The 2009 Toyota Camry is the shy and quiet type, not a car that turns heads or induces swooning stares from strangers. The current generation Camry, redesigned for the 2007 model year, is easily the most aggressive looking since its introduction but as full-sized sedans go, the 2009 edition is still the wallflower, at least design-wise, in its category. But if it's not the best looking, it certainly is competitively priced. Pricing across all trim levels dropped this year with the biggest savings on the entry-level model. The four-cylinder LE starts at $23,400 compared to the 2008 model, which listed for $25,900. The high end of the spectrum is the XLE V6 with a price tag of $35,020 — or, if you please, $100 more expensive than an entry-level BMW 323i with similar interior features and 68 less horsepower but a BMW logo on the hood. The Camry's main competition doesn't come from Germany, however, but from the Ford Fusion, Honda Accord and Mazda6. These three competitors offer similar features and starting prices. In my opinion, all three look substantially better than the Camry. Even the Mazda6, which curtailed its funky design, still would win a beauty contest if pitted against the Camry. Where the big differences can be found is with the entry-level model and the availability of an automatic transmission. The Camry's base price includes a five-speed automatic transmission where the other three all offer manual gearboxes. In the case of the Honda Accord, the entry-level price is $26,290 when you add an automatic, almost $3,000 more than the Camry's LE. All four manufacturers offer six airbags: front, front side-impact and front and back side curtains. Toyota is the only one to offer a driver's knee airbag meant to curb hip injuries during a frontal crash. All nameplates offer a combination of ABS and Electronic Brakeforce Distribution (EBD) as standard on most of their trim levels. The Mazda6 in particular can give the Camry a run for its money. Its suspension has been tamed, resulting in a much smoother ride similar to the Camry's. The Mazda6 also has like features at every price point and looks much cooler without going over the edge. The Camry's centre stack is simple and practical. There are four big knobs for controlling the volume and tuning the radio, and two more for climate control. These were mated with thick long buttons for completing functions like selecting what audio mode you'd like or which vents should be pumping when the air conditioning is on. As the father of two young children, I am aware of the importance of rear-seat room and trunk space. I need to be able to sit in the rear seat in case one of the kids requires attention. I'm about 6-foot-1 and had no trouble adjusting the driver's seat so I was comfortable and then sitting in the rear seat behind it. I was also impressed at how easy it was to reach the anchors for children's seats. Some manufacturers bury these things way under the seat and you have to dig for them like treasure, not so in the Camry. Trunk space was impressive as well but not cavernous like other vehicles in the class. Most recently I drove the top-of-the-line XLE complete with a handful of amenities that didn't add up to more enjoyment. My iPod didn't sound much different on the 440-watt JBL stereo system included in the XLE than the 160-watt system in the LE and SE. I also found the push-button start to be a real pain. I would put the car in park and although I thought I had pushed the button sufficiently to turn the car off, I hadn't. Instead I would be walking away trying to lock the doors with the key fob only to have the car dinging at me. It got to the point where I had to concentrate on turning off the car when it's usually an automatic reaction. Canadians are value-minded and the Camry's sticker price for entry-level models can definitely overcome some of the lack of sexiness but as soon as you begin adding options and the V6 engine, the competition starts looking mighty nice. |