Jump to content
Sign in to follow this  
William Maley

Review: 2015 Toyota Camry Hybrid SE

Recommended Posts


The midsize sedan field has changed drastically within the past few years. New models are now standing in the spotlight, while older and more established models are beginning to fall flat. The Toyota Camry is beginning to feel some of the pressure. While it still is one of the top selling vehicles in the U.S., the likes of the Honda Accord, Nissan Altima, and Ford Fusion are eating into its sales. Toyota knew it was time to make some changes to keep the Camry on top. The result is the 2015 Camry. I spent a week in the Camry SE Hybrid to see if these changes help or hurt.

 

The 2015 Camry is quite a departure in terms of design. Whereas previous-generations were more reserved and somewhat boring to look at, the 2015 model is quite out there. From a long, slim chrome bar paired with a massive mesh grille up front, to character lines along the side, this Camry has style. A set of grey, 17-inch wheels and hybrid badging finish off the finish off the Hybrid SE. I’m not to keen on the Camry’s overall design, but I have to admit this is the most exciting Camry in a while.

 


2015 Toyota Camry Hybrid SE 11


The interior is also a departure from previous Camrys. There is some style throughout the interior with slight curves on the dash panels and grey stitching on certain interior pieces. There is also more soft-touch materials used throughout to make the cabin a bit more pleasing to touch. The center stack gets a seven-inch touchscreen with Toyota’s Entune infotainment system, and a set of large buttons and knobs to control it and the climate control system. Some might complain and make fun of the giant buttons and knobs that Toyota employs., Bbut in the age of using small buttons which are difficult to find, or capacitive-touch buttons which can be hit and miss, I appreciate Toyota’s decision to keep it simple. One item I wish Toyota would fix is the touchscreen as it appears to be washed out in any condition.

 

SE models get a set of sport seats with what Toyota calls ‘sport fabric material’ - a combination of their SofTex vinyl and patterned fabric. Finding a comfortable position in the front is no problem thanks to good support from the seats and a number of adjustments - power for the driver, manual for the passenger. The back seat has no shortage of head and legroom for even the tallest of passengers.

 

See Page 2 Powertrain and Ride Impressions


 

One item Toyota did not dare mess with is the hybrid powertrain. Like on the larger Avalon Hybrid, the Camry Hybrid uses a 2.5L Atkinson-cycle four-cylinder paired with an electric motor to produce a total output 200 horsepower. This powertrain is paired to a CVT. There are also three different drive modes which varies power output:

  • Drive: Goes between electric, gas, and hybrid modes automatically.
  • Eco: Restricts throttle response and use of the A/C compressor
  • EV: Runs the vehicle solely on electric power if the vehicle is under 25 MPH


The Camry Hybrid is quite the potent vehicle. Leaving a stop light, I was shocked at how it was able to leap off and get moving at a quick rate. Maybe it was due to me thinking I was driving a Prius XL. But the reason for this fast response is due to the 199 pound-feet of torque from the electric motor which is available from 0 to 1,500 rpm. More impressive was how the Camry Hybrid did around town and on the freeway as the powertrain was able to get up to speed at a reasonable rate. I had to remind myself that this a hybrid and not a basic four-cylinder model. Fuel economy is rated at 40 City/38 Highway/40 Combined for the hybrid. My average for the week was around 37 MPG. This was due to frigid weather I was driving in.

 



2015 Toyota Camry Hybrid SE 8


Now the Hybrid SE model is new for this generation of Camry Hybrid which includes a sport-tuned suspension. Does this make the Camry Hybrid sportier? I have to say no. In the corners, the car felt somewhat squishy - possibly due to the low-rolling resistance tires. Also, the steering felt very rubbery and had no feel. If you want a midsize hybrid sedan that is somewhat fun to drive, I would point you in the direction of the Honda Accord Hybrid. But for day-to-day driving, the Camry Hybrid is quite good. Even with the sport-tuned suspension, the vehicle still kept bumps and imperfections at bay. Wind and road noise were kept at acceptable levels.

 

At the end of my week with the Camry Hybrid SE, I felt that most of these changes have helped the Camry. It may not be the most exciting to look at or to drive, but Toyota focused on improving the basics which will help it in the sales chart. As for the SE trim, I think its a half-baked idea. They have the looks down, now Toyota just needs to work on making the driving a tiny bit more sporting.

 

Disclaimer: Toyota Provided the Camry Hybrid, Insurance, and One Tank of Gas

 

 

Year: 2015
Make: Toyota
Model: Camry
Trim: Hybrid SE
Engine: Hybrid Synergy Drive (2.5L DOHC 16-valve VVT-i four-cylinder, 105 kW Electric Motor)
Driveline: CVT, Front-Wheel Drive
Horsepower @ RPM: 156 @ 5,700 (Gas), 200 (Total Output)
Torque @ RPM: 156 @ 4,500 (Gas), 199 @ 0-1,500 (Electric)
Fuel Economy: City/Highway/Combined - 40/38/40
Curb Weight: 3,565 lbs
Location of Manufacture: Georgetown, KY
Base Price: $27,995
As Tested Price: $32,987 (Includes $825.00 Destination Charge)

 

Options:
Entune Premium Audio with Navigation and App Suite - $1,300.00
Power Tilt/Slide Moonroof - $915.00
Remote Start - $499.00
Clear Protective Film - $395.00
VIP RS3200 Plus Security System - $359.00
Four Season Floor Mat Package - $325.00
Illuminated Door Sill Enhancements - $299.00
Wireless Charging for Electronics - $75.00


View full article

Share this post


Link to post
Share on other sites

I think it's important to note that the interior is largely carry over from the 2012 redesign. All I see for 2015 is an elaborate refresh of a refresh.

 

2012 Camry SE:

lead12-2012-toyota-camry-se-fd.jpg

 

2015 Camry:

24347481b630484546ebcdbf601f15ad.jpg

Share this post


Link to post
Share on other sites

Your content will need to be approved by a moderator

Guest
You are commenting as a guest. If you have an account, please sign in.
Reply to this topic...

×   Pasted as rich text.   Paste as plain text instead

  Only 75 emoji are allowed.

×   Your link has been automatically embedded.   Display as a link instead

×   Your previous content has been restored.   Clear editor

×   You cannot paste images directly. Upload or insert images from URL.

Sign in to follow this  

  • Who's Online   1 Member, 0 Anonymous, 58 Guests (See full list)



  • Similar Content

    • By William Maley
      Trying to review an Alfa Romeo vehicle is difficult as I found out with the Giulia Quadrifoglio. There were parts of model that I found to be quite amazing and worthy of putting it on my year-end favorites list. But other traits and details left a very sour taste in my mouth. I ended my review with this line,
      “To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs.”
      Now I find myself in the same difficult position with another Alfa Romeo, the Stelvio. My fingers were crossed that the Stelvio would avoid some of the pitfalls from the Giulia.
      If you were to ask me to describe the Stelvio’s design, I would say it is a tall riding Giulia hatchback. The shared DNA is made quite clear in the front as there is a three-leaf design for the grille, narrow headlights set at a slight angle, and there are deep cuts in the hood. More of the Giulia can be seen in the side profile with flowing curves and noticeable fender bulges. One design trait that sets the Stelvio apart from other luxury crossovers is the sharply raked d-pillar that gives it a sporty edge.
      The Stelvio’s interior mirrors the Giulia with the same modern design and mixture of high-quality and very cheap materials. I also had an odd build quality issue where the button for the driver’s heated seat would get stuck. I would have to press the button a few times to dislodge it. This is a bit worrying for a brand with a very questionable reliability history.
      A set of leather sport seats that are part of an optional sport package came equipped. With increased side bolstering, the seats do an excellent job of holding you in during an enthusiastic drive. It is a shame that the seats aren’t comfortable for long trips. After an hour or so, I found that my thighs were becoming sore. A little bit more seat padding would do some wonders. In the back, there is adequate head and legroom for an average sized adult. Taller passengers will notice headroom is very much at a premium due to the sloping roofline. Cargo space slightly trails competitors with 18.5 cubic feet of space with the seats up and 56.5 when folded.
      For infotainment, the base Stelvio comes with a 6.5-inch screen. The Ti makes do with a larger 8.8-inch screen. Both systems use a controller knob on the center console and voice commands to move around the system. If you read our Giulia Quadrifoglio review, then you know I had a number of problems with the infotainment system: Odd design choices, issues with USB and Bluetooth connectivity, and a number of crashes to name a few. I was hoping the Stelvio’s system would have ironed some of the issues. But sadly, the Stelvio experienced the same issues as the Giulia.
      Alfa Romeo should have just used the UConnect infotainment system like Maserati does. Just put a different coat of paint and call something different.
      Under the hood of the Stelvio lies a turbocharged 2.0L four-cylinder producing 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and all-wheel drive. There is also the high-performance Quadrifoglio with a 505 horsepower, twin-turbo V6 engine. 
      Some turbo lag makes an appearance when the vehicle begins to accelerate. But once the turbocharger spools up, the Stelvio moves at a surprising rate. This comes down to a broad and flat torque curve. The eight-speed automatic mirrors what I found in the Giulia Quadrifoglio I drove earlier in the year - stumbles with gear changes at lower speeds, but becomes smoother as speed increases.
      Handling is where the Stelvio really pulls ahead of the competition. On a winding road, the crossover exhibits excellent control of body motions. Steering provides decent weight and feel needed for an enthusiastic drive. I had to remind myself this isn’t a Giulia sedan, this is a compact crossover. But there is one item that will make you think twice about driving the Stelvio with gusto and that is brakes. The pedal feel was very inconsistent - lightly press on the pedal and the vehicle didn’t feel like it was slowing down, press a little bit further and it felt like the vehicle was going into a panic stop. The issue deals with the brake-by-wire system which uses sensors to measure the amount of force and speed applied to the pedal. This information is then transmitted to a controller which applies the appropriate amount of braking force. This is a problem a few other reviews have noted and one Alfa Romeo needs to address.
      The ride is compliant with a fair number of bumps making their way inside. If you’re looking for a somewhat smoother ride, dropping to the smaller 18-inch wheels is recommended. Road and wind noise are kept to average levels for the class. But engine noise is very noticeable inside, sounding like an old diesel truck. Be prepared to keep the volume for the audio system up.
      Like the Giulia Quadrifoglio, the Stelvio has me torn. The crossover has a lot going for it such as the sharp exterior, a very punchy turbo-four, and impressive handling. But then I look at the list of issues such as the problematic infotainment system, confused transmission, and a braking system that is very inconsistent. This isn’t including the dark cloud of Alfa Romeo’s reliability. During my week, I had a ‘Service Alarm’ light that would pop up when I started the vehicle. I wasn’t sure what that meant until I accidentally pressed the panic button and the alarm went off for five minutes. I was about ready to break out the wrenches and remove the battery to shut up the alarm, but then it stopped. It needs to be noted that FCA has issued four recalls on the Stelvio at the time of this writing.
      If you really have your heart set on a Stelvio, be aware of what you’re getting yourself into. There are moments of brilliance mixed in with the perils. Everyone else should look at the competition.
      Disclaimer: Alfa Romeo Provided the Stelvio, Insurance, and One Tank of Gas
      Year: 2018
      Make: Alfa Romeo
      Model: Stelvio
      Trim: Ti
      Engine: Turbocharged 2.0L MultiAir2 SOHC Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 280 @ 5,200
      Torque @ RPM: 306 @ 2,000 - 4,800
      Fuel Economy: City/Highway/Combined - 22/28/24
      Curb Weight: 4,044 lbs
      Location of Manufacture: Cassino, Italy
      Base Price: $43,995
      As Tested Price: $54,090 (Includes $995.00 Destination Charge)
      Options:
      Ti Sport Package 22S - $2,500
      Driver Assist Dynamic Plus Package - $1,500
      Dual-Pane Sunroof - $1,350
      8.8-inch AM/FM Bluetooth Radio with 3D Navigation - $950.00
      Harman Kardon Premium Audio - $900.00
      Driver Assistance Static Package - $650.00
      Vesuvio Grey Metallic - $600.00
      Compact Spare Tire - $450.00
      Convenience Package - $200.00

      View full article
    • By William Maley
      Trying to review an Alfa Romeo vehicle is difficult as I found out with the Giulia Quadrifoglio. There were parts of model that I found to be quite amazing and worthy of putting it on my year-end favorites list. But other traits and details left a very sour taste in my mouth. I ended my review with this line,
      “To some, that is the charm of an Alfa Romeo. Within all of those flaws is a brilliant automobile. For others, it is something that should be avoided at all costs.”
      Now I find myself in the same difficult position with another Alfa Romeo, the Stelvio. My fingers were crossed that the Stelvio would avoid some of the pitfalls from the Giulia.
      If you were to ask me to describe the Stelvio’s design, I would say it is a tall riding Giulia hatchback. The shared DNA is made quite clear in the front as there is a three-leaf design for the grille, narrow headlights set at a slight angle, and there are deep cuts in the hood. More of the Giulia can be seen in the side profile with flowing curves and noticeable fender bulges. One design trait that sets the Stelvio apart from other luxury crossovers is the sharply raked d-pillar that gives it a sporty edge.
      The Stelvio’s interior mirrors the Giulia with the same modern design and mixture of high-quality and very cheap materials. I also had an odd build quality issue where the button for the driver’s heated seat would get stuck. I would have to press the button a few times to dislodge it. This is a bit worrying for a brand with a very questionable reliability history.
      A set of leather sport seats that are part of an optional sport package came equipped. With increased side bolstering, the seats do an excellent job of holding you in during an enthusiastic drive. It is a shame that the seats aren’t comfortable for long trips. After an hour or so, I found that my thighs were becoming sore. A little bit more seat padding would do some wonders. In the back, there is adequate head and legroom for an average sized adult. Taller passengers will notice headroom is very much at a premium due to the sloping roofline. Cargo space slightly trails competitors with 18.5 cubic feet of space with the seats up and 56.5 when folded.
      For infotainment, the base Stelvio comes with a 6.5-inch screen. The Ti makes do with a larger 8.8-inch screen. Both systems use a controller knob on the center console and voice commands to move around the system. If you read our Giulia Quadrifoglio review, then you know I had a number of problems with the infotainment system: Odd design choices, issues with USB and Bluetooth connectivity, and a number of crashes to name a few. I was hoping the Stelvio’s system would have ironed some of the issues. But sadly, the Stelvio experienced the same issues as the Giulia.
      Alfa Romeo should have just used the UConnect infotainment system like Maserati does. Just put a different coat of paint and call something different.
      Under the hood of the Stelvio lies a turbocharged 2.0L four-cylinder producing 280 horsepower and 306 pound-feet of torque. This is paired with an eight-speed automatic and all-wheel drive. There is also the high-performance Quadrifoglio with a 505 horsepower, twin-turbo V6 engine. 
      Some turbo lag makes an appearance when the vehicle begins to accelerate. But once the turbocharger spools up, the Stelvio moves at a surprising rate. This comes down to a broad and flat torque curve. The eight-speed automatic mirrors what I found in the Giulia Quadrifoglio I drove earlier in the year - stumbles with gear changes at lower speeds, but becomes smoother as speed increases.
      Handling is where the Stelvio really pulls ahead of the competition. On a winding road, the crossover exhibits excellent control of body motions. Steering provides decent weight and feel needed for an enthusiastic drive. I had to remind myself this isn’t a Giulia sedan, this is a compact crossover. But there is one item that will make you think twice about driving the Stelvio with gusto and that is brakes. The pedal feel was very inconsistent - lightly press on the pedal and the vehicle didn’t feel like it was slowing down, press a little bit further and it felt like the vehicle was going into a panic stop. The issue deals with the brake-by-wire system which uses sensors to measure the amount of force and speed applied to the pedal. This information is then transmitted to a controller which applies the appropriate amount of braking force. This is a problem a few other reviews have noted and one Alfa Romeo needs to address.
      The ride is compliant with a fair number of bumps making their way inside. If you’re looking for a somewhat smoother ride, dropping to the smaller 18-inch wheels is recommended. Road and wind noise are kept to average levels for the class. But engine noise is very noticeable inside, sounding like an old diesel truck. Be prepared to keep the volume for the audio system up.
      Like the Giulia Quadrifoglio, the Stelvio has me torn. The crossover has a lot going for it such as the sharp exterior, a very punchy turbo-four, and impressive handling. But then I look at the list of issues such as the problematic infotainment system, confused transmission, and a braking system that is very inconsistent. This isn’t including the dark cloud of Alfa Romeo’s reliability. During my week, I had a ‘Service Alarm’ light that would pop up when I started the vehicle. I wasn’t sure what that meant until I accidentally pressed the panic button and the alarm went off for five minutes. I was about ready to break out the wrenches and remove the battery to shut up the alarm, but then it stopped. It needs to be noted that FCA has issued four recalls on the Stelvio at the time of this writing.
      If you really have your heart set on a Stelvio, be aware of what you’re getting yourself into. There are moments of brilliance mixed in with the perils. Everyone else should look at the competition.
      Disclaimer: Alfa Romeo Provided the Stelvio, Insurance, and One Tank of Gas
      Year: 2018
      Make: Alfa Romeo
      Model: Stelvio
      Trim: Ti
      Engine: Turbocharged 2.0L MultiAir2 SOHC Four-Cylinder
      Driveline: Eight-Speed Automatic, All-Wheel Drive
      Horsepower @ RPM: 280 @ 5,200
      Torque @ RPM: 306 @ 2,000 - 4,800
      Fuel Economy: City/Highway/Combined - 22/28/24
      Curb Weight: 4,044 lbs
      Location of Manufacture: Cassino, Italy
      Base Price: $43,995
      As Tested Price: $54,090 (Includes $995.00 Destination Charge)
      Options:
      Ti Sport Package 22S - $2,500
      Driver Assist Dynamic Plus Package - $1,500
      Dual-Pane Sunroof - $1,350
      8.8-inch AM/FM Bluetooth Radio with 3D Navigation - $950.00
      Harman Kardon Premium Audio - $900.00
      Driver Assistance Static Package - $650.00
      Vesuvio Grey Metallic - $600.00
      Compact Spare Tire - $450.00
      Convenience Package - $200.00
    • By William Maley
      (Author’s Note: Before you ask, no this isn’t a typo. I really did drive a 2017 Tacoma in 2018. Due to some circumstances, the Tacoma took the place of another vehicle at the last minute. I didn’t realize it was a 2017 model until I saw the sticker. I’ll make note of the changes for 2018 towards the end of the piece.)
      I’ll likely make some people annoyed with this line: The Toyota Tacoma is the Jeep Wrangler of the pickup world. Before you start getting banging on your keyboard, telling me how I am wrong, allow me to make my case. The two models have a number of similarities; off-road pedigree, not changing much in terms of design or mechanicals; and somewhat uncomfortable when driven on the road.
      Since our last review of the Tacoma, not much has changed with the exterior. The TRD Off-Road package does make the Tacoma look somewhat mean with a new grille, 16-inch wheels wrapped meaty off-road tires, and a khaki paint color that looks like it came from an army base.  The Tacoma’s interior is very user-friendly with a comprehensive and simple dash layout. Most controls are where you expect to find them and in easy reach. But some controls are placed in some odd locations. A key example is the hill descent control which is next to the dome lights on the ceiling. Comfort is still almost nonexistent in the Tacoma. The front seats are quite firm and provide decent support. No height adjustment means a fair number of people will need to make comprises in comfort to find the right seating position. The back seat can fit adults, provided you don’t have anyone tall sitting in the front. Otherwise, legroom becomes very scarce. Under the hood is a 3.5L V6 producing 278 horsepower and 265 pound-feet of torque. This is paired with a six-speed automatic and four-wheel drive. At low speeds, the engine pulls quite strongly and smoothly. It is very different when traveling on the highway as the engine really needs to be worked to get up to speed at a somewhat decent rate. Part of this comes down to the automatic which likes to quickly upshift to maximize fuel economy. There is a ‘sport’ mode on the transmission that locks out fifth and sixth gear, but only improves performance marginally. Fuel economy is towards the bottom with EPA figures of 18 City/23 Highway/20 Combined. My average for the week landed around 19.5 mpg. TRD Off-Road brings forth a retuned suspension setup featuring a set of Bilstein shocks. Usually, this makes the ride is somewhat softer. But in the Tacoma, the ride is quite choppy on any surface that isn’t smooth. Steering is very slow and heavy, making tight maneuvers a bit difficult. A fair amount of wind and road noise is apparent. Any changes to be aware of for the 2018 Tacoma? The only change of note is the addition of Toyota Safety Sense-P. This suite of active safety features includes automatic emergency braking, automatic high-beams, adaptive cruise control, forward collision warning, and lane departure warning. The TRD Off-Road will set you back $35,515 for the Double Cab with the Long Bed - the 2018 model is about $1,410 more. With a few options, our as-tested price came to $40,617. Disclaimer: Toyota Provided the Tacoma, Insurance, and One Tank of Gas
      Year: 2017
      Make: Toyota
      Model: Tacoma Double Cab with Long Bed
      Trim: TRD Off-Road
      Engine: 3.5L D-4S V6 with Dual VVT-i 
      Driveline: Six-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 278 @ 6,000
      Torque @ RPM: 265 @ 4,600 
      Fuel Economy: City/Highway/Combined - 18/23/20
      Curb Weight: 4,480 lbs
      Location of Manufacture: San Antonio, TX
      Base Price: $35,515
      As Tested Price: $40,617 (Includes $960.00 Destination Charge)
      Options:
      Premium & Technology Package - $3,035.00
      Tonneau Cover - $650.00
      Carpet Floor Mats w/Door Sill Protector - $208.00
      Mudguards - $129.00
      Bed Mat - $120.00

      View full article
    • By William Maley
      (Author’s Note: Before you ask, no this isn’t a typo. I really did drive a 2017 Tacoma in 2018. Due to some circumstances, the Tacoma took the place of another vehicle at the last minute. I didn’t realize it was a 2017 model until I saw the sticker. I’ll make note of the changes for 2018 towards the end of the piece.)
      I’ll likely make some people annoyed with this line: The Toyota Tacoma is the Jeep Wrangler of the pickup world. Before you start getting banging on your keyboard, telling me how I am wrong, allow me to make my case. The two models have a number of similarities; off-road pedigree, not changing much in terms of design or mechanicals; and somewhat uncomfortable when driven on the road.
      Since our last review of the Tacoma, not much has changed with the exterior. The TRD Off-Road package does make the Tacoma look somewhat mean with a new grille, 16-inch wheels wrapped meaty off-road tires, and a khaki paint color that looks like it came from an army base.  The Tacoma’s interior is very user-friendly with a comprehensive and simple dash layout. Most controls are where you expect to find them and in easy reach. But some controls are placed in some odd locations. A key example is the hill descent control which is next to the dome lights on the ceiling. Comfort is still almost nonexistent in the Tacoma. The front seats are quite firm and provide decent support. No height adjustment means a fair number of people will need to make comprises in comfort to find the right seating position. The back seat can fit adults, provided you don’t have anyone tall sitting in the front. Otherwise, legroom becomes very scarce. Under the hood is a 3.5L V6 producing 278 horsepower and 265 pound-feet of torque. This is paired with a six-speed automatic and four-wheel drive. At low speeds, the engine pulls quite strongly and smoothly. It is very different when traveling on the highway as the engine really needs to be worked to get up to speed at a somewhat decent rate. Part of this comes down to the automatic which likes to quickly upshift to maximize fuel economy. There is a ‘sport’ mode on the transmission that locks out fifth and sixth gear, but only improves performance marginally. Fuel economy is towards the bottom with EPA figures of 18 City/23 Highway/20 Combined. My average for the week landed around 19.5 mpg. TRD Off-Road brings forth a retuned suspension setup featuring a set of Bilstein shocks. Usually, this makes the ride is somewhat softer. But in the Tacoma, the ride is quite choppy on any surface that isn’t smooth. Steering is very slow and heavy, making tight maneuvers a bit difficult. A fair amount of wind and road noise is apparent. Any changes to be aware of for the 2018 Tacoma? The only change of note is the addition of Toyota Safety Sense-P. This suite of active safety features includes automatic emergency braking, automatic high-beams, adaptive cruise control, forward collision warning, and lane departure warning. The TRD Off-Road will set you back $35,515 for the Double Cab with the Long Bed - the 2018 model is about $1,410 more. With a few options, our as-tested price came to $40,617. Disclaimer: Toyota Provided the Tacoma, Insurance, and One Tank of Gas
      Year: 2017
      Make: Toyota
      Model: Tacoma Double Cab with Long Bed
      Trim: TRD Off-Road
      Engine: 3.5L D-4S V6 with Dual VVT-i 
      Driveline: Six-Speed Automatic, Four-Wheel Drive
      Horsepower @ RPM: 278 @ 6,000
      Torque @ RPM: 265 @ 4,600 
      Fuel Economy: City/Highway/Combined - 18/23/20
      Curb Weight: 4,480 lbs
      Location of Manufacture: San Antonio, TX
      Base Price: $35,515
      As Tested Price: $40,617 (Includes $960.00 Destination Charge)
      Options:
      Premium & Technology Package - $3,035.00
      Tonneau Cover - $650.00
      Carpet Floor Mats w/Door Sill Protector - $208.00
      Mudguards - $129.00
      Bed Mat - $120.00
    • By William Maley
      Toyota Motor North America Reports May 2018 Sales
      TMNA, Toyota, Lexus divisions posted best-ever light truck May sales Toyota Highlander posted best-ever monthly sales Lexus NXh posted best-ever May sales PLANO, Texas (June 1, 2018) – Toyota Motor North America (TMNA) today reported May 2018 sales of 215,321 vehicles, a decrease of 1.3 percent from May 2017 on a volume basis. With one more selling day in May 2018 compared to May 2017, sales were down 5.1 percent on a daily selling rate (DSR) basis. 
       
      Toyota division posted May sales of 189,930 units, down 1.5 percent on a volume basis and down 5.3 percent on a DSR basis.
       
      Lexus division posted May sales of 25,391 vehicles, down 0.1 percent on a volume basis and down 3.9 percent on a DSR basis.
       
      May 2018 Highlights  
      TMNA, Toyota and Lexus divisions’ light trucks posted a best-ever May Camry posted sales of 29,965 RAV4 posted sales of 38,202 units Highlander sales up 17.6 percent, a best-ever May 4Runner sales up 6.6 percent Toyota division pickup truck sales up 11.0 percent Tacoma sales up 21.1 percent Tundra posted sales of 10,062 units Lexus LUVs posted a 6.8 percent increase, a best-ever May RX posted sales of 9,697 units NX Hybrid up 221.4 percent, a best-ever May NX combined sales of 4,975 units, continuing a best-ever start to the year LS sales up 186.4 percent with sales of 908 units *Note: Unless otherwise stated, all figures reflect unadjusted raw sales volume
      TOYOTA  U.S. SALES SUMMARY
      MAY 2018
        -- CURRENT MONTH --
      -- CALENDAR YEAR TO DATE --     
                          2018
      2017
      DSR %
      VOL %
      2018
      2017
      DSR %
      VOL %
      TOTAL TOYOTA
      215,321
      218,252
      -5.1
      -1.3
      979,710
      952,791
      2.0
      2.8
      TOTAL TOYOTA DIV
      189,930
      192,848
      -5.3
      -1.5
      868,460
      843,426
      2.2
      3.0
      TOTAL LEXUS
      25,391
      25,404
      -3.9
      -0.1
      111,250
      109,365
      0.9
      1.7
      YARIS IA (INCL SCI IA)
      2,861
      3,444
      -20.1
      -16.9
      13,430
      15,758
      -15.4
      -14.8
      YARIS LIFTBACK
      139
      852
      -84.3
      -83.7
      724
      6,138
      -88.3
      -88.2
      TOTAL YARIS
      3,000
      4,296
      -32.9
      -30.2
      14,154
      21,896
      -35.9
      -35.4
      iQ
      0
      0
      0
      0
      0
      0
      0
      0.0
      xD
      0
      0
      0
      0
      0
      0
      0
      0.0
      xB
      0
      0
      0
      0
      0
      0
      0
      0.0
      tC
      0
      10
      -100.0
      -100.0
      1
      166
      -99.4
      -99.4
      COROLLA IM (INCL SCI IM)
      2,526
      1,995
      21.7
      26.6
      9,436
      9,312
      0.5
      1.3
      COROLLA SEDAN
      27,052
      30,942
      -15.9
      -12.6
      123,858
      136,164
      -9.8
      -9.0
      TOTAL COROLLA
      29,578
      32,937
      -13.7
      -10.2
      133,294
      145,476
      -9.1
      -8.4
      86 (INCL FR-S)
      401
      680
      -43.3
      -41.0
      1,920
      3,101
      -38.6
      -38.1
      MIRAI
      102
      162
      -39.5
      -37.0
      640
      579
      9.7
      10.5
      AVALON
      2,669
      2,872
      -10.6
      -7.1
      16,499
      14,215
      15.2
      16.1
      PRIUS
      8,672
      10,023
      -16.8
      -13.5
      38,327
      46,366
      -18.0
      -17.3
      CAMRY
      29,965
      32,547
      -11.5
      -7.9
      150,580
      147,434
      1.3
      2.1
      TOTAL TOYOTA DIV. CAR
      74,387
      83,527
      -14.4
      -10.9
      355,415
      379,233
      -7.0
      -6.3
      CT
      0
      825
      -100
      -100
      4
      3,311
      -99.9
      -99.9
      IS
      2,180
      2,367
      -11.4
      -7.9
      9,279
      10,225
      -10.0
      -9.3
      RC
      434
      517
      -19.3
      -16.1
      1,421
      2,600
      -45.8
      -45.3
      ES
      3,828
      4,228
      -12.9
      -9.5
      16,309
      17,134
      -5.6
      -4.8
      GS
      672
      615
      5.1
      9.3
      3,086
      2,907
      5.3
      6.2
      LS
      908
      317
      175.4
      186.4
      3,580
      1,555
      128.4
      130.2
      LC
      154
      422
      -65
      -64
      855
      422
      101
      103
      LFA
      1
      0
      0
      0
      2
      0
      0
      0
      TOTAL LEXUS CAR
      8,177
      9,291
      -15.4
      -12.0
      34,536
      38,154
      -10.2
      -9.5
      TOTAL TOYOTA CAR
      82,564
      92,818
      -14.5
      -11.0
      389,951
      417,387
      -7.3
      -6.6
      SIENNA
      7,346
      10,434
      -32.3
      -29.6
      38,903
      46,696
      -17.3
      -16.7
      C-HR
      4,366
      1848
      127
      136
      21,908
      2398
      806.4
      813.6
      RAV4
      38,202
      38,356
      -4.2
      -0.4
      160,670
      150,646
      5.8
      6.7
      FJ CRUISER
      0
      0
      0
      0
      1
      2
      -50.4
      -50
      VENZA
      0
      0
      0
      0
      0
      11
      -100
      -100
      HIGHLANDER
      21,312
      18,115
      13.1
      17.6
      92,650
      82,738
      11.1
      12.0
      4RUNNER
      11,739
      11,014
      2.5
      6.6
      53,259
      53,098
      -0.5
      0.3
      SEQUOIA
      868
      964
      -13.4
      -10.0
      4,556
      5,349
      -15.5
      -14.8
      LAND CRUISER
      268
      259
      -0.5
      3.5
      1,291
      1,292
      -0.9
      -0.1
      TOTAL TOYOTA DIV. SUV
      76,755
      70,556
      4.6
      8.8
      334,335
      295,534
      12.2
      13.1
      TACOMA
      21,380
      17,654
      16.4
      21.1
      93,970
      78,154
      19.3
      20.2
      TUNDRA
      10,062
      10,677
      -9.4
      -5.8
      45,837
      43,809
      3.8
      4.6
      TOTAL TOYOTA DIV. PICKUP
      31,442
      28,331
      6.7
      11.0
      139,807
      121,963
      13.7
      14.6
      TOTAL TOYOTA DIV. TRUCK
      115,543
      109,321
      1.6
      5.7
      513,045
      464,193
      9.7
      10.5
      NX
      4,975
      5,009
      -4.5
      -0.7
      23,810
      21,426
      10.3
      11.1
      RX
      9,697
      8,849
      5.4
      9.6
      41,197
      38,329
      6.6
      7.5
      GX
      2018
      1851
      4.8
      9.0
      9,521
      9,157
      3.2
      4.0
      LX
      524
      404
      24.7
      29.7
      2,186
      2,299
      -5.7
      -4.9
      TOTAL LEXUS TRUCK
      17,214
      16,113
      2.7
      6.8
      76,714
      71,211
      6.9
      7.7
      TOTAL TOYOTA TRUCK
      132,757
      125,434
      1.8
      5.8
      589,759
      535,404
      9.3
      10.2
      Selling Days
      26
      25
          127
      126
          DSR = Daily Selling Rate
                          *NA Built Vehicles 
      TOYOTA  U.S. SALES SUMMARY
        MAY, 2018
        -- CURRENT MONTH --
      -- CALENDAR YEAR TO DATE --
                          2018
      2017
      DSR %
      VOL %
      2018
      2017
      DSR %
      VOL %
      COROLLA
      27,052
      30,942
      -15.9
      -12.6
      123,858
      136,164
      -9.8
      -9.0
      CAMRY
      28,875
      32,547
      -14.7
      -11.3
      139,680
      147,434
      -6.0
      -5.3
      AVALON
      2,669
      2,872
      -10.6
      -7.1
      16,499
      14,215
      15.2
      16.1
      YARIS IA (INCL SCI IA)
      2,861
      3,444
      -20.1
      -16.9
      13,430
      15,758
      -15.4
      -14.8
      RAV4
      16,769
      17,580
      -8.3
      -4.6
      70,412
      70,483
      -0.9
      -0.1
      VENZA
      0
      0
      0.0
      0.0
      0
      11
      -100.0
      -100.0
      HIGHLANDER
      21,312
      18,115
      13.1
      17.6
      92,650
      82,738
      11.1
      12.0
      SIENNA
      7,346
      10,434
      -32.3
      -29.6
      38,903
      46,696
      -17.3
      -16.7
      SEQUOIA
      868
      964
      -13.4
      -10.0
      4,556
      5,349
      -15.5
      -14.8
      TACOMA
      21,380
      17,654
      16.4
      21.1
      93,970
      78,154
      19.3
      20.2
      TUNDRA
      10,062
      10,677
      -9.4
      -5.8
      45,837
      43,809
      3.8
      4.6
      ES
      3,400
      3,335
      -2.0
      1.9
      14,544
      12,864
      12.2
      13.1
      RX
      5,834
      8,301
      -32.4
      -29.7
      32,391
      35,626
      -9.8
      -9.1
      TOTAL
      148,428
      156,865
      -9.0
      -5.4
      686,730
      689,301
      -1.2
      -0.4
      N.A VEHICLES % OF TOTAL
      68.9%
      71.9%
          70.1%
      72.3%
          TOYOTA DIV. IMPORT CAR
      12,930
      13,722
      -9.4
      -5.8
      61,948
      65,662
      -6.4
      -5.7
      LEXUS IMPORT CAR
      4,777
      5,956
      -22.9
      -19.8
      19,992
      25,290
      -21.6
      -20.9
      TOYOTA DIV NA BUILT CARS
      61,457
      69,805
      -15.3
      -12.0
      293,467
      313,571
      -7.1
      -6.4
      LEXUS NA BUILT CARS
      3,400
      3,335
      -2.0
      1.9
      14,544
      12,864
      12.2
      13.1
      TOTAL TOYOTA CARS
      82,564
      92,818
      -14.5
      -11.0
      389,951
      417,387
      -7.3
      -6.6
      TOYOTA DIV. IMPORT TRUCK
      37,806
      33,897
      7.2
      11.5
      166,717
      136,953
      20.8
      21.7
      LEXUS IMPORT TRUCK
      11,380
      7,812
      40.1
      45.7
      44,323
      35,585
      23.6
      24.6
      TOYOTA DIV NA BUILT TRUCK
      77,737
      75,424
      -0.9
      3.1
      346,328
      327,240
      5.0
      5.8
      LEXUS NA BUILT TRUCK
      5,834
      8,301
      -32.4
      -29.7
      32,391
      35,626
      -9.8
      -9.1
      TOTAL TOYOTA TRUCK
      132,757
      125,434
      1.8
      5.8
      589,759
      535,404
      9.3
      10.2
      Selling Days
      26
      25
          127
      126
                              TOYOTA  U.S. HYBRID SALES SUMMARY
        APRIL, 2018
        -- Current Month --
        -- Calendar Year To Date --  
        2018
      2017
      DSR %
        2018
      2017
      DSR %
        Toyota Prius Sedan
      4,760
      6,065
      -24.5%
        20,554
      27,636
      -26.2%
        Toyota Prius V(only)
      170
      929
      -82.4%
        1,882
      4,474
      -58.3%
        Toyota Prius C(only)
      818
      1,121
      -29.8%
        3,873
      6,182
      -37.8%
        Toyota Prius PRIME(only)
      2,924
      1,908
      47.4%
        12,018
      8,074
      47.7%
        Toyota RAV4 Hybrid
      4,268
      4,070
      0.8%
        19,347
      17,061
      12.5%
        Lexus NX Hybrid
      762
      228
      221.4%
        3,077
      1,048
      191.3%
        Lexus RX Hybrid
      1,359
      747
      74.9%
        4,407
      3,025
      44.5%
         
  • My Clubs

  • Recently Browsing

    No registered users viewing this page.

  • Reader Rides

About us

CheersandGears.com - Founded 2001

We ♥ Cars

Get in touch

Follow us

Recent tweets

facebook

×

Important Information

We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.