With the 141-hp (105-kW) synchronous AC motor, the system's overall peak output is 187 hp. That extra oomph wasn't always available, though, since Toyota wisely built in safeguards to prevent battery damage from excessive discharging. In exceptionally hot and cold ambient temperatures, we noticed that the electric motor was slightly more reluctant to lend a hand and also that the gasoline engine directed more of its power to maintain or increase the battery's charge.
Also, it was possible to drain the battery so much that it simply refused to assist the engine. Case in point: Noordeloos drove the Camry to GingerMan Raceway. To reacquaint himself with the track prior to jumping into a vintage GTP racing car, he steered the Toyota onto the course. After just one hot lap, he'd worked the battery so hard that it wouldn't play ball any longer, and the car floundered around GingerMan with a noticeable lack of power.
A more pertinent problem with the power delivery resulted from the sluggish action of the droning CVT--acceleration maneuvers often required advanced planning. One staff member wrote: "It's a good idea to wake up the engine before you turn onto a busy 55-mph two-lane; otherwise--unless you mat the gas pedal--you'll get a moment or two of hesitation while the motor tries to move the car solo."