DANA POINT, CA – Minivans. They’re the Rodney Dangerfield of the auto industry.
Despite having spacious interiors, with ample room for scads of passengers and cargo, easy ingress and egress (sliding doors!) and often times luxuriously appointed cabins, they suffer a reputation as the world’s pre-eminent rug-rat mobile.
With the exception of its new sport SE trim – more on that later – the third-generation, ’11 Toyota Sienna doesn’t try to change the paradigm and gladly says, “I’m for soccer moms.”
The revamped van goes on sale in February at U.S. Toyota dealers, with SE and 4-cyl. models joining showrooms a few months later.
The new Sienna will be available in five grades: the new SE, plus returning Sienna base (renamed from CE), LE, XLE and Limited trims. And it improves on its predecessor and competitors in exterior styling, fuel economy, roominess and amenities.
Its only fault is substandard interior materials.
The minivan segment is heading for a 25-year volume low in 2009, Ward’s data shows. Only 385,694 units have been sold through November, in a sector that once accounted for 1 million units annually.
With many brands having axed minivans from their portfolio (Chevy, Ford and Hyundai included), Toyota sees an opportunity to secure more buyers for itself. Its own research indicates most Gen Y buyers aren’t giving minivans the cold shoulder, so the auto maker predicts the segment soon will return to annual volumes topping 500,000 units.
Although minivans are notoriously difficult to style with any sense of individuality, Toyota has done a nice job making the ’11 Sienna look neither blobby nor boxy, with just the right amount of curves, hard edges and flourishes.
The grille design, with blade-like bars and rimmed in chrome on all but the base model, is especially attractive. Sport-grade SE Siennas have a unique grille featuring a blacked-out diagonal egg-crate design.
Proportionally, the Sienna appears more wagon-like than the current model, due somewhat to designers slicing 0.8 ins. (2 cm) in width from the previous generation and widening the front track up to 2.1 ins. (5 cm).
There are two engines to choose from, a 2.7L 4-cyl. and carryover 3.5L V-6. Both are all aluminum, with dual independent variable valve timing with intelligence.
The 4-cyl. has a wealth of technology meant to reduce noise, vibration and harshness and improve fuel economy, including a variable-length intake manifold, which boosts low- and mid-speed torque by allowing for higher gear ratios.
Also reducing NVH are insulated headliner ducts and a divider in the air-conditioning ducts that redirects air flow.
The topography here isn’t suited to driving a 7- to 8-passenger vehicle with a 4-cyl. And, despite its 187 horses, the 2.7L grumbles a bit as it revs to climb steep inclines.
In other models, such as the Venza, the 4-cyl. is a standout in terms of acceleration. And with its relatively quick torque peak in the Sienna – 186 lb.-ft. (252 Nm) at 4,100 rpm, the engine is a fine choice for buyers in flatter regions.
The 266-hp 3.5L V-6, which Toyota uses in numerous applications, including the Camry sedan, is a better bet for the locals. It too provides solid torque and an aggressive tip-in, even in non-SE grades, allowing suburban soccer moms to unleash their inner Danica Patrick.
As to be expected, shift busy-ness is prevalent through the hills, but all gear changes are smooth and well-timed from each of the two engines’ unique 6-speed automatic transmissions.
Toyota pegs fuel economy for the ’11 Sienna at a best-in-class 26 mpg (9.0 L/100 km) highway with the 4-cyl., which is offered with front-wheel drive only. However, Toyota is the only manufacturer offering a 4-cyl. in a traditional minivan in the U.S.
| Vehicle type | Front-engine, front-wheel-drive, 5-door van |
| Engine | 3.5L DOHC V-6 with aluminum head, block |
| Power (SAE net) | 266 hp @ 6,200 rpm |
| Torque | 245 lb.-ft. (332 Nm) @ 4,700 rpm |
| Bore x stroke (mm) | 94 x 83 |
| Compression ratio | 10.8:1 |
| Transmission | 6-speed automatic |
| Wheelbase | 119.3 ins. (303 cm) |
| Overall length | 200.2 ins. (509 cm) |
| Overall width | 78.1 ins. (199 cm) |
| Overall height | 70.7 ins. (180 cm) with roof rails |
| Curb weight | 4,590 lbs. (2,082 kg) |
| Base price | TBA |
| Fuel economy | 16/22 mpg city/highway (15/11 L/100 km) |
| Competition | Honda Odyssey, Nissan Quest, Kia Sedona, Chrysler Town & Country, Dodge Grand Caravan, Volkswagen Routan |
| Pros | Cons |
|---|---|
| Great package | Minus the interior |
| SE truly sporty | Will buyers care? |
| Cool features | Need perfecting |
Ward’s was unable to test for fuel economy in our 4-cyl. LE Sienna, which lacked a mileage computer.
Real-world fuel economy in three V-6 models driven fell short of estimated averages just once.
A FWD top-grade Limited returned 17.5 mpg (13.4 L/100 km), below the 20 mpg (11.8 L/100 km) average.
But coasting down a tall mountain helped push mileage in a FWD SE to 31.6 mpg (7.4 L/100 km). In a test of an LE with AWD, we netted 18.5 mpg (12.7 L/100 km), just a notch better than the 18 mpg (13.1 L/100 km) rating.
In FWD V-6 form, the ’11 Sienna matches the Honda Odyssey’s 20-mpg average on models with cylinder deactivation.
Toyota again is offering all-wheel drive as an option on the Sienna (V-6 LE, XLE and Limited trims only). It projects a 10% take-rate.
Toyota switches to an active torque control AWD system, with an electro-magnetic coupling, from the previous Sienna’s Torsen-type. The new system uses sensors telling it when to kick on and send power to the rear wheels, improving fuel economy and acceleration, Toyota says.
The SE, available only with the V-6, shockingly lives up to the hype. Sienna chief engineer Kazuo Mori, a sports car enthusiast who keeps getting assigned minivan projects by Toyota, released his frustrations by creating a performance grade to appeal to buyers who might otherwise shun a minivan.
A Sienna SE won’t be confused with a Lexus IS-F, but it does track nicely through the corners and has almost zero body lean, even in the mountains here.
The Sienna rides on the current model’s platform and keeps MacPherson-strut front and torsion-beam rear suspensions. The SE’s suspension is lowered, and rack-and-pinion electric power steering, standard on all Siennas, is specially tuned for sportier handling.
Unfortunately, the interior keeps the Sienna from achieving an A grade.
If held up against Chrysler Group LLC’s minivans, the ’11 Sienna’s interior is above average. But it trails the current Honda Odyssey in material quality.
The interior of the LE Sienna, the lowest-priced trim available here, is spartan, with no center console between the front seats; small, color-keyed front door handles; and fuzzy fabrics, including a rat-fur headliner.
Hard plastic trim abounds, and cubby lids and drawers wobble when opened and closed. Some glaring fit-and-finish issues are noted in our pre-production testers as well, including sharp edges on dash trim. A piece ringing the shifter was askew in some models here.
Unfortunately, stepping up to the XLE and Limited versions nets buyers no better headliner or soft-touch trim pieces. But a center console is standard, as is a more upscale cloth fabric for the seats.
The SE Sienna has the best-looking interior: mostly dark, with smooth, black-and-gray dot-dash-patterned cloth seats. The edges of the SE’s front seats are trimmed in black leather.
Functionality is a huge part of why people buy minivans, and the Sienna doesn’t disappoint in this respect.
A purse holder is standard and placed between the front seats, and there are 10-12 cupholders depending on seating configuration.
The second-row seats in 7-passenger models slide along a 26-in. (65-cm) track, making it easier to reach the third row or allowing more room to stretch out in the second.
The Sienna’s much-publicized footrests, standard on XLE AWD and Limited trims, rate so-so. They are manual, and extend up easily enough, but one needs strong legs to shove them back down.
Also, even with second-row seats slid all the way back, feet crumple against front-row seatbacks when footrests are fully extended.
But all seating positions, even the usually dreaded third row, are comfortable. Toyota says it nixed any notion of a Stow ʼn’ Go-type seating system to retain second-row comfort. A wise choice.
In addition to footrests, the other gimmick is a 16.4-in. (41.7-cm) widescreen liquid-crystal display screen developed by Panasonic Corp. Resolution is fantastic in a demo playing of “It’s a Wonderful Life,” with even the tiniest snowflakes crystal clear.
However, young George Bailey becomes comically distorted in the super-wide (bigger) and ultra-wide (biggest) settings. Wide viewing, just a notch up from normal, is better.
The DVD system also allows for two normal-sized images to be viewed side-by-side at once, quelling any kid kerfuffles over what to watch.
In Limited models, the third-row seat is offered with much-welcomed power operation, although there’s a learning curve in using the headliner-mounted control buttons.
Second-row seats are removable. The middle-row seat in 8-passenger models weighs just 13-14 lbs. (6 kg) and stows in the cargo area. The captain’s chairs weigh about 50 lbs. (23 kg) and with the footrests are 75 lbs. (34 kg) apiece.
Safety is a huge part of any minivan buyer’s shopping list.
Toyota checks off most boxes with seven standard airbags, including a driver’s knee airbag.
All Siennas include Toyota’s Star Safety suite of technologies, which includes electronic stability control. The ’11 Sienna’s ESC is enhanced, integrating engine output with braking and steering control for improved cornering and stopping performance.
Limited grades offer an optional pre-collision system and Toyota’s Vehicle Dynamics Integrated Management, which has electronically controlled braking and hill-start assist control.
While there are head restraints at all of Sienna’s seating positions, only front-seat units are active. And the head restraint in the middle second-row seat in 8-passenger models doesn’t extend up far enough to adequately protect taller passengers.
Toyota expects full-year sales for the new Sienna at 100,000 units. Through November, Sienna is running 30.8% behind year-ago, with 75,509 units delivered. The Odyssey is the No.1 seller, with 91,167 units.
The LE trim is expected to account for about half of ʼ11 Sienna sales. The XLE is seen taking 25% of the mix, with the Limited at 10% and the base and SE grades together accounting for 15% of demand.
The 4-cyl. is standard on base Siennas and optional on LEs. LE buyers are expected to opt for it 15%-20% of the time.
With Honda Motor Co. Ltd. and Nissan Motor Co. Ltd. due to release new versions of their minivans next year, Toyota doesn’t have much of a jump on the competition.
For now though, the Sienna boasts good comfort and functionality, as well as solid performance and fuel economy for a vehicle its size.
But it needs some better interior materials, at least in the XLE and Limited trims, to match the current Odyssey and justify what is sure to be a high price point. FWD ’10 XLE and Limited Siennas begin at a not-so-cheap $29,725 and $35,665, respectively.
Satellite TV, power open and close footrests and a blind-spot detection system would be nice additions to the lineup.
Come to think of it, so would a van that cleans itself, stops fights among the kids and serves food. Maybe by the next-generation.
