Toyota Camry Hybrid 2020 review: SL

Not that long ago most people thought the Camry was white goods on wheels, but the narrative has well and truly changed.

The SL hybrid is more striking than most, with the eyes immediately drawn to its high-gloss 'Sports' grille, which is certainly bold thanks to its large size, X shape and prominent mesh insert.

The SL hybrid is more striking than most, with the eyes immediately drawn to its high-gloss 'Sports' grille.

In fact, the entire front end is pretty sporty by Camry standards, with large side air intakes positioned below the wedge-like LED headlights, which contain the daytime running lights. Even the bonnet above is heavily creased, so you know the SL hybrid means business.

Around the side, the Camry is less remarkable, although its uneven glasshouse and sharp belt line do add some visual intrigue.

The SL hybrid’s 18-inch alloy wheels have a multi-spoke design that tries to inject more sportiness, but a traditional silver finish leaves them looking relatively flat.

The SL hybrid’s 18-inch alloy wheels have a multi-spoke design.

At the rear, the Camry is at its most alluring, with its LED tail-lights linking up unusual black plastic inserts that appear to mimic side air intakes. They’re pointless but kind of cool?

The SL hybrid goes a step further with a bootlid spoiler, while the bottom of its bumper is designed to look like a diffuser – something you’d never expect from a Camry.

At the rear, the Camry is at its most alluring.

Look a little closer, though, and you’ll notice the SL hybrid only has two exhaust tailpipes when its four-cylinder and V6 siblings get four. This means its ‘diffuser’ looks incomplete on the right side.

Inside, the Camry isn’t anywhere near as exciting, although it is surprisingly premium, which is welcome.

Inside, the Camry is surprisingly premium.

Soft-touch plastics are used for the upper dashboard and door shoulders, while the SL hybrid’s leather-accented upholstery covers its seats, steering wheel, gear selector, armrests, door inserts and middle dashboard.

Soft-touch plastics are used for the upper dashboard and door shoulders.

Hard plastics are, however, used for the lower sections of the Camry’s cabin, which can feel a little dark, although bright silver accents add some colour, while sporty dark metallic trim is more prominent.

The SL hybrid does have a rather unusual brown insert on the passenger side of its dashboard. It’s glossy and has a vertical pattern. If there’s one material selection we’re unsure of here, it’s that one.

The Camry’s cabin is otherwise fairly conservative in its design, with the exception of the swoopy centre stack and console.

Not sure what’s going on there, but the SL hybrid’s 8.0-inch touchscreen, positioned in the middle of the mess, is easier to make sense of.

The SL hybrid has an 8.0-inch touchscreen.

The multimedia system powering it is average in design and functionality, though. Taking advantage of its Apple CarPlay and Android Auto support is the best option.

The instrument cluster houses a traditional tachometer and speedometer, split by a 7.0-inch multi-function display, which serves up all the relevant information, plus a bit more, to the driver.

Better yet, there’s also a windshield-projected 10.0-inch head-up display that's large and in charge. So much so you rarely have to take your eyes off the road.

Priced from $41,590, plus on-road costs, the SL hybrid is keenly positioned at the top of the Camry range, especially when you consider it’s fitted with a petrol-electric powertrain.

It’s so keen, in fact, that it only commands a $1000 premium over its non-hybrid four-cylinder counterpart.

The Camry SL hybrid undercuts its main rival, the $50,490 Honda Accord VTi-LX hybrid, by a considerable sum, while the same is true of the comparable Volkswagen Passat 140TSI Business sedan ($45,990) and Mazda6 Atenza sedan ($49,890).

Standard equipment not already mentioned in the Camry SL hybrid includes dusk-sensing lights, rain-sensing wipers, a space-saver spare, and power-adjustable side mirrors.

Inside, satellite navigation with live traffic, digital radio, a six-speaker sound system, a sunroof, eight-way power-adjustable front seats with cooling (but strangely no heating), a power-operated steering column, dual-zone climate control, keyless entry and start, ambient lighting, an auto-dimming rearview mirror and stainless-steel scuff plates feature.

Eight paintwork options are available, seven of which cost $500 extra, including the 'Feverish Red' hue our test vehicle is finished in. There are no other extra-cost options.

The Camry SL hybrid pairs a punchy 88kW/202Nm electric motor with a 2.5-litre naturally aspirated four-cylinder petrol engine producing 131kW of power at 5700rpm and 221Nm of torque from 3600-5200rpm.

The result? A combined peak power output of 160kW, which was hot-hatch territory not that long ago. As per usual, Toyota doesn’t quote system maximum torque.

The Camry SL Hybrid has a combined peak power output of 160kW.

The electronic continuously variable automatic transmission (e-CVT) has six ‘steps’, which can be explored via the steering wheel’s paddle-shifters, while drive is sent exclusively to the front wheels.

Being a self-charging hybrid, the nickel-metal hydride battery is recharged via regenerative braking.

The Camry SL hybrid’s fuel consumption on the combined-cycle test is 4.5 litres per 100 kilometres, while its claimed carbon dioxide emissions are 103 grams per kilometre. Both figures are rather astounding (as in, good).

In our real-world testing, we averaged 5.6L/100km over 180km of driving evenly split between highways and city traffic.

This is an outstanding result and a tribute to the effect of the electric motor in low-speed traffic. And given usually high petrol prices, it’s a big, big win.

For reference, the Camry SL hybrid’s 50L tanks 95RON petrol at minimum.

ANCAP awarded the entire Camry range a maximum five-star safety rating in 2017.

Advanced driver-assist systems in the SL hybrid extend to autonomous emergency braking with pedestrian detection, lane departure warning, blind-spot monitoring, rear cross-traffic alert, adaptive cruise control, high-beam assist, hill-start assist, front and rear parking sensors, and a reversing camera.

While comprehensive, this list is notably missing lane-keep and steering assist.

Other standard safety equipment includes seven airbags (dual front, side and curtain plus driver’s knee), the usual electronic stability and traction control systems, anti-lock brakes (ABS), electronic brakeforce distribution (EBD) and brake assist (BA), among others.