2022 Toyota Camry

2022 is a carry-over year of the eighth-generation (XV70, 2018–2024) Camry after the 2021 facelift; the only hybrid change was the new SE Hybrid Nightshade Edition. The scored hybrid powertrain makes 208 hp net on every hybrid grade, low in the sedan band but marginally above the base gas four.

Toyota publishes only the engine's 163 lb-ft for the hybrid, not a combined figure, so that is the value recorded; in practice the electric motor's low-speed torque makes the car feel stronger off the line than the number suggests. Confidence is MEDIUM because the headline figure understates the system.

The hybrid powertrain is mechanically unchanged across 2018–2024, so instrumented tests of the same system apply: MotorTrend recorded 7.4 s for both the Hybrid LE and the 2021 Hybrid XSE, with Car and Driver's heavier Hybrid XLE at 7.9 s. That is quicker than the gas four (~8.0–8.2 s) but mid-pack for the class.

THS II engine start/stop transitions are seamless and the electric motor gives quiet, immediate response around town, but under hard acceleration the 2.5L revs up and drones, a trait reviewers consistently note. Smoother than the coarse-at-high-revs gas four, short of the 80+ band.

The power-split eCVT never hunts or shifts harshly, and Sport-grade hybrids add six simulated steps via paddles, but it lets revs flare and sustain under load (rubber-band feel), which keeps it in the upper 50–79 band rather than the top tier.

Dynamic Torque Control AWD is offered across the 2.5L gas grades (LE, SE, SE Nightshade, XLE, XSE), which is broad for a mid-size sedan, but it is a basic slip-reactive system and the scored hybrid powertrain is front-drive only, so a Camry Hybrid buyer cannot get AWD at all.

The 2022 Camry offered three distinct powertrains — 2.5L four (FWD or AWD), 301-hp 3.5L V6 including the TRD, and the 208-hp THS II hybrid across five grades — the widest choice in the mid-size class; only the lack of a plug-in keeps it at the floor of the top band.

2022 is a carry-over XV70 year and the Hybrid LE — the base and most efficient hybrid grade, on lower-rolling-resistance 16-inch wheels — returns 52 MPG combined, among the best of any non-plug-in sedan. The larger-wheeled SE/XLE/XSE hybrids drop to 46 MPG.

City driving is where the THS II system's electric assist and regenerative braking pay off most — 51 MPG city is 23 MPG better than the gas Camry LE.

53 MPG highway is unusual for a hybrid — most rate lower on the highway than in the city — reflecting the Camry's aerodynamics and the efficient Atkinson-cycle 2.5L at steady cruise.

Despite a smaller 13.2-gallon tank than the gas car's 15.8 gallons, 52 MPG stretches the Hybrid LE to an EPA-listed 686 miles between fills, well beyond the gas Camry's 506.

At EPA's standard 15,000 mi/yr the Hybrid LE burns roughly 290 gallons of regular, about $800/yr less than the gas Camry LE/SE at the same current EPA price basis.

The Camry Hybrid runs on 87-octane regular, with no plug or charging infrastructure needed — the fuel is as cheap and universally available as it gets.

NHTSA rates the 2022 Camry 5 stars overall with five stars in every sub-test — driver and passenger frontal, side barrier, side pole and rollover. The rating covers the 4-door body used by the hybrid as well as the gas cars.

The 2022 Camry earned an IIHS Top Safety Pick+ under the 2022 criteria, with Good in both small overlap tests, the original moderate overlap and side tests, roof strength and head restraints. It sits just under the TSP+ band because of a result the 2022 award did not count: the then-new updated side test (heavier, faster barrier) rated the 2022 car Poor. That rating applies to every Camry built before February 2023. Toyota only fixed it with the January 2023 structural and airbag revisions, which is why the late-build 2023 car scores Good there and the 2022 does not. Seat-belt reminders also rate only Marginal.

Toyota Safety Sense 2.5+ is standard on every 2022 Camry. It covers pre-collision braking with pedestrian detection and intersection support, lane departure alert with steering assist, Lane Tracing Assist, road sign assist and automatic high beams. On the scored hybrid the radar cruise is the full-speed-range version on every grade, LE Hybrid included. The gap is Blind Spot Monitor with Rear Cross-Traffic Alert: it is standard only on XLE/XSE/TRD and merely available on LE and SE. That means the volume LE Hybrid and SE Hybrid can be sold without it, which keeps the car in the mid band.

The standard TSS 2.5+ pre-collision system rates Superior in all three IIHS front crash prevention evaluations: vehicle-to-vehicle, daytime pedestrian and nighttime pedestrian. It avoided the 12 and 25 mph vehicle-to-vehicle tests outright. It falls short of the top only because these are IIHS's older, lower-speed protocols, and because the nighttime credit depends on the headlight variation fitted.

Blind Spot Monitor with Rear Cross-Traffic Alert only warns the driver: there is no active intervention and no safe-exit alert. It is optional on the LE Hybrid and SE Hybrid, which are the volume hybrid grades, and standard only higher up the range. Rear automatic braking is an option. Available across the range but optional exactly where the volume is puts this at the low end of the mid band.

Lane Departure Alert with Steering Assist and Lane Tracing Assist are standard on every 2022 trim, but this is TSS 2.5+ tuning. Lane Tracing Assist works only when radar cruise is active and it can see lane markings. Reviewers find it functional and unobtrusive rather than confident: it holds well-marked highway lanes but wanders between the lines and hands control back readily on curves and faded paint.

Every Camry Hybrid grade gets Full-Speed Range Dynamic Radar Cruise Control with stop-and-go. The gas LE/SE get only the version that drops out at low speed. Paired with standard Lane Tracing Assist, it is a smooth, well-spaced system for commuting traffic. There is no traffic-jam or hands-off layer above it, and the lane centering is the weaker half of the pairing.

No hands-free driving is offered on the 2022 Camry at any trim or price. Toyota's Traffic Jam Assist does not reach the Camry until the 2025 XV80 redesign.

IIHS rated four headlight variations; the overview reads 'G A'. The LED projectors on LE/SE Hybrid, XSE and plain XLE all rate Acceptable, limited by low-beam reach on curves. Only the XLE Hybrid with the optional Adaptive Headlights package earns Good. Automatic high beams are standard, and none of the variations exceeds glare limits.

Forward sightlines over the low cowl are good for the class. The XV70's high beltline, raked rear glass and thick C-pillars leave real over-the-shoulder and rear blind zones. Camera help is thin on the volume grades: a backup camera is standard, but the 360° Bird's Eye View camera is an upper-trim option and blind-spot monitoring is optional on LE/SE.

IIHS rates LATCH ease of use Good+. Both outboard positions have complete hardware with easy-to-use lower anchors. The center position has a tether and can borrow lower anchors from either side, and all tether anchors are easy to find on the rear deck. The limits come from packaging, not hardware: three seats will not fit across the bench, and a rear-facing seat takes front-passenger legroom.

Standard five-seat mid-size sedan layout; the hybrid battery sits under the rear seat without costing a seating position.

Hybrid LE has no moonroof, so it gets the full 38.3 in — mid-pack for the segment.

Adequate front legroom, unchanged across the XV70 generation.

Generous rear headroom for a sloping-roof mid-size sedan.

Comfortable for adults but behind the Accord (40.4 in for 2022); hybrid battery placement under the rear cushion does not reduce legroom.

Because the battery moved under the rear seat for the XV70, the hybrid keeps the full 15.1 cu ft trunk and the 60/40 folding seatback.

Conventional console bin, door pockets and a tray ahead of the shifter, plus a 60/40 fold-down rear seat; nothing innovative, and Qi charging is an LE package option.

Reviewers find the seats accommodating for many body types over long drives; the LE has cloth seats with an 8-way power driver's seat but no power lumbar or passenger power adjustment.

The LE's 16-inch wheels and tall sidewalls give a soft, compliant ride, though Edmunds notes it gets floaty at highway speeds.

Low wind and road noise at highway speed per Edmunds' hybrid test, but the 2.5L engine is audible when it revs under hard acceleration — a little quieter than the gas Camry overall.

Dual-zone automatic climate is standard on the Hybrid LE, but heated seats, a heated wheel and ventilated seats are reserved for XLE/XSE grades; rear passengers get console air vents only.

2022 is a carry-over year of the eighth-generation (XV70, 2018–2024) Camry, a year after its 2021 facelift; the nameplate's ladder still opens with the gas 2.5L LE, which sits near the bottom of the mid-size sedan band. The scored hybrid's own entry point, the Hybrid LE, is about $2,085 higher.

The scored class is the hybrid, and the Hybrid LE is its volume grade (the 52-mpg configuration favored by retail commuters and ride-share/fleet buyers alike). Even the top Hybrid XSE stays under $34,000 delivered, so the whole hybrid ladder sits in the lower half of the sedan band.

Toyota's fourth-generation hybrid system with an e-CVT has no turbo, conventional transmission or starter/alternator to wear out, regenerative braking stretches brake service, and ToyotaCare removes the first two years of scheduled maintenance — so this lands at the low-middle of a wide source range, marginally under the gas Camry.

Scored on the hybrid that this scorecard describes: it depreciates a little faster than the gas Camry but still better than the hybrid mid-size average, and Toyota's brand resale strength (KBB Best Resale Value Brand for 2022) underpins it.

Toyota's 36-month/36,000-mile basic coverage is the industry floor — level with Honda and Nissan, two years short of Hyundai and Kia.

The headline powertrain term is Toyota's standard 5 years/60,000 miles, the segment floor against Hyundai/Kia's 10/100. The hybrid adds a genuinely long 10-year/150,000-mile traction-battery term and 8/100 on hybrid components, which softens the main hybrid-specific risk but does not extend the engine/transaxle coverage.

ToyotaCare — all factory-scheduled maintenance for 2 years/25,000 miles plus 2 years of unlimited-mileage roadside assistance — is real included maintenance that Nissan and the domestics don't match, though it trails Hyundai/Kia's 3-year plans. Connected-service trials on the 2022 Camry's legacy Entune 3.0-based head unit were short, and there are no fuel or other credits, so this is solid mid-band.

$28,405 volume-trim price minus its estimated resale value after 5 years (61% retained, or about $17,327) leaves about $11,078 in depreciation. Add the projected $4,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $15,478 in total.

For a 2022 Camry this is a measured result, not a prediction: the J.D. Power 2025 U.S. Vehicle Dependability Study surveyed original owners of 2022 model-year vehicles after three years and named the Camry the Most Dependable Midsize Car. 2022 is a carry-over year in the fifth season of the XV70 generation (the 2021 mid-cycle refresh added the 9-in screen and TSS 2.5+), so the hybrid drivetrain and body were long proven. Held short of the mid-90s by a modest thread of owner complaints about brake feel and infotainment.

Toyota's multi-year dependability standing is as strong as any mass-market brand's: top of Consumer Reports' brand reliability rankings and consistently among the leaders in J.D. Power's VDS, where Toyota Motor Corp collects more model-level awards than any other automaker. Kept at 90 because Toyota the brand does not top every year's VDS mass-market ranking.

The 2022 Camry Hybrid has a notably light recall record — a single NHTSA campaign, the industry-wide Toyota passenger occupant-classification sensor recall, which is a genuine airbag-deployment issue but a sensor replacement rather than a systemic design fault, and shared with roughly a million Toyota/Lexus vehicles. It avoids the 2023 lug-nut and head-restraint campaigns and the 2025 inverter recall. TSB traffic is the familiar XV70 set (wind noise, infotainment software updates).

The scored 2022 Camry Hybrid uses the A25A-FXS 2.5L Atkinson-cycle four with Toyota's planetary eCVT (no conventional transmission, starter or alternator to wear out) — the most durable electrified drivetrain sold in the US, with Toyota hybrids routinely passing 200,000–300,000 miles on the original battery. No 2022 recall touches the engine, inverter or traction battery. Points off only for the modest out-of-warranty risk of a hybrid battery or inverter replacement at very high mileage.

The Camry's cabin is solidly built but its materials are a step behind the Accord's: reviewers repeatedly note hard plastics in lower and secondary zones, especially on the LE/SE trims that make up volume. The 2021 refresh's larger floating 9-in screen (XLE/XSE) freshened the dash, but the volume LE Hybrid gets the 7-in unit and cloth/plain trim.

Assembly consistency is a strength: by 2022 Toyota Motor Manufacturing Kentucky had been building this body for five years, the car went on to win the midsize-car dependability award for the 2022 cohort, and its recall list contains no assembly-process campaign. The usual XV70 complaints of wind noise and occasional dash squeaks keep it out of the top band's upper reaches.

Toyota's ~1,250 US dealerships form the densest non-domestic network in the country, and hybrid-qualified technicians are standard across it — the Camry Hybrid is among the most familiar cars in any Toyota service bay. Service satisfaction is good rather than segment-leading (Subaru tops J.D. Power's mass-market CSI).

As America's long-time best-selling sedan sharing its hybrid system with the RAV4 Hybrid, Corolla Cross Hybrid and Lexus ES 300h, the Camry Hybrid enjoys cheap, abundant parts and an enormous aftermarket, including a mature market for reconditioned hybrid packs. Repair costs run well below the midsize average; a couple of points come off versus the gas car for the hybrid-specific tail cost of an out-of-warranty inverter or battery.

The volume Hybrid LE ships with the 7-inch Entune 3.0 screen, the bottom of the segment band; the 9-inch unit costs extra on LE.

Entune 3.0 is simple and responsive with physical knobs and shortcut buttons around the screen, but the graphics look dated next to the 2022 Accord and Sonata.

Apple CarPlay and Android Auto are standard but wired-only on every 2022 Camry grade; wireless projection did not arrive until the 2025 redesign.

Basic Toyota voice commands plus Amazon Alexa compatibility; native Dynamic Navigation is only available on upper grades, so most LE owners rely on phone projection.

Six-speaker base system on the LE is adequate; the nine-speaker JBL upgrade is available on upper grades and is a solid but not standout premium system.

Analog gauges with a 4.2-inch TFT multi-information display on the Hybrid LE; the 7-inch TFT display is limited to upper grades and no full-digital cluster is offered.

No vehicle-software OTA; only map updates on the optional Dynamic Navigation system, which the LE doesn't get.

Toyota app offers Service Connect and Safety Connect trials, with Remote Connect (remote start, lock/unlock, vehicle finder) only on upper grades and subscription-based after a trial; no digital key.

One USB-A and one USB-C up front on the LE, rear charge ports on most grades, wireless charging only via a package; no AC outlet.

Unlike the gas LE, the Hybrid LE has standard smart-key proximity entry and push-button start; app remote start is limited to upper grades and there is no phone-as-key.

Backup camera standard; blind-spot alert is optional on the LE and parking sonar plus the Bird's Eye View camera are confined to XLE/XSE packages.

A 10-inch color HUD is offered, but only on top XLE/XSE grades — not on the volume LE.

IIHS rates the LATCH hardware Good+ and rear headroom/legroom (38.0/38.0 in) suit rear-facing seats; the low sedan roofline and trunk-only cargo limit stroller and kid logistics versus crossovers.

IIHS Top Safety Pick+ and NHTSA five stars, with TSS 2.5+ including full-speed adaptive cruise standard on the Hybrid LE; blind-spot monitoring and rear cross-traffic alert are optional on the LE, and no rear-seat reminder is listed.

Roomy rear seat, dual-zone climate, rear vents and a full 15.1 cu ft trunk make it a capable four-person tourer, but rear amenities (heated seats, rear USB on LE, shades) are thin.

Electric-assisted low-speed creep, seamless eCVT, standard full-speed adaptive cruise with Lane Tracing Assist and keyless start make the Hybrid LE a relaxed commuter; grabby low-speed regen braking is the main annoyance.

52 MPG combined on regular fuel makes the Hybrid LE one of the cheapest non-plug-in cars to commute in; city economy (51 MPG) is especially strong.

A 37.4-ft turning circle and good outward visibility help, but at 192 in long it is a full mid-size; the LE has only a backup camera with no parking sensors.

Toyota does not rate the US Camry Hybrid for towing, and the sedan body limits cargo to a 15.1 cu ft trunk.

Toyota's hybrid system has an exceptional taxi and rideshare durability record and few wear items, though the cloth-and-plastic cabin isn't built for hard use.

No AC outlet, no tie-down system beyond trunk hooks, and no upfit ecosystem — essentially nothing work-oriented.

A 686-mile EPA range, quiet highway cabin and standard full-speed adaptive cruise with Lane Tracing Assist make it a superb mile-eater, tempered by a somewhat floaty highway ride and no heated seats on the LE.

Front-wheel drive only (AWD is gas-only on the 2022 Camry), 5.7 in of ground clearance and no tow rating — pavement-bound beyond graded gravel.

The hybrid keeps the full 15.1 cu ft trunk and 60/40 folding rear seat thanks to the under-seat battery, but there are no factory roof rails or hitch.

The TNGA-K chassis is secure and composed, matching the four-cylinder Camry's dynamics, but the LE's soft tuning and 16-inch eco tires make it the least sharp version.

Accurate, appropriately weighted steering that is easy in town but conveys little feedback.

Adequate stopping power, but the regen-blended pedal bites abruptly on first touch and is sensitive at low speeds, making smooth stops harder than in the gas car.

Toyota's fourth-gen hybrid system blends engine and motor almost imperceptibly, with brisk electric low-end response (7.4 s 0-60); the eCVT flares revs under hard throttle.

Near-silent in EV mode and at cruise, but the 2.5L drones when the eCVT holds high revs under full throttle.

Mid-pack turning diameter for a mid-size sedan.

Good visibility from slim pillars and plenty of adjustment via the 8-way power seat and tilt/telescope wheel, with logical physical controls; the low seating position makes ingress harder than older Camrys.

Pleasant and quicker than expected off the line, but the Hybrid LE is tuned for economy and comfort — an appliance-adjacent drive.

The 2022 Camry Hybrid LE at $28,405 delivered carries Toyota Safety Sense 2.5+ (pre-collision with pedestrian detection, lane departure with steering assist, full-speed radar cruise, road sign assist, auto high beams) and wired Apple CarPlay/Android Auto as standard. It doesn't out-equip rivals feature for feature: the volume grades keep a 7-inch touchscreen, cloth seats and a manual driver's seat, and blind-spot monitoring isn't standard on the LE. Competitive for the money rather than generous.

A 52-mpg combined, 208-hp midsize sedan for about $28,400 delivered was among the strongest efficiency-per-dollar buys of 2022, a year when gas prices peaked near $5. Across the range it also offered a V6 and AWD that no direct rival had. Hard plastics, a small screen on volume grades and a dated infotainment stack keep it good rather than outstanding.

Thirteen trims across three powertrains (2.5L four, 3.5L V6, hybrid), front- or all-wheel drive on the four-cylinder, a TRD grade and Nightshade editions — newly including the SE Hybrid Nightshade for 2022 — form a continuous ladder from about $26,300 to $36,700 delivered. Among the broadest mainstream sedan lineups sold; no manual or plug-in keeps it from the very top.

The Camry was the best-selling passenger car in the US for the 21st consecutive year in 2022 at 295,201 units, well ahead of every mid-size rival. The small deduction reflects a supply-driven decline from 2021 and a sedan segment that kept shrinking against crossovers.

Toyota is among the strongest mainstream badges in the US, with its strength showing in owners' wallets: it won KBB's Best Resale Value: Brand award for 2022. It is trusted rather than aspirational, which holds this in the mid-80s.

2022 was the worst stretch of the chip-shortage era for buyers. Toyota ran some of the industry's lowest incentive spending, and hybrids carried waitlists as gas prices spiked, so Camry Hybrids routinely sold at or above sticker with dealer add-ons. Subvented APR offers were thin and occasional. Score the buyer benefit: there was little to be had.

2022 is the fifth model year of the XV70 generation (launched for 2018) and the second on its 2021 facelift, which brought TSS 2.5+, a larger available screen and the restyled front. The car was mid-cycle and current, with no announced replacement (the XV80 wasn't revealed until November 2023), but its platform and infotainment were aging next to rivals.

Well reviewed and highly decorated on safety: IIHS TOP SAFETY PICK+, NHTSA 5-star overall, and US News ranked it #3 among 2022 hybrid cars and named it a finalist for Best Hybrid and Electric Car for the Money. Reviewers consistently placed it near the head of the class but not at it, citing engine and wind noise, and it won no 10Best or NACTOY honors.