Super Cool Auto Blog

Gigantor. The 2008 Toyota Sequoia arrives humongously revised from the already beefy first-generation. The Timberland Mica (Metallic Green) example that Toyota lent us for a week definitely deserves whatever size-related superlatives you can dream up. It's big, it's powerful, it doesn't sip fuel. There is a need and a market for this type of vehicle, however. If Sequoia buyers don't actually utilize its considerable capabilities, that's not Toyota's fault. This year marks the migration of Toyota's full size Sport Utility to the same mechanicals that underpin the new Tundra, ladling on capability to an already fairly competent and refined vehicle.


While we think the previous Sequoia was nicer to look at, at least this one is handsome than the Tundra. The change you notice first is that the grille loses its ridiculous fake scoop. Sequoias get a lower fascia that tucks the foglamps into louvered openings and uses a more subtle lower grille. The front bumper also holds sonar transponders that warn the driver if things loom too close. Drive up windows at fast food restaurants freaked out the system, but the Sonar switch is close at hand, allowing us to get our Frostys in peace. Big chrome door handles make even bear paws feel diminutive, and that's a repeating theme with the Sequoia: big. The mirrors are big (and chromey), running boards make it easy to climb into this big thing, the wheels are big and handsome - big abounds. Brake rotors as big as manhole covers do their best to stop this thing in a big hurry. The overall shape is kind of warthog-ish to our eye, with a short hood and hulking everything else. The two-box form serves up a lot of extremely flexible interior space; you can argue form following function if it helps take the sting out of parking this ugly duckling between an Expedition and a Denali.



If true beauty is on the inside, then the Sequoia starts looking better when you open the doors. Aesthetic bliss might be a little stymied by Toyota's choice of materials, but we liked it better than the Tundra Limited that visited the Autoblog Garage. The colors and conservative design of the interior are handsome and functional, but the inscrutable attention to matching textures and sheens that you'd expect from Toyota isn't present here. There's one type of plastic that makes up the dash panel, another for the center console, and there's smooth metallic silver, rough metal-look, a lot of brownish-black, and mica-infused black for the driver to take in. The variety is not discordant, and the feel is even luxurious, though the Sequoia's interior lags behind the competition.


Functionally, the Sequoia is a champ. Just concentrating on the driver's environment for a moment, everything you need is right there and easy to use. The controversy over the split design of the center stack has died down; the setup's studied ease of use quiets dissent. A little size differentiation for the HVAC mode, temperature, and fan speed controls might have avoided the occasional tendency to grab the wrong knob, however. The sheer size of the Sequoia makes the controls on the far side of the integrated navigation and audio system a bit of a stretch, too. If that part of the dash angled toward the driver, it would make life easier for us little guys. The navigation system is easy to use, but frustrating that radio presets aren't intuitively found. Less reliance on the LCD would make operating the entertainment and navigation systems easier. Some ancillary controls on the dashboard were hidden by the steering wheel, too. The same massive center armrest with storage canyon carries over from the Tundra. Big, deep cupholders handle bladder-busting coffee mugs, and there's several other storage cubbies on the center console.


Behind the front seats, there's enough room to hold a dinner party. Both the second and third rows of seats fold down easily - the rears even power themselves - and leave an airplane hangar of a load area. For passenger hauling, as well as flexible family use, the Sequoia has been meticulously crafted. Legroom? We've got legroom. Only third row passengers might brush seatbacks with their knees. There's acres of second row space, and those seats fold with an easy tug on a lever with their split folding function adding lots of versatility. Getting into the third row involves the aforementioned lever, and access is quickly and easily granted.

Buttons to power the third row into the floor are located in the cargo area, as well as on either side of the rear doors. It's those types of details that Toyota always pays attention to, and they makes its vehicles a joy to use in the field. Speaking of details, there's also flaps included on the seatbacks for covering the crevasses left in the floor after folding down all the seats, another thoughtful inclusion. Just as in the front seats, there's storage all over the place for the second- and third-row passengers in the Sequoia, there's even covered bins for third-row inhabitants. Another nice bit of Toyota detailing: the center seatbelt for the third row has its very own storage slot in the headliner. Again, exceptionally well thought out.


Cargo space when using all of the seating positions does take a hit, though there's also a deep bin in the floor of the cargo area. The limited carrying capacity might be an issue if you're taking the high school band to Disney World, but that's where the trailer hitch and towing capacity come into play. The Sequoia strikes a good balance between a manageable length and cargo volume, and that third row we bet will be occasional seating in a lot of instances.


So, once you've loaded everyone and everything into the Sequoia and you're ready to depart for Peoria, how's it drive? Not as big as you'd assume. The size is an ever-present aspect of the Sequoia, that's for sure, but the experience behind the wheel is about as carlike as one could hope. The body-on-frame quivers are exceptionally well managed. The Sequoia feels tight and solid, even on very rough pavement. The seating position makes you feel like Jean-Luc Piccard with its high vantage point, and the Limited's leather-trimmed 10-way power front seats, themselves not the thrones found in some of the competition, are comfortable. An optional cold kit was a perfect foil to the snowy conditions we had for the Sequoia's visit. Included are deicers for the windshield wipers, pop-up spray nozzles to keep the headlamps clean, and a heavy duty battery. The powered rear hatch also helped us keep our hands clean when loading up, lots of winter road filth always collects on liftgates, and the Sequoia collected a healthy glaze.

There's only so much ponderousness you can tune out, and while the Sequoia is well behaved, it reminds you of the physics at play when bending into a turn. Overly light and fast steering doesn't help, either. Highway cruising would be more pleasurable with a helm that knew how to relax, rather than requiring frequent minute corrections. The powertrain, however, is incredible, making the big Sequoia feel like a drag racer. The 401 lb/ft of torque served up by the 5.7 liter iForce V8 certainly facilitates rapid attainment of highway velocities, and will barely flinch when hooked up to any trailer a sane person would feel comfortable hauling. With three differentials and such cavernous accommodations to haul around, the V8 also has a serious appetite for fuel. We saw between 12 and 15 mpg during the Sequoia's stay, and while there is a two-wheel-drive version with a smaller V8, you're not likely to do much better.

On the plus side, the Sequoia is quiet at speed. The JBL premium stereo is great and a rear seat DVD system is optional. The ride is comfortable, and the driving is easy. Safety has been attended to with stability control, a backup camera, and the proximity sensors that help you avoid docking by feel. The family-vehicle appeal of the Sequoia is quite high with its well considered details, and its real truck platform allows it to shrug off most terrain challenges as long as a capable driver is behind the wheel. With an as-tested price of $53,184, the cost is as hefty as the rest of the vehicle, but for that sum you wind up with an accommodating, capable vehicle that's overkill for the suburbs, but at home on the range.

 source by autoblog

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

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



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

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

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



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

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

You knew it wouldn't be long before somebody tried to install the new Apple iPad in their ride. Well, it's already happened, and the "somebody" in this case is Doug Bernards of SoundMan Car Audio in Santa Clarita, California. The team's ride of choice for what is claimed to be the world's first automotive iPad

install is a Toyota Tacoma pickup. SoundMan decided to use a McIntosh amp for the build, naturally. The team was among the first to receive an iPad, and they got to work immediately. The video chronicling the installation is after the jump.

Besides the iPad, the system consists of an Audison Bit One processor, the McIntosh six-channel amplifier, an Onkyo ND-S1 and "a special iPod dock which allows the digital signal to be pulled from the iPad and distributed to the BitOne via optical output." As the blurb on the company's website puts it:

We chose to use the iPad as the only source for the vehicles entertainment system. The dock connector will plug into a cable that runs to a Onkyo ND-S1 which will send the digital signal from the iPad directly into an Audison Bit One. The Bit One will then act as the D/A converter, and will also process the audio signal. The Bit One also has a great controller for adjusting the volume and audio settings. The amplifier we chose is the McIntosh MCC406M. Stay tunned for the rest of the build. You'll be able to find all the pictures and videos on this page as they become available.

Follow the jump to follow the installation from unboxing the components to firing it up. While the screen looks enormous in the dash, it actually doesn't look out of place and at first glance, it almost appears factory installed. The placement of the controller is a bit of a tell, and the rounded edges of the iPad need a bezel perhaps, but job well done on job number one. The team still needs to fully wire it up, but the mockup is finished. Stay tuned for part two after the rest of the components arrive. Great tip, VJ!

[Source: YouTube]

Can you push a marble through a rusted-out hole in the frame of your 2000-2003 Toyota Tundra? If so, you may be eligible for a brand new frame courtesy of Toyota Motor Company. Toyota truck fanboy site Tundra Headquarters reports that the automaker is going a step beyond its original recall, which covered rusting rear-cross members. That recall was originally intended for the 20 cold weather states, though Toyota later expanded the safety action nationwide.



Toyota will reportedly cover the cost to replace the frame of any affected Tundra, provided that the rusted holes are at least 10 millimeters in diameter and the powertrain is in working order. The rust-induced holes also have to be in certain strategic areas to be eligible, and the Japanese automaker will provide a loaner vehicle while your truck is in the shop. This frame replacement procedure reportedly costs up to $10,000. Toyota is offering to replace frames of the 2000-2003 Tundras until April of 2012.

[Source: Kicking Tires]

The wagons we all know, love and grew up with gradually fell out of favor as the minivan took hold in the '80s. Led by Chrysler's practical little boxes, the van became the king of Mt. People Mover, only to be usurped by the SUV, which took the wagon formula and added a heaping dose of machismo. The wagons have all but vanished, and today, both SUVs and minivans resemble Hollywood stars whose salad days are clearly behind them.



The so-called "crossover" is the new king, at least according to marketers who coined the maddeningly broad term, which now applies to everything from large, car-based pseudo-SUVs to what are – by all rights – traditional wagons, albeit with tall roofs and occasionally all-wheel drive. When Toyota elected to make the Highlander a substantially larger vehicle with three rows of seating, it left a void in its line-up for people seeking a utilitarian five-seater. The lack of a Camry wagon, which has been dead for ages, meant there was an opportunity for Toyota to fill-in the blank with something to compete against the Ford Edge, Nissan Murano and rest of the CUV set. And so we have the Venza.
Surprisingly stylish, particularly for a Toyota, the Venza is essentially the new Camry Wagon. It's derived from the bread-and-butter sedan's architecture and uses its familiar 3.5-liter V6 in its top level trim (a four-cylinder is also offered, and truth be told, we tried to acquire one as a tester. No dice – only sixes were available). Toyota's designers were obviously trying to stay away from the traditional Lego-brick wagon profile, and it looks as if they may have had a little fun carving out the Venza. The car's face features an ornate chrome grille that comes across as being a bit Edgy in a Ford sort of way. It's sure to polarize, which isn't necessarily a bad thing. Either way, it's not like the other visual sleeping pills that Toyota has pumped out as of late.



In profile, the Venza's slick wagonoid shape is ornamented with bulging wheel arches in front and powerful, rear-drive-looking haunches in back. There's a pronounced indent along the lower portion of the door panels that adds a veneer of muscle to the sheetmetal and keeps the Venza from looking overly slab-sided. The same goes for the wheel package: 20-inchers wrapped in 50-series rubber are standard equipment on the V6. Visually, this makes the Venza look like something you just ripped out of a Hot Wheels blister pack. While the dubs admittedly work well within the overall styling theme, they're certainly not a practical choice for a family capsule. Unassuming buyers will be in for a surprise when it comes time to replace the tires, as 20-inch rubber doesn't come cheap (the four-cylinder buyers are in a similar boat – they get 19-inch hoops standard).




Working toward the rear of the car, the angled D-pillar flows down into the rear fender flare, which grabs light and adds some visual interest before terminating at the car's barbed taillamp. Dual polished exhaust tips are both the finishing touch and the visual telltale that there's a bent-six underhood. It's got a great stance overall, but there seems to be one small price to pay for the handsome sheetmetal: it might be hard to keep clean. During its stay with us, the Venza's bodywork excelled at collecting winter road grime on its various undulating surfaces.



Inside, the tarted-up Venza tries to play the Lexus-lite card. The tan leather seats are accented with dark, contrast piping; the black instrument panel has a soft-touch "give" to it; and driver instrumentation is very straightforward. The other interior plastics are simply okay. Most of the important spots look and feel fine, but some elements – the little change drawer above the driver's left leg comes to mind – smack of chintz. Secondary info (trip computer, climate settings, etc.) is found within a bright, legible LCD screen mounted high on the dash. Since our tester was loaded, the audio system added a second multifunction nav/phone/radio touchscreen.



All of the other important controls are mounted within arm's reach on the center stack. The shifter sits to the left and the climate controls sit immediately to its right. One nitpick: we kept reaching for the oversized main temperature dial, thinking it was the audio system's volume control. Ultimately, we overcame this habit by forcing ourselves to use the steering-wheel controls for the audio system whenever possible. Still, the temp dial's size and placement in the center stack really makes it look like a volume control, particularly at night.

Below the HVAC interface, you'll find a spring-loaded device holder designed to secure your MP3 player or phone. There's a rudimentary cable-management system included, which allows you to run a basic auxiliary lead from the device to the jack located in the capacious center console storage bin without cluttering up the console area. Be advised: it's just a basic AUX jack – no USB – so if you run your iPod, you'll still have to manage song selection from the device.



We found that our Blackberry Curve fit nicely in the cubby, but there was one occasion when it spontaneously launched itself from the holder and clattered into the passenger footwell. The car's Bluetooth connection meant it didn't make a difference, but it was annoying nonetheless. The entire center console surface, cupholders and all, slides back to allow access into the aforementioned storage compartment and there's a second bin under the armrest. In short, you can stow a lot of junk in the space between the front seats.

Piloting the Venza is a tale in Camriffic inoffensiveness. Road imperfections are soaked up with subdued thumps that might have been even less obtrusive if the wheel/tire package didn't hail from Dub City. The 268-horsepower 3.5-liter V6 propels the AWD Venza's two-ton mass without breaking a sweat. Power delivery isn't a problem, and the corporate six is smooth enough. You can manually shift the Venza's six-speed auto, but doing so doesn't appreciably spice things up and feels out-of-character for this vehicle. Steering effort is predictably low, yet the Venza still responds to inputs quickly. It makes for a pleasant, if unexciting, drive and a little less Novocaine would make it better still.



We took the car out in some pretty sloppy, snowy Connecticut weather, and it handled the rotten conditions with aplomb. That said, the traction-control electro-nanny isn't shy about making her presence known, and when the going gets slippery, she likes to blink angrily at you with her shame-on-you light in the gauge cluster. On dry pavement, the Venza behaves itself just as you'd expect. Push it in the corners, you find a helping of body roll and understeer. Trundle about town hitting the grocery store and returning the kids' books to the library, and it's the teacher's pet. It's a Toyota – you know what you're getting here. Prospective Venza mommies hoping to unleash their inner Danicas should look elsewhere.



Seating up front is plush, if not especially supportive. Backseat passengers have comfortable legroom and bright surroundings – especially with the pricey, optional panoramic roof option, which parks a second, fixed glass panel overhead. As for hauling duties, you can pack a little over 34 cubic feet of groceries and whatnot behind the rear seats. Bulkier stuff, like large boxes, will likely force you to fold down at least one part of the split second row – an exercise made exceptionally simple thanks to doorhandle-style releases mounted on the sides of the cargo bay. With the second row flattened out, interior cargo volume jumps to a little over 70 cubic feet which, according to a Venza commercial we saw on TV, appears to easily accommodate a pair of beautifully-groomed golden retrievers.



Our all-wheel-drive V6 Venza started at $29,250 and got expensive in a hurry. It was loaded: fancy panoramic roof, leather, JBL premium audio, navigation, etc. All of that kit worked out to a rather off-putting $38,493 bottom line. (A copy of the Monroney is in the accompanying photo gallery.) As you're probably aware, that kind of scratch can put you into something bigger and/or more practical if those are your priorities. You can also just as easily spend less and get similar to equal utility.



Admittedly, our Venza's option packages were very pricey – $4,345 for the Premium Package, another $2,590 for the upgraded audio and navigation system, and yet another $1,050 for the panoramic roof. The Venza's a classy, good-looking, and enjoyable wagon, but our car's lofty as-tested price simply makes it tough to swallow. Is it worthy of your consideration? Absolutely – if you can exercise enough restraint to keep the options in check. Otherwise, once you get to the higher end of the scale, you run into some solid competitors. This makes the Venza less of a slam dunk and more like a pretty lay-up.
source by autoblog