[1] The SXV10's smooth and curvaceous shape, lacking of any hard angles seen on previous Camry models, was not what Toyota product planners originally envisioned for the car.

McCurry also argued that Americans typically travel longer distances on highways, and so a smooth quiet ride and a wide spacious cabin were important.

Other developments pioneered for the LS400 such as sandwiching layers of asphalt resin composites and sheets of steel were carried into the SXV10 platform, contributing to a quiet, isolated cabin.

Toyota also felt it was important to blend the bumper into the metal fenders with minimal gaps and differentiation in visual cohesion.

The development of reducing NVH levels in the cabin was the result of hundreds of engineers, which was revealed by Chris Goffey during a Top Gear review.

Although the underpinnings, doors and fenders, and overall basic design cues were common between the two cars, the smaller Camry sported harder, more angular front- and rear-end styling treatment, with the wide-body model presenting a more curvaceous silhouette.

Once the Japan-only V40 Camry ended production in 1998, this marked the cessation of separate Camrys—a global Camry—and a smaller Japanese domestic market version.

This unit produced 97 kW (130 hp) of power and 197 N⋅m (145 ft⋅lbf) of torque, although the exact figures varied slightly depending on the market.

[22] The SE model differs from the LE and XLE in appearance with the addition of a standard V6 engine, alloy wheels, a rear spoiler, and black side mirrors as well as the sports suspension from the Lexus ES 300.

These station wagon body variants were also made in right-hand drive configuration for export to Japan, badged as Scepter.

Unlike the North American Camry, the 1992–1994 model tail lamps did not include red reflectors or side markers.

[29] Additionally, the rear fascia was updated, now with body-coloured plastic between the tail lamps where the model name "Camry" was printed.

[citation needed] Another change, this time mechanical came in 1996; the 2.2-liter engine was detuned slightly to 93 kilowatts (125 hp) to meet stricter emissions standards.

[32][33] The four-cylinder Camrys consisted of the Executive, CSi and Ultima sedan models teamed with either a four-speed automatic or a five-speed manual transmission.

Like the four-cylinder variant, Camry Vientas were available exclusively in automatic guise and could be distinguished by their colour-coded front grille.

[35] Toyota Australia ceased manufacturing the XV10 at Port Melbourne in December 1994,[36] with inventory stockpiles built up to last into the new year.

[35] The availability of manual transmission on the CSi and Touring Series V6 sedan variants coincided with the update, while the V6 Grande superseded the V6 Ultima.

[35] Also based on the CSi, the Intrigue added air conditioning, CD player, Jacquard upholstery, extra seat-back map pockets, and 15-inch wheels.

Launched in October 1991, European versions featured the registration plate mount situated between the two tail light assemblages as opposed to the bumper-mounted cavity used in all other markets.

All European-market Camrys were produced at the Tsutsumi plant in Japan (except for the wagon, which was imported from the United States, as was the case for the same variant of the Japan-market Scepter).

[57] By the end of 1993, the UAAI venture cars—the Holden Apollo and Nova, along with the Toyota Lexcen—realised sales of 21 percent at best when compared to the models retailed by their original manufactures.

Following the establishment of UAAI, Holden instituted a high-security design centre within the company responsible for producing visual distinction between venture models.

Its autonomy and secrecy from the remainder of the firm permitted the exchange of information regarding the new Camry from 1989, thus allowing a unique-to-Apollo identity to be crafted.

[64] The end result was an Apollo with its own bumper, bonnet, grille and headlamp assemblage up front, coupled to a markedly different rear, with restyled tail lamps and a decklid-mounted, as opposed to bumper-mounted, registration plate cavity.

[72] The 2.2-liter models also featured a five-speed manual as standard fitment, although an optional electronically controlled four-speed automatic transmission was offered at an extra cost—standard and the sole choice on V6s.

The SLX was aimed at fleet markets, fitted with power steering, a radio cassette player, a remote boot and fuel cap release, and electric side-view mirrors.

[76] The higher GS trim built on the SLX level, adding 60/40 split-fold rear seats, variable intermittent windscreen wipers, a four-speaker stereo, tachometer, central locking and a more luxurious interior upholstery style.

The SLX also received a tachometer and rear mudflaps, while the GS variant gained standard fitment cruise control and power windows.

The redesigned Holden logo was also relocated from the JM's grille position to the bonnet, and the rear-end was treated to white tail lamp pin striping.

[84] Enough cars remained in stock until the replacement Holden Vectra arrived in mid-1997,[84] first as a captive import, but locally manufactured after several months.