1997 Toyota Camry

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 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.