The Camry is an easy car to drive. There is nothing untoward or strange about it. It does everything just right. An enthusiast driver might complain that it's soft and lacks character, but for the average driver that's a plus. They can buy a Camry then turn their attention back to other, more important matters that don't involve automobiles.

The Camry's ride is pleasant, verging on luxurious, with enough cushioning to make passengers feel comfortable. The steering is light but not sloppy. The Camry's soft suspension tuning makes for a smooth, impact-free ride on bumpy pavement. Those who like sportier, more precise handling will notice that the different suspension setup and tires on the SE sedan do make the Camry feel crisper, though it's still not a sports sedan.

The Solara is sprung softly as well. The suspension filters bumps and noise yet it doesn't isolate the driver from valuable road feel. Still, Solara is no sports car, either. It corners fairly flat, but the tires start squealing when it's driven hard. Most Solara drivers will never experience this.

Camry's 2.4-liter four-cylinder engine has 16 valves and double overhead camshafts; it develops 160 horsepower at 5600 rpm and 163 pound-feet of torque at 4000 rpm. More than two-thirds of all Camrys are sold with the four-cylinder engine and automatic transmission. This is an inexpensive combination and it provides plenty of power.

Optional in the Camry LE sedan and XLE sedan is a 3.0-liter V6 that develops 210 horsepower at 5800 rpm and 220 pound-feet at 4400. The 3.3-liter V6 that's optional in the SE sedan, and in all Solaras, produces 225 horsepower at 5600 rpm and 240 pound-feet at 3600 rpm. The most important of these numbers is the lower engine speed where peak torque is developed; the higher torque at lower rpm means the 3.3-liter engine will be a more flexible engine that's more responsive in any given situation.

You'd never know from driving the car, but the gas pedal is a drive-by-wire affair: Instead of being connected to the engine by a cable, the pedal activates a sensor connected to a computer, just like the controls in modern aircraft. One advantage of this arrangement is that the optional Vehicle Skid Control system can take over the throttle in an emergency and apply just the right amount of throttle and braking to keep the vehicle on a more stable path. Formula 1 racing cars, the fastest cars in the world, use drive-by-wire.

Last year, Toyota introduced its new five-speed automatic, called 5ECTi (for Electronically Controlled Transmission with intelligence), on Camry V6 models. For 2005, four-cylinder Camry sedans get the more sophisticated five-speed automatic as well. Five-speed automatics generally offer better response and better fuel economy than four-speed automatics, because more gears mean the engine runs closer to maximum efficiency more of the time. Toyota's transmission adds computer logic: The Camry "knows" when it is going up hill or down hill, and the transmission shifts gears accordingly. It can hold a lower gear longer when necessary to avoid the annoying shifting up and down that occurs in some automatics. Though it offers a manual-shift feature, we found it best to leave it in Drive as its performance is a bit mushy.

All three Camry engines are equipped with Toyota's VVT-i system (Variable Valve Timing with intelligence) for optimum power and efficiency and lower emissions. All are cast from lightweight aluminum, and all achieve an ultra-low ULEV II emissions rating. Four-cylinder models sold in California produce only 151 horsepower, but meet Partial Zero Emissions Vehicle (PZEV) standards.

The Solara convertible is not as quiet as the other models, of course. Its soft top lets in noise, especially from the rear. Road noise, engine noise, even bicyclists talking to each other could be heard when the top up. Though Toyota claims the convertible's chassis is rigid, we found the level of refinement a bit disappointing. The convertible shudders a bit over potholes, generating cowl shake (the dash shakes).