Most of the interest in Toyota's mid-range cars is concentrated at the moment on the Avensis which, in saloon, hatchback and estate forms, has survived the mystified early response to its front-end styling.

What puts the top-ranked versions of the Avensis into the category of cars likely to interest business users is a combination of passenger and luggage space unrivalled by any other make in the class, and, with the lean-burn 1.8 petrol engine, fuel economy right in among the diesels.

However, above the Avensis, Toyota has almost a "sleeper" in its catalogue. Perhaps because other models are promoted more vigorously, the Camry sometimes slips from view. That is the case in the UK at any rate, although this model name is also used for a car which sells in high numbers in the United States. Less provoking than the Avensis in its outward appearance, the Camry comes with a choice of two engine specifications, and a Sport variant designed specifically for the UK market, with lowered suspension, leather interior trim, various external styling tweaks and 17in alloy wheels.

The standard engine is a two-litre four-cylinder, but the top models use a three-litre 24-valve V6 unit introduced when the latest Camry reached the showrooms.

All versions of the Camry are well equipped in their price category. There is sensible attention to safety features and a good alarm/immobiliser system.

As well as that, the Camry stands up strongly against the opposition when it comes to estimated whole-life costs.

The Sunday newspaper columnist who recently joked about Lexus cars being just Toyotas with different badges could hardly have been more mistaken.

When Toyota's chairman, back in 1983, decided to build ''the world's finest luxury performance saloon'', he was not talking about raiding the corporate parts bin. In design terms, Lexus was to be an autonomous marque, with no bodywork or powertrain elements borrowed from the parent company.

Nearly 4000 personnel - engineers, technicians, stylists and so on - were numbered off to join the six-year Lexus development programme. The pre-production count of more than 900 prototype engines and 450 test cars showed that this was a very serious project indeed.

Lexus started with just one model, the LS400 which, in its current evolution launched on the UK market in January, comes with uprated automatic transmission, while the smooth and powerful

32-valve four-litre V8 engine has a specification one generation on.

Vehicle stability control and traction control are fitted as standard.

They also are standard on the new GS300, Lexus's three-litre sporting executive saloon which was more fully revised at the end of last year. It has the advantage of fresher styling, enhanced ride and handling, and luxury features as well as those for the keener driver.

Both models major on refinement. There are few makes on the world market with such a reputation for top-class materials and quality control, as the Lexus performance in independent surveys has so often shown.