2008 Toyota Sienna Review

Specifications

I just don’t get it. With eight colors to choose from, why did Toyota opt for exactly the same Salsa Red Pearl on Stone gray Sienna press vehicle that they gave us to test last year? Do you think anyone would notice if we just reran our road test of the 2007 model with all of its photos? I suppose that wouldn’t do, especially considering that they fixed the one thing I griped about.

New in the 2008 Sienna, Vehicle Stability Control and Traction Control join ABS-enhanced four-wheel disc brakes that were already standard, which first and foremost means that its ultra-powerful one-size-fits-all V6 won’t spin its tires ad nauseam when leaving stoplights, drawing attention from passersby to the reality that you’re not only a dorky dad driving a minivan, but also to the perception that you’re a dorky dad whose mind hasn’t grown beyond high school antics. VSC is even more important, as it’ll potentially save you if you go into a skid, making you look like that high school hero you always dreamt of being. I’d like to say that more changes have been made to the 2008 Sienna than that, because it would make things a bit more interesting from a writing standpoint, but Toyota made all of the Sienna’s major mid-cycle upgrades last year. It started with a revised grille that now doesn’t (ironically being a minivan) pay tribute to the automaker’s F1 championship campaign, a year before the brand started looking respectable on the track. And almost as controversial (well not quite), when carmakers are doing their utmost to create unique identities for their vans, like Nissan with its unusual Quest and even perennial bestseller Dodge and its chiseled Grand Caravan, Toyota traded in an unorthodox approach to minivan design for the new vehicle’s somewhat nondescript look, other than the massive vertical headlight clusters that are still pretty unique. Nevertheless, there’s an argument to be made that the people who continue buying into this most practical of vehicle segments aren’t too concerned about standing out (back to those spinning tires), and therefore a van that blends in more so than any of its rivals might not be a bad idea.

The Sienna’s side profile carries forward unchanged too, although the wheel covers might be new (I’m not sure as last year’s tester was an LE and therefore had alloys). These fancy plastic discs cover 16-inch steel rims shod in 215/65R16 all-season tires, while the XLE gets 16-inch alloys or if equipped with all wheel drive, 17-inch aluminum rims wrapped in 225/60R17 all season rubber. Base models are dubbed CE, and seat seven occupants instead of eight. It’s possible to get an eight-occupant Sienna CE, however, both with front wheel drive, but don’t even think about questioning the poor dealer for a CE with all wheel drive. It’s a different scenario when stepping up to the LE, where a seven-seat all wheel drive model is added. All XLE and Limited AWD models are set up for seven people only. The difference is a second row bench instead of two captain’s chairs, although just because a competitive van may offer a second row bench doesn’t mean that’ll seat eight. Dodge, for instance, sells an optional bench seat for the Grand Caravan’s second row, but it only gets two seatbelts or two integrated child seats with seatbelts. Of all the midsize minivans left, and there aren’t that many with Buick, Mazda, Saturn and Ford now out of the picture, only the Honda Odyssey offers an eight occupant configuration to rival the Sienna, and on that note, aside from Toyota there isn’t a single minivan purveyor selling all wheel drive anymore either. A number of van makers produced all wheel drive models previously, but often with take-rates of less than five-percent and the need for rear seats that fold flat into the floor, such space-robbing, complex drive systems just didn’t make sense for this category. Obviously it still makes sense for Toyota, so AWD stays.

And somehow they manage to incorporate it in a van that offers one of the slickest rear folding seating systems on the market. First of all it’s a 60/40 spit, which means that you can accommodate six people (or seven if you get the eight-occupant seating configuration) and a larger piece of cargo, or five (six) and a larger item. Then again, for something long and otherwise unmanageable in anything but a family hauler with a rear liftback, you can tumble forward one of the second row seats and still seat the kids on the other side. What also makes it slick is just how easy it is to drop the seats. The third row is amongst the easiest to drop down or lift up in the segment, and the second row seats are just as accommodating.

And there’s something more to be said for Toyota’s solution to second row seat stowage too. The Chrysler group vans might take credit for the most flexible seating system in the segment, their Stow ‘n Go system which drops the second row under the floor for a perfectly flat cargo hold, but Toyota’s compromise is almost as effective from a cargo carrying perspective while providing seats that are arguably more comfortable for adults or large teens. You see, in order to allow the Stow n’ Go seats to contort into packages small enough to fit inside their storage bins, their seatbacks are a bit on the short side, which, if you’re over 5′5”, means the seatback ends under your shoulder blades. Toyota’s larger seats are more comfortable, and the slick way that they tumble forward allows for as much load carrying volume as most people will need. Some might be tempted to fire back saying that Dodge’s Swivel ‘n Go seats, also optional, are not only just as comfortable as Toyota’s and possibly even more so, as they’re also full-size but can be had with heated cushions and, for kids, integrated boosters, but they can also swivel to face the third row with a table in between. Fair enough, although they’re certainly not as easy to get out of the way when loading the van up with cargo, so it’s really a matter of priorities when buying any van. You have to ask yourself, “How do I live?” If you spend weekdays shuttling kids and weekends hauling building material something with a more flexible seating system like Stow ‘n Go or the Sienna’s alternative will be the answer. If you spend lots of time on the road with kids hanging out in back and almost never haul large items, you might be a candidate for something like Swivel ‘n Go. I happen to fall into the former camp, and to that end the Sienna’s magic number is 148.9 cubic feet behind the first row of seats, while behind the second row there’s a total of 94.5 cubic feet. When all seats are upright you can stow up to 43.6 cubic feet of cargo.

So, how else does it measure up to the competition? Well, nothing can touch it from zero to sixty. The Sienna’s standard 3.5-liter V6 makes 266 horsepower at 6,200 rpm and 245 lb-ft of torque at 4,700 rpm, making it the fastest van in the segment and its aforementioned traction control absolutely necessary. It’s a large, heavy vehicle, so it won’t move off the line with the same eagerness as a Camry equipped with the same engine, but as far as minivans go the Sienna packs the most heat, and more importantly the power advantage doesn’t seem to have plagued fuel economy, evidenced by its rating of 17 mpg in the city and 23 on the highway. With fuel economy in mind, I’m looking forward to when Toyota offers the Sienna with some of the features its hybrid models enjoy. No, I don’t think a Sienna Hybrid should necessarily be in the cards, but adding idle-stop, to shut the engine off at stoplights, would make a big difference in helping this vehicle reduce its environmental footprint. Honda offers its Odyssey with cylinder deactivation, which is a fairly complex way to accomplish the same objective.

Along with the power comes a slick shifting five-speed automatic, which is a gear short of the Chrysler vans and, unlike the class dominant domestics doesn’t include manual mode for DIY shifting. Again, while a six-speed would be nice for fuel economy and potentially better acceleration (as if that’s needed), I can’t see most minivan owners using manual mode unless towing a boat or travel trailer up and down steep grades (it can drag up to 3,500 pounds, btw), as these vehicle just aren’t meant for anything sporting.

Just the same, the Sienna holds its own in the corners, even with its moribund all-season rubber and steel wheels. No, it doesn’t deliver the same kind of dynamic driving experience as the smaller previous generation Sienna, or for that matter Honda’s Odyssey, which many consider the BMW of minivans, but it offers a smoother ride than its Japanese counterpart, which is probably appreciated more in this class. Its ride isn’t as smooth as the Chrysler vans or the Korean entries, which are formidable challengers too, but Toyota’s compromise between ride and handling should please the majority of consumers in this class. Also critically important, it boasts the best turning circle in the segment at 36.8 feet.

What I find especially pleasing about any of the vehicles in this category, mind you, is the sheer joy of living with something that can haul just about anything. No matter how hard marketers try to convince us that their new crossover SUVs are just as practical as their minivan predecessors (an especially strong pitch from those automakers who dropped their slower selling vans in place of cooler CUVs), nothing can replace side sliding doors or a rear liftgate opening up to a low liftover height. My CE tester didn’t come with power operated doors, which would have made it even more convenient, but these would add to the price quite significantly too, of course.

Speaking of the price, the 2008 model hit showroom floors last fall at an MSRP of $24,340 just before I got my hands on it earlier this year. With Toyota having one of the strongest resale valuations in the business, you can pay it now when buying the Sienna or pay it later with something else, or at least that’s the theory.

And paying for it in mind, that base price quickly climbs when adding on features. Certainly the CE will be equipped well enough for some folks, although others won’t be able to live without those aforementioned power sliding side doors, powered liftgate, or for that matter an upgraded audio system with the top-line DVD entertainment system. You can even opt for a navigation system, not available with all minivans in our market, and leather can be added to the seat surfaces too. The Sienna’s four trim levels come with numerous standard features and available options, the most significant of which are the standard auxiliary jack for the AM/FM/CD audio system, which features standard steering wheel redundant controls, dual-zone air conditioning, power windows with power door locks, power remote exterior mirrors, a conversation mirror integrated into the overhead console, a tilt and telescopic steering column, cruise control, a roof rack, plus myriad safety features over and above the stability and traction control already mentioned, such as a tire pressure warning system and airbags for everyone but those in the middle. Also deserving comment are the deformable plastic cellular structures integrated into the van’s body structure, between the inner and outer panels on each side, which reduce the severity of impact if in an accident, protecting you and your family further.

If you move up to an LE the standard equipment (some are optional, but standard on the XLE) list grows to include a power adjustable driver’s seat, higher grade cloth seat surfaces, a nicer instrument panel that features Optitron electronic gauges, as well as a digital compass, outside temperature gauge, metallic dash accents, and an integrated garage door opener. The LE also gets an auto up/down function for the driver’s side power window, more storage bins, those power sliding side doors that I must admit to coveting, plus alloy wheels, fog lamps, roof rails, a rear bumper protector, and color-matched side mirrors.

If you must have leather but don’t want to step up to a Limited model, the XLE FWD seven-passenger van can be had with an XLE Extra Value Package #4, including heated front cushions to keep those hides warmer in winter, along with four-way power actuation for the front passenger, plus a sunshade covering the glass, faux leather (i.e. pleather) door panel trim, a navigation system with backup camera, a nine-inch DVD screen in the back, and Bluetooth wireless.

The top-line Limited adds driver’s seat memory linked to the side mirrors (the driver’s side mirror of which is now electro chromatic), a pumped up 10-speaker JBL audio system with a six-disc CD changer, a 400-watt (115-volt) accessory power outlet, front and rear auto climate control, an electro chromatic rearview mirror, a touch of fake wood added to the leather wrapped steering wheel, laser-assisted cruise control, a clearance and backup parking sensor, an anti-theft system, puddle lamps, chrome exterior trim, a rear spoiler with an integrated LED brake light, and last but not least a power tilting and sliding glass sunroof with sunshade. That should be enough stuff to keep anyone and their children happy, although, believe it or not, the Sienna doesn’t come with as many available options as some of its competitors, other than the all wheel drive and eight passenger alternative configurations already mentioned.

So, what to do now? Well, if you’ve managed to keep awake up to this point it means that you’re either addicted to reading about anything with four wheels or you’re serious about buying a minivan, and to the latter and more plausible answer’s end the new Sienna should be scrawled down on what has become a rather short shopping list. It’s a shame that this most convenient of vehicle types has been whittled down to only nine contenders, including the Sienna, six of which are more or less three badge-engineered pairs with styling augmentations, but while the field is smaller the differences between these monobox marvels are wide and varied. In the end, Toyota’s entrant puts up a good fight for its portion of your hard earned paycheck.