#le

Like ‘em or not, compact crossovers are here to stay — and are in fact set to become the sole opening dish at the Blue Oval. Toyota has its own stable of mini-utes, including the alarmingly styled C-HR, a machine that currently sets an opening bid of $22,500 as its base sticker price.

Seeing potential opportunity to plumb a bit further into the market, it appears that Toyota is adding a cheaper model for 2019, one which explores the $20,000 price bracket.

One of my Automotive Design teachers at CCS made us take a personality test to determine our strengths(?) as a designer. It was beyond stupid, or so I thought. To wit, a (paraphrased) question: do you collect old things? The answer was supposedly neutral: no matter what you answered on this query, your overall score didn’t change.

Which is a total crock. The history of design is so very important, especially for a powerhouse like Audi. Please!

The year: 1992. The rental car: the then-new third-generation Toyota Camry. My father was surprised how much the car drove like his Lexus LS 400, it was so smooth and quiet. While enthusiasts might deride the Camry as an appliance, it had this, and for the last two decades has served as the midsize sedan segment’s benchmark for refinement. Despite dull handling and an interior that grew cheaper with each redesign, sales increased, to the point that the Camry has been the best-selling car in the U.S. for 13 of the last 14 years.

But with competitors more stylish, more powerful, better-finished, and even poised to pass the Camry in refinement, the Camry increasingly trades on past accolades, incentives, and a reputation for reliability. Consequently, younger drivers go elsewhere, and the average buyer has hit the big 6-0. Many have bought their last car. To maintain its leadership, the Camry must improve. With the 2012 redesign, does it? (This review covers the regular Camry. The SE and Hybrid will be evaluated separately.)