2009 BMW Z4 sDrive30i is an easy lover

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.

2010 Subaru Outback adds size, power and refinement for a big wagon winner

Even in the face of a bleak economy and dreadful auto sales, Subaru managed to have a breakout year in 2009. Products like the Forester and the Impreza helped Subaru achieve consistent year-over-year gains while the Japanese automaker continues to post stellar quality ratings through J.D. Power and Consumer Reports. And the accolades don't stop there. The new-for-2009 Forester was crowned the 2008 Motor Trend SUV of the year, and this year Subaru accomplished a surprise repeat taking the award for the second straight year with the 2010 Outback.

However, the new Outback isn't the capable, milquetoast lifted station wagon we've come to know and respect over the years. It's now bigger. Quite a bit bigger, performing a similar wagon-to-crossover transformation that the Forester pulled off a year earlier. Granted, the Outback is only two inches taller and wider, and a mere three inches longer between the wheels, but the result is a wagon that looks much larger than the model it replaces. We've come to expect that kind of growth in a world of constant size and weight one-upping, but we had to wonder – has increased functionality come at the expense of entertainment once again? We snagged a six-cylinder Outback to find out.
In 3.6R Limited trim, the story starts with a great powertrain and gets better from there. Subaru's 3.6-liter boxer six-cylinder pumps out a worthy 256 horsepower and 247 pound-feet of torque. This admittedly doesn't sound all that spectacular when 269-hp Toyota RAV4s and 290-hp Buick Enclaves roam the landscape. But the boxer six feels beefier than the sum of its numbers primarily because power delivery is so fluid and consistent. The engine is mated to a five-speed automatic that plays well with its six-pot partner, and while Subaru provides paddle shifters to row your own gears, the smooth, well-timed cogswaps of the auto 'box negates the need.

Despite its upgraded proportions, Subaru engineers worked hard to keep weight down. Our loaded Outback 3.6R Limited tester weighed in at just over 3,600 pounds – some 400 pounds lighter than a comparably equipped Toyota Venza with all-wheel drive, one of the Outback's main competitors. Subaru was able to keep the pounds down through the use of high strength steel, making the structure both safer and lighter than a more rotund CUV. The Outback's relatively restrained tonnage helps the boxer six feel that much more potent when pushed, and the weight reduction pays dividends in the braking department, allowing the Outback to be halted with minimal fuss on wet or dry pavement.




But while the 3.6-liter boxer is good, it's the symmetrical all-wheel drive that wins the day. We put the Outback through its paces on dry pavement, through a torrential downpour and some muddy terrain and were always well within the limits of adhesion. In fact, the Outback's seemingly never-ending traction begged us to drive harder and faster as the week wore on. How hard? Over the course of the first two days, we averaged a relatively robust 23.8 mpg in mixed driving and by the end of the week our relentless flogging dropped that figure down to just over 20 mpg – still laudable considering we spent a lot of time with the long pedal pegged to the floor.

And thanks to the Outback's reasonable weight and excellent AWD, this Subaru feels closer to a sports sedan than a 63-inch tall wagon. Aggressive cornering is a snap, with minimal body roll and the aformentioned constant supply of traction. And the Outback doesn't just feel car-like in turns. It may have a best-in-class 8.7 inches of ground clearance and surprising off-road chops, but on the highway, this tall wagon transforms into a sophisticated cruiser. While the occasional bump found its way into the cabin, the intrusions were far from jarring and the firm steering provided ample feedback whether pointed straight or winding our way through the bends. But while it's hard to find significant fault with the Outback's power and handling, our red pen finally gets some use when discussing the Outback's interior.



Any family-friendly wagon needs a warm and inviting cabin that's configurable enough to meet the needs of large clans and empty-nesters alike. Subaru gets the job done, for the most part, with great leather-clad front seats with sufficient support and bolstering, back seats that fold flat in a cinch and an easily read instrument panel. And lucky for us, the best seat has been reserved or the driver. The steering wheel is meaty and pleasing to the touch and we had little trouble figuring out the navigation system or HVAC controls. However, we were disappointed that the only way to change radio stations was via the LCD screen or on the steering wheel. To make matters worse, you have to push the radio tuner knob to display the stations. Not particularly intuitive, and with no redundant control buttons on the center stack and a somewhat confusing array of buttons on the steering wheel, things aren't exactly WYSIWYG.




But as far as accommodations are concerned, rear seat passengers should be pleased with their surroundings, and the Subie easily swallowed a 46-inch LCD TV with the second row stowed. We were a little confused on how to operate the rear middle safety belt, but after a few minutes of searching, we found the belt tucked into the roof of the Outback's cargo area. The center passenger needs two latches as well; one secures the shoulder belt and the other secures the attached lap belt. This odd contraption is less than desirable because even a ten-year-old couldn't secure the belt without assistance – and the presence of two belt fasteners means rear seat occupants have to make due with a little less hip room. There has to be an easier way – and there is in nearly every other CUV on sale.

Although Subaru has picked up its game in many areas, the Japanese automaker still struggles with the quality of its interior materials, and the Outback is no different. While the seats are stitched up in a relatively high quality leather, dash materials are hard plastic and the center stack feels a bit bargain basement. We know that our tester was a nearly full-boat example, but when you pay $34,685 for a crossover, we expect somewhat nicer instrument panel materials than what the Outback offers.



Subaru makes some... interesting looking vehicles. Or homely, depending on your perspective. That said, we thought our Outback, while far from the beauty queen, looked good in blue, with its subdued 17-inch alloys providing just enough visual spark. Its up-sized proportions play out well in the sheetmetal and the more sophisticated front end shows that Subaru is learning from past mistakes (see: Impreza, Tribeca), though it still has a ways to go. Plastic cladding is still present all around, but for 2010 the look is far less agrarian and the two-tone theme is finally muted compared to its immediate predecessor.

Subaru has managed to combine a superb engine, capable AWD, impressive handling, capacious interior and improved looks into a functional, family-friendly package. What's more, it's created a psuedo-CUV that encourages you to enjoy the journey. There's something undeniably rewarding about a vehicle that pushes you to drive more, do more and have more fun. The Outback just has that kind of moxie. One minute, you're slogging along on the daily commute and the next, you're looking for a 50-acre sandbox to play with your pet boxer. That's an attribute few crossovers (big or small) can manage, and further proof that Subaru's recent good fortunes aren't likely to stop anytime soon.

2009 MTM Audi A3 Sportback is a singular sport (with) utility

In the automotive world, price is increasingly a function of degrees. How's that? Dial in a faster windscreen angle, aggressively rake the rear glass and – voilà! – you've just padded your margins to the tune of a few thousand bucks. Take a plain-jane sedan, hire some stylists to turn it into a "four-door coupe" with a racy greenhouse, and you can use the same mechanicals and still charge a mint. The same goes for crossovers – just steepen the backlight and you're in the ducats. Not convinced? See the Mercedes-Benz CLS and BMW X6 for field notes.

MTM is planning on selling only 15 of these in the U.S.

We note all of this because we're sure you're going to look at the upright profile of this MTM Audi A3 Sportback and dismissively turn up your nose when you learn its pricetag is around $55,000. But if we lopped off a couple of doors or gave it a less formal roofline, we'd be willing to bet that its price would suddenly look a lot more palatable. All of which is understandable, really, as $55k is a lot of coin to be shelling out – especially considering that at a few shekels over $27k, a base A3 starts at roughly half the money.

But shelve your bodystyle prejudices and bear with us for a moment. If you're like us, you've looked longingly at a lot of what the Four-Ringed Wunder has been kicking out on its home continent – models like the RS6 Avant, TT-RS and S3. And unless you've got some seriously deep pockets, an inside man on the gray market and a relative who owes you a favor at the local DMV, you haven't got a prayer of landing any such tasty treats here in the U.S. So while the folks at Motoren-Technik-Mayer (MTM) can't source you an assembly-line-fresh S3 for your middle-American driveway, they can build you a road-legal doppelganger, and as it turns out, that ain't half bad.

We've talked up the Audi A3's virtues and vices before, so we'll spare you the gab about how much we enjoy its well-resolved interior, grippy Quattro all-wheel drive, planted handling and surprising utility. We've also not been shy in mentioning how its price tag can get disastrously dear with just a brief once-over of Audi's options list – and that's before handing it over to a tuner like MTM. But enough with the apologies – ride along with us past the jump to see if this hot hatch is full of excuses... or full of win.
So, what's going on here – is this merely a North American-spec A3 swaddled in European couture? Not exactly. On the outside, MTM starts with an A3 2.0T S-Line, then fits genuine S3 aero addenda (bumpers, side skirts), along with brushed aluminum mirror covers, fog lamps, badges and – most importantly – the S3's 13.6-inch front rotors and monobloc calipers. Those new clampers are shrouded in a set of massive Pirelli PZero-clad MTM Bimoto alloys and the whole works has been dropped to within an inch of its life.

When we picked up this tester at MTM's offices in suburban Detroit, we were simultaneously excited about how great the Sportback's stance looked and nervous for the well-being of both its 19x8.5-inch wheels and our backsides. Seriously – it appeared we'd be shaving tread on the fender liners just negotiating the parking lot apron. Interestingly – and perhaps tellingly – the fair dinkum S3 runs around on 18s.




Of course, this isn't simply an appearance package. MTM has reflashed the 2.0-liter turbo's ECU and fitted a larger 70-mm stainless steel exhaust system, alterations that are ultimately good for 272 horsepower and 274 pound-feet of torque (+72 and +67, respectively). For those keeping score, those figures actually better this car's European inspiration by 11 additional horses and 16 torques.

Not enough petrochemical carbonation for you? If you've got the cash, MTM will burrow under the hood again until you've got as many as 380 ponies – but as fun as that sounds, we wouldn't bother with the extra parts (bigger turbo, downpipe, blowoff valve, etc.) or tweaking because the engine is plenty spirited as-is. MTM's codepushers haven't just liberated some extra fizz from the 2.0T, they've minimized a bit of the lagginess we've observed previously. As before, the six-speed S-Tronic dual-clutch gearbox wallpapers over any such shortcomings with lighting fast gearchanges when you man the paddleshifters.




The free-revving quattro-port (eh?) and the revoiced exhaust note combine to create the same sort of electric zizz soundtrack that we experienced earlier this year in the Audi TTS, albeit without that car's lag. We think it's an infectious and distinctive noise that's a breed apart from the typical can-of-bees four-cylinder import exhaust, but this still isn't the sort of tone that's likely to appeal to fans of big displacement bombast.

How about those stiffer lowering springs and watchstrap tires? We're happy to report that we never once pondered phoning our chiropractor – or a tow truck. Yes, the MTM's ride is markedly firmer than a garden-variety A3, but it's not so brittle as to wreak Jenga with one's vertebrae. The stiffer springs pay dividends in reduced role and quicker direction changes, and those stickier tires and bigger discs deliver feel-good halt in short order. That said, we'd still opt for a minus-one wheel/tire fitment to shave off a few bucks.



We've been a bit cavalier about money to this point, and yes, there are less expensive ways to get similar all-wheel drive performance (Subaru WRX STI, Mitsubishi Evolution X, not to mention Audi's own S4), but even MTM's officials admit that this example spec'd out at more than what they were hoping for. Our suggestion? Save a bit on the oversized rolling stock and ask if you can get a small discount for deleting the 'Sportback' rocker panel appliqués. With the money saved, you might even spring for the S3's flat-bottom wheel (it makes the rockin' world go round).

Just remember: When your friends chide you for spending over fifty grand on a lowly hatchback, you can comfort yourself with the knowledge that genuine S3s run German customers upwards of $50k anyhow. Besides, MTM is planning on selling only 15 of these Stateside. And at least in our world, talent, versatility and exclusivity go a long way toward trumping fashionable silliness like faster windshields and compromised headroom – and not just by a few degrees.

2011 Toyota Sienna tries to make the minivan cool

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.