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Review: 2009 BMW Z4 sDrive30i

BMW's storied history of building roadsters dates back to the original 328 of the 1930s. However, there have been gaps in the brand's open-top lineage, including one extended stretch through the '60s, '70s and '80s. After a dalliance with the bizarre European market Z1, BMW finally got serious about roadsters again in the '90s with the introduction of the Z3.

Earlier this year, the Munich brand introduced what's essentially the third generation of its modern mainline roadster (discounting the aforementioned low-volume Z1 and the Z8) in the shape of its all-new Z4. Upon its introduction, the esteemed Mr. Harley took our first crack at the new "E89" at its Southern California launch last spring and came away with mixed feelings.

To be fair, whenever an automaker builds a new model, there's always a distinction between what the engineers and designers expect of it and what consumers bank on. There's also a big difference between spending a few hours on a prescribed driving route under controlled conditions versus living with a car as a daily driver for a week or longer. So we wanted to spend time with the Z4 on more familiar turf to see what life is like with BMW's newest roadster.

Aside from the Z4's new styling, the most notable change from the previous "E85" generation is the adoption of a retractable hard top in place of a fabric roof. In general, we're not big fans of hardtop convertibles due to the additional space they consume when folded – not to mention the additional weight they carry around. The new Z4 is about five inches longer overall than the last generation, and most of that length has been added to the rear end to accommodate the tin top.

Fortunately, the staff at BMW's DesignworksUSA studio have done an admirable job of maintaining the classic long-hood, rear cockpit proportions in this new iteration. In general, this new Z4 is a huge aesthetic improvement over its predecessor. Elaborate surface development was the order of the day the last time around, but to many eyes, the Z3's sheetmetal seemed to go every which way without much coherence. This time around, there's a more clearly defined flow to the Z4's curves and creases, with forms over the fenders and flanks evoking muscles stretched over a skeleton.



Much to our chagrin, Michigan's rainy skies afflicted much of our time with the Z4, meaning that we had to keep the roof up. However, this situation did help demonstrate that hard-hatted convertibles do offer a couple of functional advantages over fabric lids. When driven in the rain, the Z4 remained as tight and dry as any coupe with a permanent roof. The slim C-pillars also meant that apart from the headrest on the passenger seat and the fixed roll hoop immediately behind it, rearward visibility was outstanding.

Raising or lowering the roof proved to be as simple as holding down a switch at the leading edge of the center console for about 20 seconds. From outside the car, the stowing process appears decidedly convoluted as the rear deck opens, the rear window lifts up and all the assorted bits and pieces fold themselves away. The complexity of these tops always give us pause as a long-term ownership consideration, but we've yet to see any evidence of reliability issues with this top, so perhaps it's just our inner Luddites that long for the simple manual Z-fold of, say, a Mazda MX-5 Miata.



Our tester was a base sDrive30i, and as an entry-level model, our Bimmer was devoid of many higher-end toys like satellite navigation, which in turn meant that it had no iDrive controller. As much as the latest iteration of this all-in-one GUI controller has been improved, we were actually quite happy to have a driving environment free of such complexities, as going without seems more in keeping with the spirit of a roadster anyhow. Thankfully, in the iDrive's place there's a set of well arrayed and pleasingly straightforward controls.

Front and center in the console is a pleasantly short lever for rowing through the six-speed manual gearbox. Directly in front of the driver is a small, reassuringly thick-rimmed three-spoke wheel. Thankfully, it's not so small that it obscures the large speedometer and tach that dominate the instrument cluster. As with most modern BMWs, between the analog gauges is a red-orange LCD display that displays secondary information like mileage, radio stations and so on. The readout is easily legible except when wearing polarized sunglasses.



Unfortunately, there are two elements of the interior that strike us as decidedly out of place in a car that costs $50,000. Higher trim levels get a better covering on much of the dash panel, but the aluminum-look piece on our car was actually plastic and it wasn't fooling anyone. In an apparent move to placate drink-happy Americans, BMW also has tacked a cupholder onto the passenger side of the transmission tunnel, which just begs to be snapped off by an errant knee. There are a pair of cupholders under the center armrest, but they're too far back to be easily accessed. Tellingly, European models don't even bother with the forward cupholder and if we had our druthers, we wouldn't either.

Beverage gripes aside, there's plenty of good stuff to talk about – particularly the seats. The Z4 may not be a hardcore sports car, but that doesn't mean it shouldn't have excellent chairs, and here the roadster scores a solid ten. The seats don't have a lot of adjustments, but they don't really need it. The side bolsters are ample and firm enough to hold occupants in place during truly spirited driving, yet comfortable enough for long interstate slogs. Those with a long hip-to-knee span often find the lower cushion of many seats only reach mid-thigh. Fortunately, the upgraded seats that come as part of the Sport package in the Z4 have adjustable thigh supports that allow the seat cushion to be extended out closer to the mid-leg joint.



BMW's (labored) sDrive30i appellation denotes the company's normally aspirated 3.0-liter inline six-cylinder engine. While we're just as enamored with roaring V8s as the next guy, there's something simply sublime about a great straight-six, and it's a BMW hallmark. Unlike a V6 of any bank angle, inline sixes are inherently balanced without having to resort to band-aids like balance shafts. While the two turbos on the sDrive35i do an excellent job of inflating the torque curve, the more moderate 220 pound-feet of our un-boosted sDrive30i arrives at an eminently usable 2,600 rpm. That means cruising around town is a smooth and effortless process that doesn't require drawing excessive attention to one's self by revving out the engine all the time. That is, unless you want to – in which case the six will happily spin up to nearly 7,000 rpm all day long.

In urban traffic or on the freeway, the Z4 is a happy cruiser. With the top up, it's also a remarkably quiet place for a road trip, although you can still can still hear the pleasant engine note coming through. It's not the glorious wail of a high strung race engine, but it does have a mechanical sound that evokes precision machined internals. With the top down and the side glass up, buffeting is surprisingly subdued – even without any sort of wind blocker. For those interested in running the numbers, a normally aspirated Z4 like our tester will scoot to 60 mph in about 5.5 seconds, yet the EPA rates the Z4 at 19 miles per gallon in the city and 28 mpg on the highway regardless of transmission choice. We saw 23 mpg in mixed driving.

If you enjoy listening to something besides the tires thrumming along on the brushed concrete or the air flowing over your head, you may want to consider a serious upgrade to the stereo system. The base entertainment system simply does not have the auditory oomph required to overcome high speed air flow. Even maxed out, the volume was totally inadequate at 70+ mph.



We had an all-too-brief opportunity to sample another Z4 in the vicinity of California's celebrated Mulholland Highway earlier this year, and while our man Harley was right that the Z4 ultimately lacks the knife-edged feel of at least one of its primary competitors, this is still a car with a a very well-balanced chassis. As it approaches its cornering limits, the rear axle will smoothly drift out at least to the limit of what the stability control system will allow. And when the Bimmer's electronic overlords do intrude on the fun, they do so in a very smooth and progressive fashion. Rather than jerking the car back into line, the system simply holds the car at its the maximum allowable slip angle. As the time for directional changes approaches, the steering allows the driver to make adjustments with precision while feeding back information about how close the tires are to their limits.

Back here in the decidedly less glamorous environs of southeast Michigan, the opportunities for that sort of vehicular merriment tend to be more limited. Most of the roads are of the straight and flat variety, and they're often poorly maintained. The patchwork of random materials that make up many of the surfaces may not be good fun for fans of winding roads, but they do provide an ideal over-the-road laboratory for assessing structural rigidity, and they routinely have windshield frames quivering madly. All due credit, then, to BMW engineers, who have managed to create one of the most solid-feeling convertible structures we've ever experienced – the A-pillars exhibited no movement relative to the rest of the body.



Like all hardtop convertibles, the Z4's roof eats up a significant portion of the trunk space when retracted, and what's left is only accessible through a narrow slot. With the top up, the trunk is rated at eight cubic feet and with the roof stowed, the available space shrinks to just five or six cubic feet. Couples planning a road trip are advised to pack very lightly or run with the top up until they get to their destination.

Admittedly, BMW's latest is probably not the best track day companion, but after spending a week with the Z4, it's clear that BMW never intended it to be. Instead, this is a roadster that excels in the everyday world, yet is still one whose limits can be safely explored without fear that it will reach out and bite. Between its friendly power delivery, robust structure and snug-fitting hard-top, the E89 is a legitimate daily driver for virtually any region in the country. Even mounted with proper snow tires it would make a reasonable case for itself in the winter. So while the Z4 may not provide the last word for the weekend brain-bucket and Nomex set, for the average enthusiast it's a genuine pleasure and a worthy addition to BMW's roadster canon.


[Source: Autoblog]

2011 Ford Mustang GT and 5.0-liter V8 unwrapped early

Thanks to some embargo breaking that's already occurred, we've known for a week that the 2011 Ford Mustang GT would pack a brand new 5.0-liter V8 producing 412 horsepower and 390 pound-feet of torque. We thought those tidbits might hold over the internet 'till the official embargo date lifts early next week, but we were wrong and therefore are still awake at 1:30 AM on Christmas morning writing this post. Thanks to Jalopnik via MustangHeaven via BurlappCars, we have the first images of the 2011 Mustang GT and its new 5.0-liter V8.

You can read more about some of the engine's details that have already leaked here, but let's just take a look see at what we've got. Kudos to Ford for leaving the engine's tippy top unadorned and we also dig those 5.0 badges on the engine and fenders. Nostalgia FTW – OMG! An old fat guy with a sack of stuff just crawled out of my fire place! I think he's a burglar. Gotta go hide the silver

[Source: BurlappCars via MustangHeaven via Jalopnik]

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The Honda Civic Hybrid

If you are in the mart for a compact organism vehicle that offers the same comfort and reliability of a customary sedan, you'll want to consider the Honda Civic Hybrid. The Toyota Prius has become synonymous with organism cars and is unquestionably a good car, but its unique and perhaps quirky outdoor is not everyone's prize of tea. The Honda Insight is belike the most inexpensive organism car acquirable but it has been criticized as being likewise diminutive and lacking in features. The Honda Civic Hybrid, however, is stylish, affordable, fuel efficient, and comes loaded with many great features. In fact, this car ranks #3 out of 35 on US News and World Report's itemize of inexpensive diminutive cars. It is currently the most inexpensive organism in Canada and Energuide rated it as the most fuel efficient compact car in 2009.

So what are whatever of the Civic Hybrid's key features? The 2009 and 2010 editions become with a 4 cylinder 1.3L 110 Horsepower engine, 123 lb-ft of Torque, continuously uncertain transmission, cruise control, anti-lock brakes, noesis windows, noesis locks, and noesis steering. Front, passenger-side, and side mantle airbags, side-impact entranceway beams, far keyless entry, air conditioning, and automated climate curb also become standard. You also have the option of having hot and/or leather seating and instalment Honda's Satellite Linked Navigation System with Bluetooth connectivity. If that's not sufficiency to get you excited, this sweet ride has a rattling decent fuel efficiency of 40 mpg in the city and 45 mpg on the highway. If you already intend a regular Honda Civic and are comfortable with it, the transition to the organism edition makes even more sense because the digit countenance nearly identical. The Civic Hybrid meet needs to attain room for a shelling pack and gets meliorate mileage.

There are many great choices acquirable when it comes to purchase a organism car but the Civic Hybrid is definitely worth a fireman look. If you are earnest about purchase a hybrid, be sure you visit your closest Honda dealer and test intend the newborn Honda Civic Hybrid!

For comprehensive information on the Honda Civic Hybrid including specifications, reviews, pictures, and pricing go ahead and log on now to: http://www.hondacivichybrid.org.

Article Source: http://EzineArticles.com/?expert=Safiur_Rahman

Aston Martin Driving Experiences

Founded in 1914 by Lionel Martin, Aston histrion came into existence under the principles of individuality, high quality, distinction and exhilaration. There were whatever twists and turns throughout the 20th century but now, in the 21st century, the founding principles are perhaps expressed more than ever in the stunning designs of the V12 Vantage, the Rapide, the DBS and of instruction James Bond's favourite - The DB9.

There is little doubt that Aston histrion makes absolutely stunning cars. Those that witness much a automobile expiration by on the street are probable to encounter themselves temporarily distracted by the beauty of the design and the calibre of position seeping from it's presence. Of course, everyone has their possess opinion but it crapper probably be safely said that, in the eyes of the eld of people, Aston Martin's are mayhap the most attractive sort of super automobile in the entire world. Some grouping dream of being healthy to encounter discover first hand just what it feels like to intend much a prestigious sort of sports car. It doesn't hit to be a dream.

These days there are so whatever opportunities acquirable for those willing to reach discover and grab them, one much possibleness is the chance to intend one of these masterpieces around a track. Many grouping are alive as to what dynamical experiences are but for those who don't know; a dynamical experience is where a member of the open crapper intend behind the wheel of a fully fueled and ready-to-ride sports automobile and intend to their heart's content around a real vie track. This is not exclusive a huge thrill, but there is also a sense of accomplishment that comes with dynamical a automobile that is at the pinnacle of the automotive hierarchy.

There are whatever assorted locations acquirable every across the country should you want to verify up the contest of dynamical an Aston Martin. Companies that provide these experiences mostly essay to attain it as accessible as possible with a arrange of acquirable nation wide locations so every you hit to vexation most is motion up and burning whatever rubber! Generally, the exclusive restrictions are that you requirement to hit a manual dynamical licence and you requirement to be in good health. The full event module commonly verify most 3 hours and every training regarding the direction of the automobile and the direction of the road are given before you intend strapped into the Aston Martin. The pedagogue module be fully qualified in teaching you the ins and outs of the automobile and they are often racing drivers themselves, so they module not exclusive be healthy to candid you safely around the road but module also be healthy to pass you a few racing hints for better automobile control.

Upon arrival, you module be ushered into a country briefing that module inform you that the automobile you are most to handle is very powerful (but then that's ground you are there!) and general rules of the road module be explained. Then you module be taught the tricks of the trade: how to stay in curb when dynamical forcefully, a rather useful skill to acquire. Your pedagogue module then intend you around the road in a diminutive sports automobile of whatever sort to familiarise you with the sensation of belting around the track, as well as showing you the racing lines and journeying dynamical techniques. Then the automobile is upgraded to something with a little taste more of a kick, much as a Porsche, so that you crapper show the pedagogue how it's finished and intend your first sample of the noesis you are most to witness.

Then comes the moment you hit been waiting for. You intend discover of the automobile and start travel towards an Aston histrion V8 Vantage for a few laps of one of the most intense feelings you are probable to ever experience. Words cannot describe the feelings in store, but maybe whatever figures module help: 380bhp...170mph...0-60mph = 4.2 seconds. Many grouping believe that with a automobile of much noesis and much speed, the pedagogue is in locate to attain sure that you don't push the automobile likewise hard. People often encounter however, that the exclusive abstract stopping them from pushing the automobile harder and faster around the mineral is their possess reluctance to do so. The pedagogue is more than probable going to be nudging you to go faster or pointing discover where to accelerate earlier discover of a corner; they really essay to provide you the best experience possible and so they should they should, it's their job and it's your money!

As if that wasn't enough, as presently as you hit evidenced yourself and travel discover of the Aston histrion you are probably going to be shoved in the general direction of a lightweight racing car. Lightweight racing cars, much as the lower formula relatives of F1 cars, are purpose-built racing machines with no another determine than going as fast as possible. After working up to the Aston histrion and proving that you crapper handle the insanity of much a machine, your pedagogue module wander off (probably for a cup of tea) and provide you the freedom of a automobile that really lets you see the vie track.

Overall, Aston histrion dynamical experiences are truly exciting once in a life instance opportunities. If you want to intend an Aston histrion or you want to allow a friend or loved one to do so, you hit digit choices: fork discover in excess of £50,000 for the permit of owning your very possess Aston histrion so you crapper intend around the streets of your village; or intend together a few cardinal pounds and track one around a determine built track. No speed bumps, no traffic lights, no cyclists! This is the ultimate possibleness to travel into the concern of James Bond and intend like him. This is sure to be the experience of a lifetime.

Red Letter Days provide high calibre adventure & activity gifts for every occasion. Our wide arrange of gift experiences module cipher any present buying dilemma. Purchase an activity gift voucher to provide someone an unforgettable gift.

Article Source: http://EzineArticles.com/?expert=Patrick_McAleenan

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First Drive: 2011 Toyota Sienna

The Plymouth Voyager and Dodge Caravan minivans revolutionized family transportation when they were introduced back in 1983. Nevermind that Volkswagon had been selling people-friendly vans for decades, it was Chrysler's "magic wagons" that came to define the minivan for Americans. With decent car-based road manners, easy-access sliding doors and clever packaging, minivans quickly replaced the station wagon as our favored Wally World-bound chariots. Minivan sales peaked at more than 1 million sales in 2002, but the following year, customers discovered something else: The SUV.

The minivan has a chance at a comeback... cool or not.

Overnight, minivans and their drivers turned into punchlines – an emblem for those who'd given up on driving excitement. Despite the traditional minivan's utility, drivability and fuel efficiency, the masses flocked to Hummers and GMC Denalis, but the SUV's reign was short-lived. Skyrocketing fuel prices have made family-friendly crossovers the new hot commodity, but Toyota – even with its line of competent CUVs – hadn't given up on the minivan just yet. In fact, Toyota predicts that the minivan market will grow by 30 percent over the next few years (to about 600,000 units), as young families and empty-nesters once again discover the inherent merits of a car-based box with sliders. But while minivans are no doubt practical, they're far from cool.

The 2011 Toyota Sienna was designed to challenge that assumption.

Patterned after the F3R concept, the new Sienna apes the Honda Odyssey's square shoulders but grafts on a Venza-like nose and tail. There's something for everyone with five different trim levels, two different engines, front- or all-wheel drive, and even a sport-tuned SE edition. Yep, Toyota thinks the world is ready for a sporty minivan. They recently invited us down to sample their new range of people movers, and we spent a day driving them up and down the coast, along freeways and around neighborhoods, and even down one of Southern California's famed canyon roads, all in an effort to prove that the minivan is ready to be thrust back to the top.

When first approaching the 2011 Sienna, you're immediately taken with its width. The Toyota family face is spread wide across the low snout, the body is more muscular with high shoulders and hidden slider rails, and the tail is cleaned up with its large roof spoiler covering the relocated rear wiper. It's a clean, contemporary look that boasts an un-box-like drag coefficient of just .306. The van was designed at Calty, and all of the engineering and development work was done in Ann Arbor. Production will continue at the Princeton, Indiana plant that builds the current Sienna, making this an All-American effort. Toyota thinks it can sell 100,000 of them per year. On looks alone, ToMoCo probably has a good shot.

There will be five different trim levels when the Sienna goes on sale next February: Sienna (base), LE, XLE, Limited and SE. There are several detail differences to tell them apart. The grilles on the Sienna, LE and XLE have black bars with a lower chrome surround, while the Limited grille is all chrome. XLE and Limited get extra chrome bits and XLE, Limited and SE come standard with foglamps. The SE really stands out (below, middle) with a blacked out mesh grille, a front airdam, recontoured rear apron, rocker sill extensions, darkened chrome all around and clear taillight lenses. Although it's only been lowered a bit due to its stiffened coils and dampers, the SE's aero tweaks really emphasize its low, wide stance.




The other major trim-level tell will be the wheels. They're all alloys, ranging in size from 17 to 19 inches, and even the smallest fill those rounded wheel wells nicely. The base Sienna and LE get budget-looking five-spokes, XLE models wear shiny seven-spoke designs, Limited and AWD models sport sharp-looking polished ten-spokers and the SE gets a darkened six-spoke pattern. The AWD models really caught our attention because they were wearing the latest Bridgestone Turanza run-flats. During our driving, those run-flats were a bit of a revelation, riding and handling just like conventional tires. They promise much better performance when air levels drop, thanks in large part to their scalloped sidewalls that keep them cool.

As big as the exterior changes are, the interior is this van's main attraction. Although the third-generation Sienna has the same wheelbase and sits on the same platform as the outgoing model, it's actually a bit shorter overall, yet still manages to cram an extra two inches of interior length into the cabin. Cargo volume has gone up, with space behind the third, second and first rows measuring in at 39.1/87.1/150 cubic-feet respectively. It feels even bigger than that inside thanks to a new tri-tone color scheme that keeps everything above the beltline light and airy.

Despite the addition of a four-cylinder option for the first time, Toyota says it's reduced total Sienna vehicle combinations by a whopping 80 percent. Options lists will shrink as Toyota is going the Honda route of making the customer move up a trim level to get extra equipment. Despite that, there are even more combinations of trim levels, drivetrains and seating configurations than before.



Lowering the third row is now a one-motion affair, with a single handle pull bringing either portion of the 60/40 split bench up and over into the floor. A power option makes it even easier to make the seats disappear and reappear. We positioned ourselves back there for a spell and have to say, this is where minivans shine. Compared to a third row in an SUV, we wouldn't have nearly as many reservations about riding back there on long trips. Heck, the seats even recline now and getting to that comfy bench is a whole lot easier thanks to the new second row Tip-Up and Long-Slide feature.

Lounge Seating plus a 16.4-inch LCD turns the Sienna into a private theater on wheels.

However, the second row seats in this newest Sienna are probably going to get the lion's share of oohs and aahs. Whether in seven- or eight-seat variety, they have a long slide range of nearly 26 inches for great third row access or to allow parents room to stand in front of the seats as they buckle their kids in. The optional eighth seat is a foldable unit that easily pops out and fits into a clever storage cove on the driver's side of the rear cargo area. That brings up the one issue some people might have with the second row seats: They don't fold flat into the floor like the Chrysler Stow 'n Go system. When asked abut this seeming oversight, the Toyota reps were quick to explain their choice.

Anyone who has sat in the Chrysler's second row seats can tell you that they aren't the most comfortable place to be on long trips. The sacrifice in padding needed to get them to fold flat into the floor is noticeable even on short jaunts. Toyota thought long and hard about it and decided that people are in those seats more often than large objects occupying the cargo area. In short, Toyota's engineers say they chose passenger comfort over cargo loading ease. As if to put an exclamation point on that decision, Toyota now offers a Lounge Seating package on Limited models that features two ottoman equipped recliners -- similar to the rear thrones in the $408,000 Maybach 62.




Second- and third-row passengers can also enjoy an optional 16.4-inch dual-view LCD screen that unfolds from the headliner while dropping jaws. It can display two separate signals side-by-side or one single standard or widescreen program. Despite its large size, it doesn't block the driver's view out the back – we checked. That screen also adds A/V jacks to the back of the center console, a DVD player in the lower portion of the center stack and a remote control. There are optional wireless headsets too, that, with the addition of the Lounge Seating, turns the Sienna into a private theater on wheels.

The front seats are enlarged, multi-adjustable, supportive and comfortable. The Limited model adds a two-position memory function for the first time and between the seats you'll find a handy floor (purse) tray at the base of the center stack. Not all models include a center console, but those that do get a huge central compartment, cupholders and an optional rearward slider feature. All trim levels get a tri-zone AC system that's been painstakingly engineered to reduce sound from the fan and through the vents. The reps went on about a sophisticated system of phase-shifting noise cancellation, "Air Cap" ducts, and additional sound deadening material. We tried it out and have to admit it wasn't any louder (or quieter) than any other system we've used. The system is manual except on XLE and Limited, which get automatic climate control, and the HVAC controls are right where you'd expect them to be – well laid out along that signature dash swoop and easy to use.

Stylish as it might be, the swoop is there to give front seat occupants a "60/60" split of the space. By bisecting the area, it makes it feel like you are getting 60 percent of the space, whether you're in the driver or passenger seat. It actually works well in practice, especially on models with the floor console. The swoop is solid colored on most models, carbon fiber-esque on the SE and wood on the XLE and Limited, with the Limited variant getting a smart-looking leather and wood steering wheel as well. And to keep everyone safe, there are seven airbags and active headrests as part of the Sienna's pre-collision system, ABS, traction control, stability control, brake assist and electronic brake distribution.




Stereo systems are all AM/FM/MP3/CD and with XM-readiness, Bluetooth, auxilary audio jacks and USB ports standard on most models. The Limited gets an upgraded ten-speaker JBL system to itself, while XLE and Limited buyers can also add a voice-activated touch-screen DVD navigation system that takes the spot normally occupied by the stereo. That sat-nav system is a sixth-generation Denso unit that's incredibly intuitive and capable of understanding English, Spanish and French voice commands. You can even search by company or chain name, making it almost too easy to find the closest In-N-Out Burger. And that's not even the best part of the system.

The unit also displays Toyota's new Panorama backup camera feed, which offers an industry-first 180-degree view of what's behind the vehicle. It makes backing up and parking both easier and safer, with handy guidelines and steering-based projections projected on the screen to help you slot in perfectly. We did, however, find one parking lot with weathered lines and the system decided to basically create its own space for us diagonally across three spaces. It's not infallible, but the wide-view feed of what's behind you is terrific in most all conditions.

On vehicles with backup cams but no navigation, the image is displayed on the 3.5-inch multi-information display at the top center of the dash. That unit also displays clock, outside temp, HVAC info, open door indicators, cruise info and Eco Driving mode graphs. That Eco graph shows fuel consumption in a simple black and white bar graph that struck us as somewhat counterintuitive, with the white bar getting longer the harder you pressed on the accelerator. A minor quibble, but kind of odd given the high quality displays elsewhere. A front radar parking assist system is standard on Limited and optional on XLE, and the Limited also offers an optional Dynamic Radar Cruise Control that keeps a safe distance between you and traffic ahead.




The overhead console has an eyeglass holder, conversation mirror, the Safety Connect controls, power slider controls (standard on all but the base Sienna) and sunroof controls on vehicles so equipped. Limited models can actually be ordered with dual sunroofs. The dash features an upper and lower glove compartment, both of which should be big enough for most needs. Although these were preproduction cars, the materials felt good and featured graining that should keep them free of fingerprints a little better. The fit of some of the dash pieces was a little off, but we expect that to be fixed by the time the vans go into production early next year. The cloth material on the Sienna and LE models left a bit to be desired, but the cloth, leather and leatherette fitted to other trim levels felt good overall.

A hybrid Sienna might work its way into the mix, but Toyota's tight-lipped for now.

The gauges look essentially similar on all trim levels, with an overlapping combination meter design. The SE gets sporty-looking black on white units with red needles and there's a "Start/Stop" button on Limited models (and some XLEs) with Toyota's Smart Key System, allowing keyless entry at any port. Overall the interior is clever, versatile, functional and comfortable. Visibility is good and the color scheme really makes it feel even roomier inside. Controls and switches are intuitively placed and feel high quality for the most part. We even got used to that dash-mounted gearshifter in no time flat.

Behind that shifter is Toyota's new six-speed automatic transmission, which handled the tasks we asked of it well. Front- and all-wheel-drive Siennas are available with the carryover 266-horsepower, 3.5-liter V6. The bigger news is that Sienna and LE models can now be ordered with the Venza's four-cylinder engine. We thought the 187-hp, 2.7-liter unit might struggle to move the new Sienna (which has gained almost 100 pounds over the current generation), but it handled most duties just fine. Compared to the V6 mill, however, fuel economy of the four-pot isn't stellar. It still leads the class, though, clocking in at 19/26/22 mpg for city, highway and combined cycles respectively. But with the V6 models' similar ratings (18/24/20 for FWD models and 16/22/18 on AWD variants), the four-pot seems to be there just so Toyota can keep the entry-level 2011 Sienna below the current van's $24,600 starting price. A hybrid might eventually work its way into the mix, but for now the Toyota folks are tight-lipped.



The brakes felt strong and had good feedback, giving us a confidence that somehow made the whole vehicle feel lighter on its feet. We can't really say the same for the steering, however. Toyota is using an all-electric power steering system on the Sienna and although we like the fact that it reduces weight, complexity and cost, the brain behind it seems to get tripped up too often. It tries to predict conditions based on driver and sensor inputs, then constantly adjusts the ratio, with the net effect of creating an artificial feel that doesn't inspire much confidence when pushed – even a little bit. We know that most people won't be chucking their minivans through the twisties, but with the marketing emphasis on this being a sporty, cool minivan, we'd like a bit more from this system. Too bad they all can't have the SE setup.

The SE takes the same basic components and stiffens everything up with a quick software update that makes the vehicle much more driver-oriented. Coupled with the suspension changes that make up the SE package, we can honestly say that the SE was an eye-opener. All of the new Sienna models handled and rode reasonably well with very little body roll, squat or dive. The SE, on the other hand, felt almost tossable, although bumps were less dampened. How'd Toyota pull it off? Chief Engineer Kazuo Mori is an autocrosser.

After 17 years stuck designing commercial vehicles and minivans instead of his favored sports cars, Mori-san says he finally decided to hide a sports car under a minivan to slip it past the guys at corporate. He says he had to fight to get the SE into the lineup as the higher ups didn't think it made sense. Of course, it doesn't make sense. It's a minivan with carbon fiber bits inside, a lowered stiff suspension and a body kit. And that's exactly why we like it. Even if it doesn't sell in any significant quantity, the mere fact that it exists automatically elevates the entire range. While we'd probably choose a Sienna Limited for its lounge seats, widescreen monitor, dual sunroofs and all the bells and whistles, we would still want the SE's stiffer suspension and firmer steering as an option.



When Toyota told us it was hoping to be a major player in a revitalized minivan market, we didn't really know what to think. While we understand the inherent goodness of the minivan as a family hauler, we weren't privy to Toyota's research about younger families. They don't necessarily see "minivan" as a bad word. They want functionality above all else, but wouldn't mind a bit more style. When Toyota told us they hoped to make the minivan cool, we thought they may have dipped too deeply into the holiday eggnog.

Then we saw the 2011 Sienna at its LA Auto Show unveiling in November and decided they had a chance. After driving the whole lineup, including the sport tuned SE, we were impressed with the Sienna's composed road manners and surprising performance, even with the new four-cylinder base engine. Prices haven't been announced, but if they start at less than $25,000 as anticipated, Toyota has a good chance of selling the 100,000 Siennas it's predicting. And having the SE in the lineup might just be the ace up its sleeve, proving that the minivan has a chance at a comeback... cool or not.

[Source: Autoblog]