2008 Toyota Land Cruiser

By Jim Woodman

2008 Toyota Land Cruiser

If your idea of an active lifestyle means hitting the trails and getting away from urban sprawl, you’ll certainly want a vehicle that takes you just about anywhere imaginable.

Today there are so many four-wheel drive options and vehicles for off-road enthusiasts that it leaves many of us overwhelmed with what works or doesn’t. And the reality is that very few people actually use their vehicles for hardcore off-roading.

Toyota’s banking on the fact its new seventh generation Land Cruiser, which hits dealerships in October 2007, will turn a few heads in the off-roading community.

There’s no question a big part of Toyota’s heritage is the Land Cruiser. While Land Cruiser leads the SUV markets in Saudi Arabia, Australia and Russia - and 130,000 are sold worldwide - 2007 U.S. sales will only be about 3,000 vehicles. In contrast, Toyota will sell about 30,000 Sequoias in the U.S. this year.

The takeaway here is that Americans love their big SUVs and Land Cruiser is priced high enough that many would-be buyers end up jumping over to Lexus, specifically the LX470.

For starters, Toyota has introduced an all-new 5.7 liter V8 which delivers 90 more horses than the 2006 4.7 V8 while consuming less fuel than its predecessor - 13/18 as opposed to 12/15 city/highway. Nothing wrong with an engine that generates more power on less fuel. Toyota accomplishes this with a bunch of electronic wizardry, within its 6-speed automatic transmission, that’s probably more interesting to the tech geeks.

Off-road Marvel

Of course the biggest reason you’ll want a Land Cruiser is for its off-roading prowess. Last week, I had the opportunity to join a group of journalists in Big Sky, Montana to drive the Land Cruiser over very rugged and challenging terrain. In fact, had you told me these vehicles could make it through some of the black diamond ski runs - with extra deep ditches and challenges thrown in - I wouldn’t have believed you had I not experienced it myself.

The 2008 Land Cruiser features a new CRAWL mode which is essentially a cruise control for off-road driving. With the transfer case shifted into low range, CRAWL controls engine speed and output, along with braking force, to propel the vehicle in forward or reverse at one of three low speed settings. I tried this over some of the most challenging terrain and all I had to do was steer the vehicle and CRAWL handled the rest. If I ever felt stuck, I just shimmied the steering wheel back and forth a couple times and the vehicle did the rest.

Even descending very steep, black diamond ski courses, on a surface of large rocks, CRAWL applied just the right amount of braking pressure and power to the appropriate wheels to safely get me down the mountain. The cool thing, just like regular cruise control, is that you can override it at any time.

There’s also a Downhill Assist Control, which is part of CRAWL, and a Hill-start Assist Control, which is totally automatic. So, for example, if you’re on a real steep ascent and you release the brake before applying the throttle, you won’t slide backwards down the hill. The brake will automatically engage to keep you in place.

While in Montana, I overheard one of the journalists say “this CRAWL features makes off-road driving idiot proof.” Of course, we all know what certain people might try to do with a vehicle so I won’t ever say anything is idiot proof. It’s always possible to steer yourself right off a cliff. That said, after about 20 minutes on challenging terrain, my off-road driving confidence had risen to the point I would’ve driven my Land Cruiser into places that only an idiot might venture.

Hmmm. This is an interesting thought. Could a vehicle this safe actually make people over-confident and, ironically, get them into trouble? I don’t think so but it’s certainly a great topic for a future story.

Chassis and Suspension

Instead of using a unitized body - like most car-based four-wheel drive vehicles - Toyota elected to maintain a separate frame and body for the 2008 Land Cruiser, which is now dubbed the 200 Series. Engineers determined that in order to strengthen a unitized body enough to handle the stress of rough roads and high-capacity towing, they would’ve increased the body’s weight and mass so much that it would completely negate the lightweight character usually gained by unitization.

The new Land Cruiser has a new double-wishbone independent front suspension and four-link rear suspension with a solid live axle. Tubular gas-pressure shock absorbers, a hollow stabilizer bar and coil springs all complement each other to deliver exceptional off-road stability while maintaining a high-level of on-road comfort. I was amazed to see how much each wheel could travel up or down to accommodate big bumps and ditches.

Towing capacity is now 8,500 pounds, up from the 6,000 pound limit on the 2006 model and way over our 3,500 pound criterion for ALV towing consideration.

Paved Road Impressions

Since the Land Cruiser is a full-time four-wheel drive vehicle, your on-road driving choice is simply high or low range. Driving in high on paved roads felt like I was driving a much smaller vehicle. It didn’t feel top heavy like many of the big trucks or SUVs when hugging mountain roads.

My Land Cruiser was outfitted with a Navigation System and DVD Entertainment System with a wide 9-inch screen. Because I was driving on so many remote roads, many were not mapped and I found it almost impossible to find my way back to the hotel via its suggested route.

 Basically, the Navigation System would tell me that the guidance would start once I got to the suggested route. Only problem was that I couldn’t see where the route started. I’ve always thought a directional arrow or shaded outline should at least show you what direction to head in order to pick up the route in the event your route’s not even on the screen.
Inside the Land Cruiser is all luxury. To be honest, if you get all the upgrades and leather packages I’m not sure why you really need the Lexus. A note to Lexus owners: a LX 570 will be out in a few months that mirrors this latest Land Cruiser.

A big push-button to the left of the steering wheel starts the vehicle - one only need have the key fob in their pocket. Smart keyless entry is also accomplished in this manner, meaning you literally never need to take the key out of your pocket.

A new air conditioning system - and I’m not making this up - has 28 air vents and four independent climate control zones. Yes, Toyota realizes there can be a big difference if you’re a passenger or driver exposed to a bright sun and may want cooler air than those on the shady side. Allergy sufferers will be glad to know there’s also a micro-dust and pollen filter coupled with a seven-level blower control.

The instrument panel features bright Optitron gauges with clear turquoise illumination. There’s also a multi-informational display that shows gear selection, odometer, trip meter, fuel consumption, cruising range and tire pressure for all tires, including the spare.

A JBL premium audio system with an in-dash six CD/DVD changer and 14 speakers delivers exceptional sound and clarity. My vehicle was also outfitted with a back-up camera, second -row seated seats, headlamp washers and Bluetooth(r) controls.

Safety Features Galore

Safety-wise this Land Cruiser is loaded. A new four-wheel multi-terrain anti-lock braking system selects the most optimal ABS profile for on-and off-road driving surfaces. Electronic brake force distribution, brake assist, traction control and stability control are all standard.

If you like airbags, Land Cruiser sorts you out with ten - the most found in any Toyota vehicle. I won’t go into all of them, but suffice to say they’re everywhere including separate knee airbags for the driver and front passenger.

At a suggested base retail price of $63,200 it’s easy to understand why more people aren’t buying Land Cruisers. At that price, most tend to migrate up to luxury brands. But the seventh generation is going to turn some heads, especially for those that fancy themselves as off-road enthusiasts.

Toyota believes they’re going to wow a lot of the Land Cruiser faithful and are predicting their sales to jump to 8,000 units for 2008. While this may seem lofty, given their ‘07 numbers, I’m not inclined to disagree after getting an outstanding demonstration of what this vehicle can accomplish.

Quick Facts:

Base price: $63,200
Price as tested: $70,445
Horsepower: 381 Hp @ 5600 r.p.m.
Torque: 401 lbs.-ft. @ 3,600 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: Yes
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: 13/18 m.p.g. city/highway
Comments: Price as tested reflects a fully-loaded vehicle with Navigation, DVD Entertainment, cooler box, rear spoiler — basically all the bells and whistles. Price doesn’t include a $685 destination fee.

2007 Lincoln Navigator

Lincoln’s flagship sport-utility vehicle features seating for up to eight passengers.
By Nina Russin

2007 Lincoln Navigator

At this moment, I feel like biggest thing on the planet. I’m driving the 2007 Lincoln Navigator, a Titanic-sized sport-utility vehicle whose interior mimics a well-furnished yacht. From where I sit, people look like ants. Every vehicle on the road, except for the Hummer, seems diminutive by comparison. I think I might need a ladder to disembark, but fortunately, there’s a sideboard that deploys when I open the door. Still, I feel like a Lilliputian aboard the great ship Gulliver.

With seating for up to eight passengers and a 135-foot cargo floor, the new Navigator is not a vehicle for the feint of heart. Curb weight on the four-by-four model is just over 6,000 pounds. Don’t even ask about fuel economy. There is none.

But for those who can afford it, the Navigator is a very luxurious way to transport lots of people and their gear on or off the road. Despite its weight, the Navigator accelerates hard off the line, propelled by a 300 horsepower V8 engine, which delivers up to 365 lbs.-ft. of torque. The standard six-speed automatic transmission shifts seamlessly. I never noticed shift shock during my week-long test drive.

Visibility around the truck is remarkably good. The ample side mirrors are easy to adjust, and feature side marker lights that flash with the turn signals, to make the vehicle more visible for cars to either side. While no vehicle with a 119-inch wheelbase turns on a dime, the rack and pinion steering system feels positive at all speeds. The test vehicle came with optional twenty-inch rims and low-profile tires ($1,495), providing a wider footprint than the standard eighteen-inch wheel package. The fully independent suspension is plush but not overly soft.

Standard four-channel antilock brakes provide a margin of comfort for a vehicle with so much mass, especially for drivers living in winter climates. Roll stability control is also standard. Ford’s safety canopy with rollover sensing utilizes side-curtain airbags with tethers to hold all three rows of passengers in place in the event of a rollover.

Standard high-intensity discharge headlamps provide a long, bright beam of light for night driving.

Engineers reduced the noise-intrusion over the previous model by adding additional insulation to the headliner and dashboard. They also utilized additional padding in the carpeting to reduce road noise, and thicker side glass to minimize wind noise. The body of the current model has a stiffer chassis than the old model: that translates to less squeaks and rattles, and better handling characteristics. Finally, engineers tuned the side mirrors to minimize wind noise into the cabin.

Luxurious, spacious interior

The Navigator can seat up to eight passengers, with a 40/20/40 split second-row seat and 60/60 split third row seat. All passengers have plenty of cupholders to choose from: all big enough to hold water bottles. There are map pockets in all four doors as well as on the seatbacks of the first-row seats. Ten-way power front seats with seat heaters are standard. So are power-adjustable pedals for smaller drivers. The driver’s seat is easy to adjust for comfort and forward visibility, and is firm enough to provide good lower lumbar support.

The center console up front has a large, deep storage compartment that’s big enough for a purse or small pack, a change dispenser and a MP3 jack. Both first and second-row passengers have access to a 12-volt power point. The second row seats fold and tumble to easy access to the third row.

Buyers who regularly haul lots of gear will love the power folding rear seats. They deploy with a single button, folding flat into the floor. A single lever to the side of each second-row seat folds the seat flat as well, creating an exceptionally long, functional load floor. The Navigator will easily hold a couple of bikes inside with the third-row seats folded, assuming the front wheels are removed.

Buyers looking for additional cargo space can upgrade to the extended-length, Navigator L model. The Navigator L’s wheelbase is twelve inches longer than the standard car, adding 25 feet of additional cargo space behind the third-row seat. However the standard car is quite long as it is: 208 inches end to end. The L model adds another fifteen inches, making it almost impossible to park in a standard garage, or fit comfortably in most driveways. 

The test truck came with an elite option package ($5,450) that included satellite radio and a rear-seat DVD system. I didn’t test the DVD player, but the fourteen-speaker audio system delivered excellent sound throughout the vehicle. The option package also includes a free six-month subscription to Sirius satellite radio, an electro chromic dimming rear mirror and the power deploying running boards.

Plenty of towing capacity

The Navigator is a body-on-frame design, which is ideal for towing large loads. The four-by-four truck tested can tow up to 8750 pounds. The rear-wheel drive model adds another two hundred pounds of towing capacity, for buyers who don’t need the off-road capability.

The Lincoln Navigator and Navigator L are produced in the United States, at Ford’s Michigan truck plant. They are currently available for test drives at Lincoln dealerships throughout the country.

Likes: Excellent ride and handling characteristics, with above-average steering response for a vehicle of this size. Visibility is good all the way around the car. The interior is comfortable and versatile. The power folding third-row seat is a great feature.

Dislikes: Poor fuel economy means relatively high maintenance costs. Those drivers living in urban areas where parking is limited should make sure that they can accommodate a vehicle of this size.

Quick facts:

Base price: $50,655
Price as tested: $58,420
Horsepower: 300 Hp @ 5000 r.p.m.
Torque: 365 lbs.-ft. @ 3750 r.p.m.  
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: Yes
Bicycle friendly: Yes
Fuel economy: N/A

2007 Dodge Nitro

A mid-sized sport-utility vehicle with stand-out styling
By Nina Russin

2007 Dodge Nitro

The folks at Chrysler have a reputation for introducing products that are as exciting to look at as they are to drive. The Nitro mid-sized sport-utility vehicle, turned heads at the 2005 Chicago Auto show, where the concept car was first unveiled. The production car that followed has the same distinctive front end and clever cargo features. One of this year’s finalists in the Active Lifestyle Vehicle Best Value On-Road, the mid-sized Nitro is a firecracker on wheels.

Easy on the Wallet; Easy on Gas

I tested the Nitro SLT four-by-four, that retails for just under $25,000. While four-wheel drive vehicles generally fall short on fuel economy, the Nitro averages a respectable 17 miles-per-gallon in the city, and 23 on the highway. The standard 3.7-liter V-6 engine (tested) is no barn-burner, but it has plenty of power for merging into and maneuvering through urban freeway traffic. Buyers who want more power can opt for the optional 4.0-liter V-6, that adds another 40 horsepower to the mix.

The four-speed automatic transmission on the test car shifted seamlessly: there was relatively little shift shock when the transmission downshifted for power. The part-time four-wheel drive system was easy to use. The driver engages four-wheel drive by using a switch on the center console. There is no need to lock or unlock the axles.

The standard suspension is an independent coil-spring setup in front, and solid axle in the rear. The solid-axle set-up enhances the Nitro’s towing capability, but unlike some cars, it doesn’t translate to wheel chatter on the highway.

The test car came with 17-inch wheels: an upgrade from the standard 16-inch rims. Power rack-and-pinion steering makes it easy to maneuver the Nitro in tight spaces, without being overly loose at high speeds. The car has a good on-center feel, which is important if one has to avoid a dicey situation on the highway. The wheels feel like a natural extension of the steering wheel, and there is good visibility all the way around the car. A standard tire pressure monitoring system alerts the driver if air pressure drops at any of the wheels. That’s a useful feature here in the southwest where ambient temperatures vary up to 30 degrees, with corresponding changes in tire pressure.

The standard cloth upholstery is comfortable and attractive. In hot climates, cloth can be a more practical alternative, because it doesn’t retain heat. The Nitro upholstery fabric is treated to be stain and odor-resistant. The seat controls allow drivers of most sizes to make themselves comfortable, as does the tilt steering column. The seats provide plenty of lower lumbar support, and the controls for the HVAC and audio systems are easy to reach.  All models are MP3 compatible. Instrument panel controls are easy to reach from both front seating positions, and there are redundant audio controls on the steering wheel.

Styling Sets Nitro Apart from the Crowd

Given the option, it’s more fun to have a cool looking car than a boring one. While there are many well-built, functional entries in the mid-sized sport-utility segment, Nitro’s styling is way ahead of the competition. From its distinctive front end with a bright chrome cross-hair grille, to the sculpted wheel wells and strong beltline, the Nitro doesn’t get lost in a parking lot full of cars. It looks fun and youthful: ready for the daily commute or weekend adventures. A standard roof rack with side rails makes it easy to load large cargo up top.

But some of the Nitro’s best attributes are hidden inside: especially the cleverly configured rear cargo area. A sliding cargo floor holds up to 400 pounds. Slide the floor out and sit on it for a tailgate party (the cooler sits in a well underneath the floor), or to load large cargo. There are plenty of tie-down hooks to secure larger items, while the storage area under the sliding floor secures smaller items, and keeps them out of sight. The rear gate opens easily, with a wide access that makes it easy to load from a variety of angles.

Both the second-row seats and front passenger seat fold flat to extend the cargo floor. It’s an easy operation for those who want to load a bike or two in the back, and the cargo floor material makes it easy to slide items forward, without hanging up. A compact spare tire isn’t my first choice for a four-wheel drive truck, but it does keep weight out of the car and maximize room in the rear.

Dodge designers did a great job of surrounding the driver and front passenger with plenty of bins and cubbies for smaller items, and cupholders that hold bottles of water. A 115-volt power point up front and 12-volt power point in the rear come standard. The SLT grade comes with power folding heated side mirrors: a useful feature for drivers who live in cold climates, and who need to pull their vehicles in and out of the garage.

Well-equipped with safety features.

Traction control and electronic stability program come standard on all Nitro models, as well as antilock brakes. All models also come with front, side, and side curtain airbags that protect both rows of passengers.

The Nitro comes with a 3-year, 36,000 miles bumper-to-bumper warranty that includes warranty assistance. It’s a great value for customers that want a reasonably priced sport-utility vehicle that looks sharp and has one of the most functional cargo areas of any vehicle in its competitive segment. The Nitro is currently available for test drives at Dodge dealerships nationwide.

Likes: Sporty styling, inside and out, with an exceptionally practical cargo bay. The sliding rear cargo floor is a feature that most buyers will find many uses for. The Nitro is a fun car to drive, with lots of standard comfort, convenience and safety features.

Dislikes: The undersized spare could be a problem for drivers who use the Nitro to do serious off-road driving.

Quick facts:

Price as Tested: $24,905
Horsepower: 210 Hp @ 5,200 r.p.m.
Torque: 235 lbs-ft. @ 4,000 r.p.m.
0 to 60:  N/A
ABS Brakes: Standard
Side Curtain Airbags: Standard
First-Aid Kit: No 
Towing: Yes
Off-Road: Yes
Bicycle friendly: Yes
Fuel economy: 17/23 m.p.g. city/highway 
Comments: A full-time four-wheel drive system will be available later this year. At this point, Chrysler does not plan to bring a diesel version of the Nitro to the States.

2008 Saturn VUE Red Line FWD

The second-generation Saturn VUE raises the bar in every dimension.
By Nina Russin

2008 Saturn VUE

I have come to expect great things from Jill Lajdziak. Saturn’s General Manager, who’s been with the company since the onset, is one of the few women to have thrived and prospered in this male-dominated industry. When Lajdziak announced that Saturn was entering a new era at the 2006 Chicago Auto Show, I knew that the company had raised its internal bar.

The Saturn Aura, Sky, and Outlook, are all members of Saturn’s new generation. The new Saturn VUE five-seat crossover is further evidence of how far the automaker has come. It is so much better than the car it replaces that it almost seems as if it was designed and engineered by a whole new company.

The Red Line is the sportiest grade, combing a 257-horsepower V6 engine with a six-speed automatic transmission. Designers spiced up the exterior with ground effects, chrome exhaust tips and eighteen-inch wheels. Inside, the Red Line has unique leather trim: black with suede inserts and bright red stitching.

The Red Line’s real beauty is in its handling: supple and responsive at all speeds. The new VUE feels like a European sports car. It has strong, linear acceleration and braking, exceptional steering response, and a firm, yet comfortable suspension.

Urban jungle

During my week-long test drive, I had a chance to take the VUE through plenty of urban traffic, including some extensive road construction in the Phoenix metro area. After years of denying its urban sprawl, the city has finally decided to construct light rail between the university, airport, and downtown areas. The path of the future rail line reminds me of driving in Saint Petersburg, Russia, where the potholes are large enough to swallow an axle, assuming there’s any pavement at all.

The upside of the project is that streets in bad repair are hard to find here. The winters aren’t harsh enough to cause frost heaves, and there’s no salt. The roads are so smooth that manufacturers have to replicate bad roads in the Midwest at their proving grounds. Unlike the proving grounds, the construction zone near Sky Harbor Airport is open to the public. And it’s easily capable of bending a rim or cracking an axle.

Not only was the VUE tough enough to skate over the surface with no damage, the steering provided excellent response through the makeshift autocross of orange cones and wood barriers. Except for a little more dirt on the fenders, the car was no worse for wear.

The VUE is small enough to shoe into most metered spots on the street, and the average parking lot slot. The forty-foot turning radius is adequate to make the occasional U-turn. Visibility is excellent all the way around the car. A wiper on the rear window will be a welcome feature for buyers living in the snow belt.

The test car is front-wheel drive: adequate to drive over the average graded dirt road, but lacking the traction to meet our ALV off-road standards. Buyers who want to stray further off the beaten path should consider the all-wheel drive model. The VUE has7.8-inches of ground clearance: enough to clear most obstacles on the average trail.

Stabilizer bars front and rear keep the VUE flat through the turns. Powering through a cloverleaf at speed is a pleasure. The eighteen-inch wheels on the Red Line are two inches larger than the standard issue, and give the car a larger, more stable footprint. Standard rack-and-pinion steering has excellent on-center feel, and the four-wheel independent suspension provides a supple but sporty ride.

Stylish interior

Inside, the Red Line is stylish yet versatile. The leather and suede seats are comfortable and easy to adjust. The suede doesn’t get as hot in warm weather as leather would. Controls for the seat heaters are located in the center console.

The steering wheel has redundant audio and cruise control knobs, so the driver can make changes without distraction. Gauges are bright and easy to read.

There are three, 12-volt power points: two in the center console and one on the right side of the cargo area. Each row of passengers gets two large cupholders. The front doors have map pockets with integrated bottle holders, while the rear doors have map pockets.

The audio system on the Red Line model comes with XM radio: a boon for anybody who makes frequent road trips, or has a long commute. The audio and temperature controls are easy to reach from either front seating position.

The center console bin is large enough to hold a bunch of CDs: a small shelf on top holds a cell phone or PDA. I liked the small shelf underneath the audio system. It’s just the right size for a cell phone or MP3 player. All cars have a standard MP3 jack on the instrument panel. The glovebox is quite large. It can easily hold a purse or small pack.

The second-row seats have plenty of head and legroom, although two passengers will be more comfortable than three. The 60/40 split seats are easy to fold flat by releasing a single lever to the outside of the seatback. It’s not necessary to remove the headrest to fold the seat flat, so the VUE easily meets out bike friendly standards.

The spacious cargo area has four tie-down loops on the floor and several more on the seatbacks, as well as a cargo net for securing smaller items. The spare and jack are located under the cargo floor. There are two mid-sized bins on either side of the cargo floor for holding smaller items. Roof rails are standard on the test car. The V6 VUE can tow up to 3500 pounds, meeting our minimum ALV standards.

Standard safety

Standard safety features on the VUE include StabiliTrak with integrated electronic trailer sway control, collapsible pedals, active head restraints, a rollover sensing system, antilock brakes, front, side and side curtain airbags. The VUE comes with a year of free OnStar, which automatically notifies medical personnel and the police in the event of a crash.

The Red Line is currently rolling into dealerships nationwide. Priced at $27,395, it is an ALV best value. Buyers looking for a competitively priced, mid-sized SUV will be pleasantly surprised by the 2008 Saturn VUE.

Likes: Stylish inside and out, with excellent road manners and a versatile cargo area. The new Saturn VUE is a lot of car for the money.

Dislikes: None

Quick facts:

Base price: $26,770
Price as tested: $27,395
Horsepower: 257 Hp @ 6500 r.p.m.
Torque: 248 lbs.-ft @ 2100 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: Pending

2007 Toyota Sienna XLE AWD

Seven Passenger Luxury
By Nina Russin

2007 Toyota Sienna

Minivans are all about the passengers. They are the only cars that focus as much on the people in back as the person in the driver’s seat. Minivan passengers get it all: captain’s chairs, DVD players, cupholders, armrests, power points, and individual temperature controls. I’m not saying that power and performance aren’t important, but I don’t think you’ll find a minivan class on the Nextel circuit any time in the near future.

Passengers are an essential part of any minivan road test: last August, Jim Woodman commandeered his family to road test the new Dodge Caravan on a trek up the California coast. This month, it was my turn. My husband and I flew to Ohio to celebrate my mother’s eightieth birthday, joining my eighty-seven year old aunt and uncle for the weekend.

We picked up a 2007 Toyota Sienna all-wheel drive model at the Columbus, Ohio airport, and drove it to Cincinnati where my mother lives. Out test drive included some juicy Friday night rush-hour traffic through Columbus, and two days of driving around my hometown with the rest of the family.

The last time I had driven the Sienna was during the new model introduction in 2003. Since then, Toyota has replaced the original V6 engine with a more powerful block, that delivers fifty more horsepower, and significantly more torque. Translated, it’s not afraid of the passing lane.

The freeways in Ohio are relatively old: built before engineers realized that entrance and exit ramps should all go off the right lanes. Diamond lanes? Forget about it! Drivers who want to speed past traffic should think about buying a helicopter.

The I-70 through Columbus looks like a skein of yarn after my cat’s had at it. In order to stay the course, I found myself weaving from one side of the road to the other, as random exits fed traffic onto other interstates going east and west. The navigation display on the Sienna warned me about the upcoming exits, but I still might have veered off course, had my husband not been there to make sense of the road signs.

I appreciated the beefier V6 engine: I was able to change lanes quickly during very small breaks in the traffic. Elevated ride height is always helpful on today’s roads, since trucks represent over half the vehicles. The Sienna has excellent visibility all the way around: the side mirrors pretty much eliminate blind spots.

While gasoline in Ohio isn’t as expensive as other parts of the country, it still costs more than it did two years ago. I appreciated the exceptional fuel economy that a minivan can offer. Try to find a seven passenger sport-utility vehicle that averages over twenty miles-per-gallon. I won’t say that such an animal doesn’t exist, but those models tend to ride on smaller chassis with less head and legroom for the passengers, and little left over for cargo.

The Sienna made our drive to Cincinnati as stress-free as such a trip can be. Steering is responsive at all speeds, and the brakes are firm and linear. The suspension is comfortably soft, while allowing the car to corner flat at high speeds. All-wheel drive models come standard with 17-inch wheels and run-flat tires, so drivers don’t have to worry about being stranded on the side of the highway with a car full of kids, or in my case, octogenarians.

Vehicle stability and traction control, standard on the test car, allow the driver to maintain directional control in wet weather and on uneven road surfaces. Front, side and side curtain airbags are standard. The side curtains extend to reach all three rows of passengers.

The front seats have excellent lower lumbar support. Eight-way power adjustments on the driver’s seat with a tilt and telescoping steering wheel enables smaller drivers to maintain a safe distance from the front airbag. The passenger seat can fold flat to function as a work surface.

Cupholders in the center console are large enough for bottles. The center bin holds compact discs or small electronic devices. Audio and temperature controls are easy to reach from either front seating position. Redundant audio controls on the steering wheel are standard on the XLE model.

Parallel parking

People who live in the Southwest don’t have to parallel park. In the Sonoran desert, there’s always room for another parking lot. The Midwest is a different story. Cities are older, and nobody wants to walk three hundred yards between buildings in the middle of January.

The area around the University of Cincinnati where we were staying has very little off-street parking. Metered spots on the street are hard to find, and they’re not particularly large. Finding a spot to big enough for a seventeen foot-long car, and shoeing the car into it is a challenge.

As big cars go, the Sienna is very maneuverable. With a 36.8-foot turning radius U-turns, even on a narrow street, are not a problem. The optional rear back-up camera on the test car projects a wide-angle view onto the navigation display whenever the driver shifts into reverse. I was able to slip into metered spaces with a minimum of corrections. My high school driving instructor would have been proud.

Remember gas lamps? I don’t, but they’re part of Cincinnati history, and some urban planner with a death wish has decided to preserve them. Gas lamps worked fine back in the day because horse-drawn carriages don’t move very fast, and horses have an acute sense of self-preservation.

The multi-reflector headlamps on the Sienna normally provide ample light for night driving, but in this case, I longed for a stronger bi-xenon beam. The navigation system was more useful, since the poor lighting renders street signs not obscured by foliage almost impossible to read.

Family outing

Kids can get in and out of any car. Octogenarians are another story. An innocent looking floor mat can become a death trap under shaky knees. A second-row pass-through large enough for the average ten year-old can be an insurmountable obstacle for a person with a cane. Loading my family into the back of the Sienna quickly pointed out the car’s strengths and weaknesses.

The power sliding doors are a win-win. They’re easy to open and close using buttons on the remote key fob, so the passengers don’t have to reach outside the car to close the doors themselves. Sliding doors have the advantage over hinged doors of not restricting access and egress, especially when the car is parked in a narrow space.

While the Sienna’s step-in height wouldn’t be a problem for most passengers, the older members of my family found the car difficult to enter. Although the captain’s chairs are more comfortable than bench seats, the bench seats are easier to slide across. The space between the two captain’s chairs was big enough for my husband fit through to get to the back seat, but the older members of the family found the maneuver impossible.

Seat belt height was another problem. My mother and aunt are fairly petite. The front seatbelts are adjustable, but the second-row belts are not. They found the shoulder harnesses very uncomfortable because they were mounted too high.

Three-zone climate controls come standard on the XLE grade: allowing passengers to adjust the temperature to their liking. Aside from the seatbelts, everyone felt comfortable once seated, with plenty of head and legroom. I could use the conversation mirror in the overhead console to make sure everyone was situated before I put the car in drive. Everyone had a good forward view of the road, with large side windows for sightseeing. The optional moonroof shed extra daylight into the second row.

The Sienna has a large cargo area: it easily held our luggage, groceries and shopping bags. The third-row seats fold flat into the floor to extend the cargo bay making the Sienna bicycle friendly. Buyers who opt for the Limited grade can add power-folding third-row seats. A roof rack is standard on all grades except the base CE model. The Sienna tows up to 3500 pounds: our ALV minimum standard.

All models come with three, 12-volt power points. The rear seat entertainment option on the test car includes two 115-volt inverters that are handy for plugging in a laptop computer.

My husband and I appreciated the upgraded ten-speaker audio system with satellite radio. It made the two-hour drive between Cincinnati and Columbus pass more quickly, and the radio station I listened to as a teenager sound better than I remembered it.

The Toyota Sienna is manufactured at the automaker’s Princeton, Indiana plant. The XLE is one of four available grades, with either front or all-wheel drive. Disabled drivers can add a mobility package that includes power lift-up seats with or without a ramp. The mobility seats are available through Braun Mobility Equipment Dealers, and qualify for a $1000 reimbursement from Toyota.

Base price on the test car is $33,330, putting the Sienna XLE all-wheel drive model in our luxury category. The Sienna isn’t the newest minivan model on the market, but it remains a strong competitor, with excellent ride and handling, and a luxurious, functional interior. The Sienna faced some unusual challenges on our recent trip to the Midwest: all in all, it handled them pretty well.

Likes: Excellent performance with a more powerful V6 engine, and exceptional fuel economy. The Sienna is a comfortable car for seven passengers, with plenty of interior space and a large, versatile cargo area.

Dislikes: Second-row seatbelts are uncomfortable for shorter passengers.

Base price: $33,330
Price as tested: $40,989
Horsepower: 266 Hp @ 6200 r.p.m.
Torque: 245 lbs.-ft. @ 4700 r.p.m.
0 to 60: N/A
Antilock brakes: Standard
Side curtain airbags: Standard
First aid kit: No 
Towing: Yes
Off-road: No
Bicycle friendly: Yes
Fuel economy: 18/23 m.p.g. city/highway 
Comments: Base price does not include a $645 destination charge.