When Toyota replaced the oddball Previa with the front-drive Sienna for 1998, it staked a firmer foothold in the minivan market. The redesigned 2004 Sienna added all-wheel-drive as an option, making it a true alternative to popular SUVs. Now, for 2011, the Sienna is all-new again, and it’s crossover utilities that dominate the family scene. So, let’s see if the new Sienna can stand its ground.

The 2011 Toyota Sienna minivan starts off by standing its ground on size. Its 119.3-inch wheelbase is the same as its predecessor. But it is a few fractions of an inch wider and shorter overall, much of which can be attributed to its all-new styling, penned entirely at Toyota’s Calty studio in Newport Beach, California. And, Calty has given Sienna a fairly aggressive version of the corporate notched hood, above a sharply tapered trapezoidal grille. Narrow, dramatically swept-back headlights are set high in a pair of bulging front fenders.

From there, the Sienna’s greenhouse follows the slight curvature of character lines drawn high on its flanks. Unmistakable Venza-like taillights wrap around under the D-pillars.

Styling cues vary by trim. The sporty-looking SE’s mesh grille, deep splitter, rocker panels, and smoked taillights set it apart from the rest of the clean but much more pedestrian Sienna lineup. A selection of standard alloy wheels range from 17 to 19 inches in diameter.

But while a dose of exterior excitement is fine, the focal point of every minivan is the interior. To that end, the 2011 Sienna fills slightly bigger shoes than last year, with two inches added to interior length. It’s also wider inside, and the now flowing dash has a less pronounced, more integrated center stack to make it feel even roomier.

The front seat passengers are treated to a funky asymmetrical trim swoosh separating two glove boxes, and the driver will find a more upscale instrument cluster with standard ECO driving indicator in the multifunction liquid crystal screen. A full complement of airbags includes one for the driver’s knee.

Standards include tri-zone climate, CD stereo with aux input, up to a dozen cup holders, and dual sliding doors with power windows. Ascend the trim levels, and amenities like wood trim, voice command navigation, and a novel sliding center console are available.

Unlike Chrysler’s minivans, the Sienna’s second row seats don’t fold into the floor. They’re heavy, but are removable. Seven-passenger models have twin captain’s chairs. In Limited trim they recline. The eight-seater features a split bench with a stowable center section. The captain’s chairs have 23 inches of fore/aft travel and seat cushions that tip up, allowing easy access to the third row. There, the 60/40 split bench is placed two inches further back than before for adult-size legroom.

The optional rear entertainment system has a 16.4-inch screen that can display two inputs—like a movie and a game—at the same time. Unlike Chrysler vans, however, satellite TV is not available.

Cargo volume behind the upright third seat is good at 39.1 cubic feet. Drop the third row and cargo volume goes to 87.1 cubic feet. With the second row removed, cargo volume grows to 150 cubic feet, or more than all rivals.

Sienna continues as the only minivan available with all-wheel-drive. For 2011, it returns as an option on V6-powered LE, XLE, and Limited models.

Base power comes from the Sienna's first four cylinder. The 2.7-liter, shared with Highlander and Venza, rates 187 horsepower and 186 pound-feet of torque. The carryover 3.5-liter V6 rates 266 horsepower and 245 pound-feet of torque. A new six-speed transmission with sequential shift handles gear changes for both motors. With the V6, Sienna can tow 3,500 pounds.

Suspension hardware is traditional minivan, strut front and a beam axle rear. But careful retuning, stability control, and new electric power steering provide Sienna an unusually tactile driving experience, especially the SE, which gets treated to an even sportier setup. All-disc ABS brakes are standard.

While the four-cylinder does strain a little under heavy loads, its Government Fuel Economy ratings of 19 city/26 highway are the best in its class. The front drive V6 rates 18 city/24 highway, dropping to 16 city/22 highway with all-wheel-drive. All Siennas run on regular gas.

When it goes on sale later this spring, Sienna prices will start slightly lower than last year at $25,010. The V6 starts at $26,250, and can climb to an eye-popping $40,520 for an all-wheel drive Limited.

That said, the 2011 Toyota Sienna has something for every minivan taste— a more economical four-cylinder, class-exclusive all-wheel drive, and the nicely sporty SE model. So, not only can this highly versatile vehicle stand its ground, it's likely to make a few more suburbanites think twice about buying a big CUV.

Whether you call it Camry or Cam-ray, you have to call this Toyota the best-selling sedan in the U.S. for 2023. Not bad for a car in the last year of its lifecycle. That’s right, the Camry is all-new for model year 2025. So, let’s find out if this ninth-generation Camry can stay truly competitive in this world of SUVs and crossovers.

There have been many variations of the Toyota Camry over the last 40 years; some more exciting than others, but all have been incredibly comfortable, efficient, and practical. That theme carries over for the all-new 2025 Toyota Camry.

Though it feels like they purposely avoided any type of “wow” factor inside. Sure, there are the expected big screens for multimedia and gauge display, but they kept them separated, keeping the overall vibe traditional and classy rather than flashy. They’ve also retained lots of physical controls, added some unique materials, and attempted to open up the space a bit, knowing that they’re going up against EVs these days too, not just usual family sedan nameplates.

The new Camry follows Toyota protocol of basic LE series and more sport-oriented SE series; adding an X in front of either adds a bit more content. For our XSE tester that mostly means a flashier exterior that includes black trim and rear spoiler, dual exhaust tips, and 19-inch wheels, but it also gets a sport-tuned suspension.

Following the pattern of many recent Toyotas, Camry now has an all-hybrid lineup. Toyota’s newest, fifth-generation hybrid system mates to a 2.5-liter I4 engine for the first time. It works with two electric motors for a 225-horsepower output, 17 more than the outgoing Camry hybrid. And it delivers up to 51 mpg Combined. All-wheel-drive versions add an additional electric motor in back for powering the rear wheels for an increased total output of 232 horsepower; and AWD is available for all trims.

Our all-wheel-drive tester did feel quite peppy on the street, with a competent suspension that soaked up bumps easily without feeling soft or floaty. At the test track, there was great grip off the line, and a substantial punch of power to get us to 60 in 6.9 seconds. There was a nice little engine growl at takeoff too, but it quickly turned into a consistent droning noise due to the electronically controlled CVT trans. There are some simulated gears you can play with, but they don’t really add much to the performance; our best quarter-mile time was 15.2 seconds at 94 mph.

This is one case where “sport-tuned suspension” seems to really mean something, as this is easily the best handling Camry we’ve driven. Minimal body roll, great road feel, and steering that was both tight and responsive. All-wheel-drive grip was great through the cones, but most people will find it much more beneficial when driving on slippery roads.

The hybrid’s regen braking is not the most natural feeling, but in panic stops the brakes clamp down quickly, causing some aggressive nosedive, but ultimately resulting in very short, 110-foot stops from 60.

As mentioned earlier, Government Fuel Economy Ratings are as high as 51 Combined, but all-wheel-drive XSEs come in at 44 City, 43 Highway, and 44 Combined, though our lead foot test loop saw just, but still noteworthy, 42.6 mpg of Regular.

Pricing starts with the base LE at $29,535; all-wheel drive is another $1,525 if you want it. XSE tops out the range at $35,735.

While the midsize four-door sedan is not the suburban staple that it once was, the Camry absolutely remains a staple of the Toyota lineup, and even kept its status as America’s best-selling car last year. So, it looks like there’s no stopping the Camry, as the more efficient 2025 Toyota Camry is better-looking, has better performance, and is a better all-around family car than ever.