CV10 and CV11 codes. Released to the Japanese market on 24 March 1982, Toyota issued the V10 series as a four-door notchback sedan retailing at the Toyota Corolla Store dealerships. At the same time, a twinned model—the Toyota Vista—launched as a rebadged Camry sold at separate Toyota Vista Store locations. Five-door liftback versions of the Vista came to the market in August 1982, although outside of export markets the Camry remained exclusively a sedan. These cars served above the comparably sized Toyota Carina and Corona in the Toyota hierarchy. Unlike the preceding Celica Camry, exports were achieved with the first generation Camry to Australia, Europe, and North America.
Development of the V10 series Camry and Vista began in August 1977 following the 1973 oil crisis and would later cover the 1979 crisis. Automobile manufacturers were making the inexorable move to downsized, lighter, more fuel efficient cars with better aerodynamic performance. The industry also began wide-scale switching from the rear-wheel-drive layout to the lighter and more compact front-wheel-drive in the interest of increased fuel economy. With a development focus on exports, particularly to the US, Toyota designed Camry to replace the Corona T130 in many overseas markets. It needed to compete with the compact, front-drive Honda Accord sedan from Japan. Via one-upmanship, Camry exceeded the Accord's wheelbase by 150 mm (5.9 in) and offered larger engines. The design brief also established the compact front-wheel-drive X platform vehicles by General Motors in the US as competitors. In light of this competition—and a first for Toyota—the V10 adopted front-wheel drive with the engine transversely mounted. Between this layout that reduced the size of the engine compartment, the notchback sedan and liftback bodies with rear quarter windows, and the longer wheelbase of 2,600 mm (102.4 in)—the V10 series was considered spacious for its time and class. Furthermore, by situating the fuel tank underneath the back seat, luggage space is increased. The styling of the V10 followed the box-shaped trends characteristic of the early 1980s.Wind tunnel testing led to the fitment of drag-reducing flush pillars, a flat roofline to reduce wind buffeting, and one-piece front bumper with air dam to direct air flow.Drag coefficient is quoted at Cd=0.38 for the sedan and Cd=0.36 for the liftback.
Coil spring independent suspension features by way of a MacPherson strut type with stabilizer and strut bar up front, and a MacPherson rear setup with parallel lower arms. Steering uses a rack and pinion design; braking hardware is made up of front ventilated discs and rear drums with a double proportioning valve to suppress lock-up. Innovatively, a sensor is fitted to detect worn-out brake pads, alerted by use of an audible chime.
Powertrain design was reassessed for front-wheel-drive and this generated a foundation for which other models were developed. The transaxle is connected inline with the engine, and to create a simple and compact structure, a single rail system that replaces the three shafts normally used for each gear range with a single shaft, was adopted. In addition, automatic transmission fluid was used for the lubricating oil in order to reduce friction. Existing gasoline S- and diesel C-series engines were converted for use in transverse applications. Initially, the V10 featured the 1.8-liter 1S-LU engine good for 100 PS (74 kW) and a five-speed manual transmission. From July 1982, four-speed automatic with overdrive became available after starting manufacture the previous month. The 2.0-liter 2S-ELU engine with 120 PS (88 kW) and four-speed automatic followed in August. August 1983 saw the 1.8-liter 1C-TL turbocharged diesel offered (80 PS or 59 kW) exclusive to Japanese dealerships called Toyota Diesel Store. June 1984 introduced the twin-cam 2.0-liter 3S-GELU engine offered on higher trims with 140 or 160 PS (103 or 118 kW) depending on the version. For lower trims, the 85 PS (63 kW) "Ci" 1.8-liter 1S-iLU arrived. The diesel was upgraded to the 2.0-liter 2C-TL specification in August 1985 (88 PS or 65 kW).
Japanese trims levels initially comprised LT, XT, SE, and ZX for Camry sedan. Lumiere and XE grades came to the market in June 1984, and the GLi TwinCam in May 1985. Vista sedan and liftback specification levels were at first VC (sedan only), VL, VE, and VX. The VF arrived in August 1982, and VR and VS models in June 1984 at the expense of the departing VE. Special edition models comprised: VE Extra (December 1982), VL Extra (January 1983), VL Super Extra (January 1985), VF-II (April 1985 and April 1986), and VL Grand Extra (December 1985 and April 1986).Wing mirrors became door-mounted as opposed to fender-mounted in May 1983. Facelifted models arrived in June 1984 featuring a new grille, redesigned bumpers, revised tail-lamps, updated dashboard, enlarged glovebox, and general trim alterations.
The shift to smaller cars amid the oil crises doubled Japanese automobile market share from 10 to 20 percent in the United States between 1970 and 1980; thus, causing economic tensions between the two nations. Toyota then began investigating the option of building a US production facility, following the announcements in January and April 1980 by Honda and Nissan, respectively, to manufacture automobiles locally. As investigations proceeded, Toyota proposed entering a joint venture with Ford in May 1980 to produce a compact car. Toyota advocated that its Camry be manufactured at a Ford factory and sold through the sales channels of both brands, but Ford deemed Camry to be in competition with a model it was developing, which became the Ford Tempo, leading to an impasse and then the cessation of negotiations in July 1981. Increasing Japan–United States unease culminated with the Japanese government, at the urging of its US counterpart, imposing a voluntary cartel in May 1981 with a threshold for the export of motor vehicles to the US. Toyota would eventually pursue circumvention; firstly by entering into venture by forming NUMMI with General Motors in 1984 to manufacture the Toyota Corolla, and then by setting up its own facility at Georgetown, Kentucky in 1988 for the next generation Camry.
Sales of the V10 Camry in the US began in March 1983 after exports commenced in January, and by 1985 it had sold 128,000 units. Unlike other markets, federalized quad headlamps were fitted for the 1983 and 1984 model years. Buyers could specify sedan or liftback bodies with a five-speed manual transmission or extra-cost four-speed automatic paired to the 2.0-liter gasoline 2S-ELC motor rated at 92 hp (69 kW). Toyota then offered DX (deluxe) and LE (luxury edition) trim levels, the latter adding standard features such as body-colored bumpers, tachometer, tilt steering wheel, upgraded stereo, electric mirrors and variable intermittent windscreen wipers. Updates for the 1984 model year included an overdrive lockout switch for the automatic transmission. Also optional was the manual-only 1.8-liter 1C-TLC turbo diesel for the DX with 73 hp (54 kW), a special gauge cluster, and quieter exhaust system. Changes for 1985 involved the facelift (now with one-piece headlamps), the transfer of the optional cruise control's switchgear from the dashboard to the wiper stalk, and wider LE-type tires for the DX trim (from 165 to 185 millimeters or 6.5 to 7.3 inches). 1985 cars received gas-charged front shock absorbers and stiffer rear springs, an anti-theft alarm system was now optional on both grades, automatic became an option for the diesel, the DX added a standard tilt steering wheel, and the LE models offered an optional electronic instrument cluster. For 1986, a replacement diesel engine, the automatic-only 2.0-liter 2C-TLC arrived for the DX and LE (79 hp or 59 kW), and the gasoline model increased power by around 3 hp (2 kW). Other revisions for this model year were a revised powered brake system and new cloth seat and door trim for LEs.
For Australia, the Camry range—based on the Vista front styling—was limited to a single-grade GLi liftback variant between April 1983 and April 1987. Sold as an upmarket alternative to the locally produced Corona T140, the sole powertrain offered was the gasoline 2.0-liter 2S-EL engine with 77 kW (103 hp) coupled with the five-speed manual or four-speed automatic transmission. Optional extras included powering steering, air conditioning, electric moonroof, power doors and windows, plus an upgraded stereo. Facelifted models with more standard appointments arrived in August 1984, and the unleaded version from early 1986 reduced power output by 2 kW (3 hp).
Europe and the United Kingdom received both body variants when released there in mid 1984—these were available in the gasoline GLi trim (1.8- 1S-L and 2.0-liter 2S-EL) or the GLD turbo diesel (1.8- 1C-TL in early models; later models upgraded to the 2.0-liter 2C-TL).
The second generation, V20 series Camry went on sale during August 1986 in Japan. As with the previous series, there was again a parallel Vista model for the home market that Toyota released simultaneously. V20 Camry and Vista sedans continued with the four-door sedan configuration. For overseas markets, Toyota issued a station wagon for the first time. The Vista also launched with a four-door pillared hardtop sedan with unique body panels all-round in lieu of the liftback offered with the previous car—a body extended to the Camry in August 1988. To attain a sportier appearance with lower and wider proportions, Toyota reduced the height of the hardtop by 25 mm (1 in) over the sedan. Not intended for export, this hardtop body with few changes would later form the basis of the upscale but hastily conceived Lexus ES 250 produced for North American customers from June 1989 through to 1991. Toyota rushed the ES 250 as a stopgap measure to flesh out the fledgling Lexus lineup so as not to launch the flagship LS 400 as a stand-alone model.
The V20 Camry originated from a time at Toyota when considerable cost and attention to detail was engineered into its cars such as high-quality materials and build quality to transcend the competition. Sedans retained the V10's rear quarter glass with styling less angular than before. To appease export customers, styling lost some of its Japanese legacy in its transition to a more Americanized design, with a softer and sleeker silhouette. Toyota designed the body with aerodynamics in mind, with performance of Cd=0.34 for the sedan. V20 also features headlamps and a grille that are sculptured into a gently curved hood that partially conceal the windscreen wipers, wind splitters up the ends of the windscreen, near-flush glass, and a third door seal to close the gap between the body and window frames. Body dimensions were largely unchanged from the previous model, including an identical wheelbase, although length increases 100 mm (3.9 in). Basic sub-skin hardware is also closely related, including the platform and the fully independent suspension with a strut and a coil spring at each corner and an anti-roll bar at each end. Noise isolation is improved by mounting the rear suspension on a subframe akin to the Toyota Celica (T160) that had now switched to Camry-based mechanicals. As before, the braking package encompasses ventilated discs up front, conventional drums in the rear, upgraded to rear discs in some cars. The braking system has a tandem-type booster and diagonally divided hydraulic circuits. Wagons receive a load-sensing proportioning valve that grants greater braking pressure when laden and prevents wheel lockup under light payloads. Entry-level V20 wheel size increases from 13 to 14 inches.
All engines now use fuel injection exclusively and were common to Camry and Vista. Entry-level customers were offered the carry-over "Ci" 1.8-liter 1S-i (designated 1S-iLU in the V10) inline-four with five-speed manual or an automatic with four gears. Stepping up from this were the new 3S-FE and GT high-performance 3S-GE (designated 3S-GELU for V10s) 2.0-liter twin-cam four-cylinder cars. Turbo-diesel models were again limited to the 2C-T motor displacing 2.0 liters (labeled 2C-TL for V10s). Transmission were either a five-speed manual or an electronically controlled automatic with four gears. When launched in Japan, the V20 series Camry (sedan only) offered the following trim levels: LT, XT, XT Saloon, ZE, ZT, ZX, and GT. For the Vista sedan, Toyota offered: VC, VL, VE, VR, and VX. Hardtop versions comprised: VE, VR, VX, and GT. Flagship models of the Japanese specification Camry sedan, the Camry Prominent and Prominent G arrived in April 1987 with the 2.0-liter 1VZ-FE V6 engine, a protruding chrome grille, larger North American-type bumpers, wood grain interior highlights, an electric seat function, plus electronic instrument cluster. Full-time four-wheel-drive became an option in October 1987 with select 3S-FE manual variants (VL Extra, VR); automatics equipped with an electronic front- and rear-wheel torque distribution optimizer followed in August 1988. The Vista was not available with the V6, but in April 1987, the special edition Vista VL Extra sedan and hardtop arrived, followed by the Etoile in August and again in January 1989; limited edition Etoile V cars were offered in September 1989 and January 1990. Toyota discontinued the Vista VC in December 1989 and released a special edition VX Limited in May 1989 and then again for January 1990. When the Camry Prominent hardtop variant arrived in August 1988, it offered base, G, and E-Type levels of trim alongside a new sedan-only Camry Lumière. Also in August 1988, a diesel version of the Vista hardtop made its debut, and the 1.8-liter gasoline engine was upgraded to the twin-cam 4S-Fi specification. Special editions for the Camry comprised: Lumière S sedan (January 1989), Prominent X hardtop (May 1989), Lumière G sedan (June 1989), and XT Saloon Special sedan (January 1990). In 1988 the Japan market Camry became the first Toyota equipped with a driver airbag.
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