Current year Toyota's Sienna is seventh generation model before new come next year, so the effective van understandably is showing clues of age. Analyzed with competitors, Sienna offers fewer structures for the juveniles to be connected, fewer smart containers, and 100 proportion fewer options for an vacuum cleaner than you’ll find in a Honda Odyssey or a Chrysler Pacifica. And its naming does tiny to hide its minivan-ness for those who’d rather be perceived riding anything else. However, that old powertrain was not enumerated among its disorders. The Sienna’s V-6 and six-speed automatic transmission have dispatched worthy energy over the years, lending it class-leading acceleration. Perhaps it was a bit coarse-grained at high rate and fuel economy could’ve been good, but those were insignificant resentments.
And yet the Toyota minivan enters its swan-song year overstating a brand-new motor. Its replacement is the same, but this aluminum 3.5-liter V-6 overlapped with the 2017 Toyota Highlander produces 296 horsepower and 263 lb-ft of force, up from 266 and 245. Only about 50 pounds has been increased to the curb weight, so it’s simple to expect the 2017 Sienna to beat the 2016 edition’s champion-in-class zero-to-60-mph moment of 7.3 seconds that was saved in our try-out of the dense, AWD model.
It can anger the slow ride may aid real-world fuel economy, the Sienna’s brand-new engine has a few other ruses up its sleeve to increase ratio and energy. Being on the riding script, it can use direct fuel injection and port fuel injection or both, while also alternating between the quality Otto cycle for perfect performance and the more businesslike Atkinson cycle more often found in hybrids. Have that with the extra ratios of the eight-speed autoloading, and the phenomenons are EPA appraisals of 19 mpg municipality, 27 freeway, and 22 had with front wheel drive system. AWD lowers those figures to 18/24/20 mpg. The had appraisals equal 1-mpg transformations over 2016’s figures.
Also supporting the cause is a brand-new, smooth-shifting eight-speed automatic transmission that doesn’t move much attention to itself. The engine is a bit silkier than the outbound V-6, and its more energy should be acknowledged during fully filled street journeys. Unfortunately, Toyota has quite obviously backward valve consequence to decrease the expectation of shocks making little, accidental valve uses. You can touch the valve and nothing will happen; only if you hold it down long enough for the vehicle to accept you’re serious will an effective reaction occur.
The indoor is still only one USB port regardless of trims, and onboard Wi-Fi isn’t accessible at all, conveying the juveniles may detail these environs as the abrasive cognition of a cave worrying. In most trims, the front area console remains just a unimaginatively container, and there’s no perfect place to tract a smartphone. The second row can’t be heated, the front ones can’t be ventilated, and the side doors can’t be opened by gesticulating your foot under them. A backup camera, parking sensors and blind sport monitoring are available with no advanced safety features supplied.
In specific, the Sienna’s chairing still stands out, second row slides farther forward for extra merchandise space and farther rear to create incomparable sprawl-out legroom. The rooms are comfier than those in the Honda Odyssey as well as in the Chrysler Pacifica, while the little seat between them that allows eight-person capability is simple to remove than an akin one in the Odyssey, though we prefer sitting on the Honda’s.
But before you pass the Toyota off your database in kindness of the Chrysler or the Honda, know that those oppositions’ more advanced features come only on the advanced cut stages determined heavy into the $40,000 zone. For customers with firm funds, that stages the competing tract considerably for the Sienna.
Just be careful that the elective multiple sunroof shares into room. gangling striplings or people may find their heads feeling the rigid solid cut touching the roof. Toyota’s Entune touchscreen infotainment system is relatively spontaneous, but the surface is a long approach away and not as sensitive to signals as that in the Highlander, making it more likely that you’ll specify the erroneous realistic button.
It also will be absorbing to see where that next-generation Sienna falls on the non-stative array. Toyota currently offers two different suspension and steering options. Most trim stages include a mixture that can feel nautical over shocks and curves. The SE trim stage’s “sport-tuned” suspension or mixture provides street feel more mindful of old Honda Odyssey versions.
Its higher-effort riding is more specific, too, and imparts a large awareness of command than the overboosted quality equipment. Only one in 10 Sienna customers opts for the SE. Improved powertrain modify certainly improves the Sienna, but it isn’t enough to make a move against the competition. The Toyota’s appeal depends on how much cash you want to disburse it’s much more agonistic at the debased extremity of the value array and whether the SE’s distinct riding dynamics hold sway. Looking for Toyota minivan wait for few months.