Mazda has addressed the aesthetic shortcomings for 2012, and the new Mazda5 shows off gently rippled flanks that appear to have been sculpted by the wind.  This is the first production vehicle application of Mazda’s nature-inspired “Nagare” design theme that’s been featured on many of the brand’s recent concept cars.  The gently flowing lines make the Mazda5 look smaller yet more substantial, highlighting the fact that while it’s shaped like a minivan, it’s much smaller than a Honda Odyssey or Dodge Grand Caravan.  Mazda’s happy-face five-pointed grille provides a cheerful front aspect, while the leaf-shaped headlights blend perfectly with the flared front fenders.    Dual sliding doors with light-touch action are still part of the package.   At the rear, a gently curved greenhouse and a roof spoiler keep the tailgate from looking like an afterthought as it often does in van-like vehicles.

There are changes underneath the skin as well.  A new 2.5 liter four-cylinder engine provides an increase in horsepower and a more confident drive.  This engine is shared with the Mazda3, Mazda6 and CX-7, and produces 157 horsepower.  Sequential valve timing and a variable induction system combine efficiency and power, and lightweight construction ensures that the new engine doesn’t weigh significantly more than the smaller 2.3 that it replaces.  The Mazda5 is available with a choice of six-speed manual or five-speed automatic transmissions.  In addition to the nimble driving dynamics compared to a minivan, the availability of the manual transmission will endear the Mazda5 to car guys with families to haul.

The Mazda5 is actually pretty fun to drive, too.  The suspension uses MacPherson struts up front and a compact multi-link rear, and it’s been tightened up for 2012 to provide more responsive handling.  The relatively long wheelbase provides a comfortable ride on the freeway, but the Mazda5 is still nimble enough to be a breeze to handle in tight urban streets.  The electronic power steering is light and direct.  Anti-lock brakes and stability control are standard equipment.

The Mazda5’s interior retains the fantastic versatility that makes it one of the best do-alls around, and adds a bit of style to match the new exterior as well.   The new dash is more console-like and similar to that of Mazda’s sedans, with two large red-lit gauges dominating the instrument pod and a driver-information strip across the top of the dash.  Radio and climate controls are pleasant to the touch and feel like a step up from the Mazda5′s actual price bracket.  There’s seating for up to six, and it’s comfy enough for full-sized adults even in the third row thanks to a flat fuel tank and compact rear suspension.  The Mazda5′s seats fold individually, allowing a vast range of cargo options.   Three models are offered:  Sport, Touring and Grand Touring.  In Grand Touring form, the Mazda5 includes Bluetooth, heated seats and mirrors, Sirius satellite radio, a moonroof and a leather interior as standard equipment.

Even in Sport form, however, the Mazda5 is a little errand-runner that is the definition of the word “versatile” but won’t make you feel like you’ve suddenly reached middle age and become frumpy.  Of course, it’s always been that, but now it’s got handsomely delicate styling that makes it an even more appealing prospect.  Nailing it home is the pricing.  Since it’s a compact masquerading as a minivan, the Mazda5 is priced like a small car, with MSRPs starting at $19,195 for the Sport model with a manual transmission.  My tester was a well-equipped Touring, and stickered for $23,180.

All specs are for the 2012 Mazda5.
Length:  180.5 in.
Width:  68.9 in.
Height:      63.6 in.
Wheelbase:  108.3 in.
Curb weight:   3457 lb.
Cargo space:   27.5 cu.ft. (third row folded)
Base price:  $19,195
Price as tested:  $23,180
Engine:   2.5 liter inline four-cylinder
Drivetrain:  five-speed automatic transmission, front-wheel drive
Horsepower: 157 @ 6000
Torque:  163 @ 4000
Fuel capacity:  15.9 gal.
Est. mileage:   21/28

That’s always been the beauty of the minivan.  Sure, most of them are pressed into service as mom-taxis, but in reality it’s a mobile command center, and Honda’s new-for-2011 Odyssey takes that role very seriously.  Whether it’s hauling kids or camping gear, the Odyssey is ready to work with a lower, wider body and a more powerful, more fuel-efficient engine.

Functionality is the name of the game.  The new Odyssey is bigger and wider, providing ample space for up to eight passengers inside. This is a rather big van.  Real-world legroom is enough for six-foot adults in the center and third rows. The second-row seat is multi-adjustable; the seats can be moved slightly for additional elbow room, slid forward to make access to the rear easy even with a child seat in place and the center section folds to create a large console.  Honda calls the third-row seat a “Magic Seat,” similar to that used in the Fit, and it disappears seamlessly and effortlessly into the floor with two lever pulls.  The second row can be folded or removed in a slightly more complicated process.  Fully opened up inside, the Odyssey becomes a cavern, with over 145 cubic feet of space for hauling stuff.  Of course, all that room is useless if it’s not convenient, so the Odyssey also features a handsome dash styled similarly to that of the Accord.  It’s handsome, if a bit fussy thanks to the multitude of buttons.  There’s a removable front console, cool DVD remote storage and 115v/USB plugs in the back.  A front-console “cool box” and flip-up ring for holding trash bags are handy items that make the Odyssey seem a bit more like home.

Like its opposite number the Toyota Sienna, the Odyssey can be outfitted like a mobile living room, right down to the available 16.2-inch screen on the rear-seat entertainment system, which has split-screen capability and HDMI ports for plugging in HD devices or gaming consoles.  Of course, this is also a traveling living room, so the Bluetooth connectivity and available navigation system, with turn-by-turn guidance and restaurant guides included, is a bonus. The system uses a 60-gig hard drive instead of a DVD, and its brightly colored eight-inch screen has the option of allowing you to select a favorite photo as “wallpaper.”

On the road, Honda’s new minivan is acquitted by its comfortable ride.  MacPherson struts are used up front, and the rear’s got a multilink setup.  The Odyssey drives big, because it is big, but it’s not wobbly or unstable when changing directions.  A choice of 17- or 18-inch wheels provides surprising road feel for such a large vehicle, and Honda includes low rolling resistance tires for improved fuel economy.  Vehicle Stability Assist stability control and anti-lock brakes are standard equipment.  To help make this big van easier to drive, there’s an available blind-spot monitoring system that lights up an indicator in the appropriate mirror if there’s an obstacle traveling where it’s hard to see.

The Odyssey’s 3.5 liter V6 feels like it’s working hard; acceleration is a constant reminder that this is an 4500-pound vehicle.  On the plus side, it returns decent fuel economy and provides interstate-eating range thanks to the 21-gallon gas tank.  The 3.5 V6 features Honda’s i-VTEC system, of course, and horsepower is up slightly to 258.  Honda’s Variable Cylinder Management (VCM) system is also included, allowing the engine to shut off up to three cylinders when they’re not needed.  This helps to push fuel economy into the high twenties on the freeway, and you won’t notice any changes in the way the Odyssey is running because Honda’s installed an active noise-cancellation system that masks the additional vibration caused by a V6 operating as a three-cylinder engine.  A new six-speed automatic transmission is available on the Touring, while lesser Odysseys make do with a five-speed autobox.  The slick six-speed is the way to go, providing long legs and a quiet ride.  Should you need to tow a trailer, the Odyssey will pull up to 3500 pounds.

Perhaps the greatest departure from Honda minivans past is the exterior.  For perhaps the first time, the Odyssey’s sporting a sense of style.  The new design is preternaturally flush, with flat panes of glass, a lower roofline and a wind-cutting V-shaped prow.  The rear windows have an asymmetrical zig-zag shape that provides a dramatic side aspect, and a band of taillights that stretches all the way across the rear.  This is a good-looking minivan, and that’s not an oxymoron.

Pricing has often been a sticking point for the Odyssey, because Honda’s people-hauler has always been a premium vehicle, so it’s always been priced accordingly.  Odyssey sticker prices start at $27,800, but the amenities add up fast, and my tester had an MSRP of $44,030.  Of course, it was a top-of-the-line Odyssey Touring Elite, loaded up with a moonroof, satellite radio, navigation, the DVD entertainment system and a rearview camera.  It was a fancy ride indeed, and the new Odyssey goes a long way toward earning the right to that price tag, to be honest.

All specifications are for the 2011 Honda Odyssey.
Length:  202.9 in.
Width:  79.2 in.
Height:     68.4 in.
Wheelbase:  118.1 in.
Curb weight:   4560 lb.
Cargo space:   38.4 cu.ft. (all seats up); 93.1 cu.ft. (third row folded); 148.5 cu.ft. (all seats removed)
Base price:  $27,800
Price as tested: $44,030
Engine:   3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 248 @ 5700
Torque:  250 @ 4800
Fuel capacity:  21.0 gal.
Est. mileage:   19/28

Honda’s gone to a lot of effort to make sure that you’re so happy with the Odyssey you don’t have to spend time worrying about impressing your friends, of course.  This ground-up redesign shows that Honda considered all of minivan-dom, took the best ideas, and combined them into one vehicle.  The Odyssey has a larger interior with more comfort and convenience features, a more powerful engine, and a new level of suspension and body refinement.  The new Touring model combines a variety of exclusive features into a single high-quality, high-class package.

The Odyssey has a more aggressive and expressive face than ever, thanks to clear-lens headlights and an interesting body-colored grille with a thin chrome surround.  Judiciously applied Accord cues such as a high beltline and sheer sides ensure that the generic minivan silhouette is recognizable as a Honda minivan silhouette.  The Touring model is snazzed up by 17″ wheels and body-colored trim.

With a few notable exceptions of course, the minivan has always been about function, not fashion, and the Odyssey is more than capable in this regard.  The handsome center console carries ancillary controls within easy reach, as well as no less than three storage cubbies, four cupholders and two power points, but the controls are less intuitively placed than in other vans.  The tall seats are comfortable, as minvans tend to be.  A fold-down console between the front seats is a good idea borrowed from Honda’s own CR-V.  A cool folding screen in the dash carries navigational information, and a backup camera assists in parking when you get there.  The rear seats fold and tumble easily, with the third row dropping into the floor.  Honda calls it a “Split Third-Row Magic Seat,” but it works well in spite of the dorky name.  Interior length has gone up by two inches, most of it in the rear, so with the seats up, there’s room for up to eight.  With all of these features, our top-of-the-line Odyssey Touring would be at home in a catalog right next to Williams-Sonoma’s best $300 toaster.  Features exclusive to the Touring include adjustable pedals, a 360-watt sound system, and a power tailgate.

Powering all this gear down the road is a 3.5 liter all-aluminum V6 whose output bests last year’s Odyssey by fifteen horsepower, for a total of 255.  We found the Odyssey to be perfectly minivan-typical on the road; acceleration was assertive without being violently powerful, and the five-speed automatic transmission was smooth as silk.  We never got impatient with this van, as we have in other sluggish family haulers.  Honda’s also installed a fuel-saving cylinder-deactivation system that can shut off three of the engine’s six cylinders when they’re not needed.  If it functioned while we had the Odyssey, we didn’t notice.  It must work, though; fuel economy hits an impressive 28 mpg on the freeway.

All minivans feel big on the road, but the best manage their bulk without feeling ponderous or being hard to drive.  The Odyssey is one of the best.  A four-wheel independent suspension (unlike the beam rear axles used by some vans) has been tuned with luxury sedans in mind.  We doubt you’ll ever mistake your Odyssey for a luxury sedan, but it’s a nice ride nonetheless.  Steering response has also been improved.  The Odyssey is well-mannered whether loaded or unloaded.  The Odyssey Touring also includes the exclusive Michelin PAX run-flat tire system.

As people haulers, safety’s a big selling point among minivans.  The Odyssey is equipped with a raft of standard safety features including anti-lock brakes, three-row side-curtain airbags, and stability control.

The only downside to all of this refinement and technology is that it’s wrapped in the body of a minivan.  If you want to impress your friends, keep in mind that to most people, even a $40,000 minivan like the Odyssey Touring is still just a minivan.  But that’s okay; the Odyssey will make you glad you thought of yourself first.  Pricing starts at $25,195 for the entry-level Odyssey LX and $28,195 for the better-equipped EX.  Our test vehicle was an Odyssey Touring, with a full complement of standard equipment including dual power sliding doors, navigation system, run-flat tires and a DVD entertainment system, and it stickered for $38,810.

Specifications:
All specs are for the 2005 Honda Odyssey Touring, which we tested.
Length:     201.0 in.
Width:        77.1 in.
Height:        70.0 in.
Wheelbase:    118.1 in.
Curb weight:    4678 lb (est.)
Cargo space:    38.4 cu.ft (seats up); 147.4 cu.ft. (all seats folded)
Base price:        $38,295
Price as tested:        $38,810
Engine:     3.5 liter SOHC 24-valve V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     255 @ 5750
Torque:     250 @ 4500
Fuel capacity:        21 gal.
Est. mileage:        20/28

2006 model pictured

We’re not afraid to confess that we like this van, though.  Nissan’s outside-the-box design and bold interior turned the conventional notion of minivans on its ear when the current Quest hit the streets almost two years ago.  This is a fashion over function minivan, a mixture of workhorse and show horse, and this unlikely combination is both the best thing and the worst thing about it.  The exterior and interior design throw away all of the conventions of minivan styling in favor of a bulbous silhouette and an airy, light-filled interior environment that hasn’t been matched yet.  Unlike most vans, which tend to be conservative, the Quest is an in-your-face, love-it or hate-it design.  For every upside, there’s a downside, but that’s part of its charm.

Most minivans look a bit embarrassed to be what they are.  Not this one.  The Quest wears its sheetmetal proudly, and it looks even larger than it is thanks to a long wheelbase and tremendous, flowing greenhouse.  The beltline rises and falls in a graceful arc, and while no one’s ever going to call the Quest svelte, it at least looks like Nissan’s designers did more than stick wheels on a box.  The geometric front end and floating-element grille are similar to those found on Nissan’s family sedans.  Power-sliding side doors and tailgate are available.  The downside to the long wheelbase is a slightly larger turning circle than most.  The Quest will clip curbs if you’re not careful.

We must also admit to being pleasantly spoiled by minivans with powered side doors and tailgates.  It’s an option that quickly makes you delightfully lazy, but still, there’s something about being able to close the doors without dropping your groceries, or to open them with the push of a button when you’re twenty feet away, running toward the van in the rain.  The Quest’s front doors aren’t power-operated, but they are some of the largest, widest-opening doors we’ve seen on a minivan.

Those doors open to reveal a spacious cabin that looks like a concept car.  The dash is flat on both sides, even in front of the driver.  Information displays, instrumentation and the navigation screen are all mounted front and center, to give the driver a clear view of the road ahead.  The broad, flat expanse of dash adds to the impression of space inside the Quest.  Radio and air conditioning controls are housed in a gray pillar that rises out of the floor just ahead of the front seats.  This striking design element places all of the controls on the pillar’s flat top, and the CD changer’s located in the front.  It looks slick, but it’s hard for the driver to use without looking away from the road.  And don’t forget to look up–the Quest can be had with glass roof panels and a full-length overhead console that turn this van into a science fiction shuttle-craft replica.  Rear-seat passengers can be treated to a DVD entertainment system with two screens, one for each row of seats.  Sirius satellite radio is also available.  Side-curtain airbags for all three rows are standard.  The rear seats are wide and comfortable, too, with an attractive thin-backed design.  Fold the seats down and the Quest is wide enough to carry a 4×8 sheet of plywood.

Style sometimes inhibits functionality here, too.  Those skylights are nice, until you park the Quest on a 90-degree summer day and forget to close the shades, turning the bright and airy minivan into a greenhouse.  The narrow seats feature a collapsing function that allows them to drop flat without being removed, but figuring out how to do it takes some work.  The third row seat folds into the floor as well, but requires some serious reaching that will make it difficult for drivers who aren’t six-foot males.

Get it out on the road, and the Quest’s 3.5 liter DOHC V6 shows why this Nissan engine family has won a number of awards.  The 240 horsepower isn’t the whole story; continuously variable valve timing means that the 3.5 is smooth and responsive as well.  The Quest feels powerful on the road.  There’s no belying its mass of course, and it doesn’t exactly feel like a sports sedan, but passing power is generous.  A choice of four- or five-speed automatic transmissions is available.  We drove the five-speed, standard in the uplevel Quest SE, and didn’t notice it at all–just as a minivan transmission should be.

A fully independent suspension is used, with a roll-stabilizing multi-link rear.  Handling is par for the course, with a bit stiffer suspension so there’s not as much body waddle as the average minvan.  If you’re familiar with the rest of Nissan’s sporty family’s handling, the Quest lives up to that standard as best it can given it size and weight.  On the freeway it’s a dream, thanks to the long wheelbase.  Traction control and anti-lock brakes are standard on all Quests.  Nissan’s comprehensive Vehicle Dynamic Control stability control system is an option, and it does a good job of taking the waddle out of the van as well.

Very few people buy a minivan with the intention of looking good–in fact, it’s a safe bet to say that nobody does.  But if you find yourself needing the unequaled versatility of a van and don’t want to give up a sense of style, Nissan’s got your back.  The Quest looks great inside and out, and it’s not a bad driver, either.  Some features, like the flat-topped console and collapsing seats, are more gimmicky than convenient–but then who’s never made a few sacrifices for style?  Quest prices start at $27,150; the well-equipped 3.5SE starts at $32,250 and our well-equipped tester came with satellite radio, a rear-seat entertainment system and a navigation system for $38,010.

Specifications:
All specs are for the 2005 Nissan Quest, which we tested.
Length:     204.1 in.
Width:        77.6 in.
Height:        71.9 in.
Wheelbase:    124.0 in.
Curb weight:        4209 lb.
Cargo space:        143.8 in.
Base price:        $27,150
Price as tested:        $38,010
Engine:     3.5 liter DOHC 24-valve V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     240
Torque:     242
Fuel capacity:    20.0 gal.
Est. mileage:    18/25

Remember the tree fort you had (or wanted) as a kid?  It was the home base for most summertime adventures.  Bring a sleeping bag and a lantern, and you could camp out in it.  There was space for a stash of snacks, space for friends to hang out, and plenty of comfortable places to sit.  A recent long trip in the 2005 Dodge Grand Caravan revealed it to have all of the qualities of that old tree fort, with one telling difference.  In fact, it’s better, because unlike that tree fort star cruiser or pirate ship which was always in the same place once your imagination wound down, the Caravan can actually take you out on those adventures.  Okay, a minivan can’t navigate the stars or the stormy Atlantic, but anyplace in the continental U.S. is fair game.  Ahoy, matey, indeed.

Once you’ve kicked the kids out, formed a club and put up a misspelled “Memberz Only” sign on the window, the Caravan’s boxy form conceals a perfect, versatile tree fort platform.  There’s seating for seven, and when it’s time for a sleepover, the available Stow ‘N’ Go system drops all of the seats into the floor, creating a flat space that’s perfect for a sleeping bag or three.  When the seats are up, the Stow ‘N’ Go bins form convenient under-floor storage bins.  The flat-floored cargo area is useful for more than just camping out, of course; it’ll swallow over 160 cubic feet of stuff.  During the course of our two-thousand mile road trip, our Caravan hauled car parts, ferried four large automotive journalists and two small ones, and yes, we did sleep in it once or twice.  And what would you have given for a tree fort with electricity?  The Caravan’s got available options like Bluetooth-enabled phone connectivity and a handy overhead console system that mounts three moveable bins on rails, and also houses the available DVD entertainment system.  Our test van also included a DVD-based navigation system, but the tiny, 4.2-inch screen and small controls left much to be desired in its operation.

Of course, the average tree fort never had to deal with traffic in downtown Dallas.  The Caravan is equipped to do that, too, with a 3.8 liter V6 engine.  The 215 horsepower ensures that there’s enough power to cruise at freeway speeds, and it’s noticeably quieter and smoother than past Caravans have been.  A four-speed automatic transmission handles shifting duties, and we even saw decent fuel economy over the road, averaging over 23 mpg.  The 3.8 is the biggest V6 available for the Caravan, and it’s got no problem moving this vehicle around even with a full complement of adults on board.

The suspension is simple, with independent springs up front and a beam axle in the rear.  Race-inspired double wishbones and a fully independent suspension are not part of the package here, but that’s not a bad thing.  The Caravan isn’t sophisticated, but it is easy to drive for its size.  Rack and pinion steering allowed us to navigate dirt parking lots and tight parking garages without trouble.  Safety exceeds traditional tree-fort levels with side-curtain airbags and knee airbags to help protect passengers in the event of a serious crash.  The side-curtain bags protect all three rows of passengers.  Four-wheel anti-lock brakes are standard on the Caravan SXT and optional on lesser models.

Like most tree forts, the Caravan isn’t the best-looking device.  It takes some styling cues from Dodge’s passenger cars, most notably the squinty narrow headlights and large “crosshair” grille in body color, but it’s not going to win any beauty contests, even among minivans.  The bulbous body is more functional than fashionable.

But really, minivans aren’t about looking good.  They’re about the job of carrying people and cargo, and about being easy to drive while offering all of that cargo space.  With a bit of imagination, a minivan can even be a bit of fun.  The Caravan proves this with ability and versatility, and it’s priced well, too.  The base price of the long-wheelbase Grand Caravan SXT we drove is $26,315.  Standard equipment includes the Stow ‘N Go seating, power windows all around, and an overhead console.  With a leather interior, heated seats, adjustable pedals, a CD changer and a rear-seat entertainment system, our test van (and rolling tree fort) came to $33,705.

Specifications:

All specs are for the 2005 Dodge Grand Caravan SXT, which we tested.
Length:     200.5 in.
Width:        78.6 in.
Height:        68.9 in.
Wheelbase:    119.3 in.
Curb weight:    4325 lb.
Cargo space:    17.6 cu.ft. (all seats up); 160.7 cu.ft. (all seats folded)
Base price:    $26,315
Price as tested:    $33,705
Engine:     3.8 liter OHV V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     180 @ 5200 or 215 @ 5000
Torque:     210 @ 4000 or 245 @ 4000
Fuel capacity:    20 gal.
Fuel economy:    18/25

We’ve been somewhat unhappy with Mercury lately. Despite reassurances that the division intends to peddle more than just slightly more expensive clones of Ford products, it has yet to do anything really unique. Granted, Mercury’s customers seem to be perfectly happy with the products, and being a Ford clone isn’t the worst possible kind of car to be, but none of that stopped us from rolling our eyes a bit when the all-new Mercury Monterey arrived in the driveway.

Replacing the Villager minivan after a one-year hiatus, the Monterey is an upscale version of the equally new Ford Freestar.  Formerly known as Windstar, the Freestar is a significant re-engineering of Ford’s minivan platform, carried out in response to the rapid improvements required to stay with this increasingly competitive market.  The Monterey is aimed at the “premium minivan” segment of the market, and as such it will be butting heads with Chrysler’s Town & Country, Buick’s upcoming Terraza, and others, and a raft of luxury options should make it one of the top contenders.

Thinly disguised clones or not, Mercury has always done Ford one better when it comes to design, and the Monterey is no exception. By translating Mercury’s elegant deco style onto the boxy body of a minivan, the Monterey hits the streets as one of the few really good-looking vans out there. The vertical-barred “waterfall” grille and wrapped headlights are Mercury hallmarks, as are the aluminum-accented taillights and six-spoke slotted 16″ wheels.  The basic body shape is uncomfortably similar to that of the Freestar, but the only problem with Ford’s minivan design is that it’s boring.

The interior is nicely laid out, with woodgrain inserts in the dash and chrome-ringed gauges. There are a lot of controls; in addition to the usual radio and climate control buttons, Monterey drivers have to contend with switches for the dual power sliding doors, vent windows, available heated/cooled front seats and more.  Mercury’s intuitive switch layout makes this easy, and even leaves space for sliding cupholders and a few cubbies besides. We didn’t like the console between the front seats, which had the look of an afterthought and made it difficult to climb from the front of the Monterey to the back.  The quality of the materials was also questioned; while it’s well-constructed, considering the Monterey’s over-$30,000 price we’d like to see a bit more distinction from the Freestar.

One thing we did like was the third-row seat, which folds into the floor after a quick three-strap maneuver. Honda and Mazda pioneered the disappearing minivan seat, and we’re glad to see them popping up across the board.  When the seat is up, there’s a carpeted storage bin in the floor that’s great for keeping groceries and other cargo from sliding around. The Monterey’s second-row seats are captain’s chairs, and lift out easily.  Leather upholstery, adjustable pedals, three-zone climate control and power sliding doors are available options. Our tester was equipped with front and rear parking assist, which made parallel parking a breeze.

The biggest letdown was powertrain noise.  The 4.2 liter V6 is powerful enough to squirt this 4434-pound minivan through traffic, but it sounds like it’s working hard while it’s doing it. Ford’s 201-horsepower engine is a strong powerplant, but sounds coarser than some newer-tech powerplants. The Monterey doesn’t want for power, it just sounds crummy.  Keep the radio loud and you’ll never notice.  The four-speed automatic transmission shifts smoothly, and the Monterey is relaxed on the freeway.

Being a minivan, the Monterey keeps a firm grip on safety. The MacPherson strut front, twist-beam rear suspension is somewhat wallowy but handles predictably in emergency maneuvers.  The available AdvanceTrac traction control takes over when things get slick, using seven sensors’ worth of input to maintain directional stability.  Anti-lock brakes are standard. The Monterey also features rollover protection in the form of a unique “Safety Canopy” side-impact and rollover airbag which covers all three rows of seats.  Self-sealing tires and a tire-pressure monitoring system are available.

All in all, it’s a good van. We’d rather it was “great” of course, considering our tester’s $35,795 price.  Because of the expense, we found little things–like the operation of sliding doors and trays, which were sometimes less than smooth–to be more unpleasant than we would in, say, the $25,000 Freestar. Apologies to Mercury, but unless you’ve got to have that gorgeous styling, we’d recommend the less expensive Freestar instead.

Specifications:
All specs are for the 2004 Mercury Monterey Premier, which we tested.
Length:         201.0 in.
Width:            76.6 in.
Height:            68.7 in.
Wheelbase:        120.8 in.
Curb weight:        4434 lb.
Cargo space:        25.8 cu.ft (behind third row); 134.3 cu.ft. (all seats folded)
Towing capacity:    3500 lb.
Base price:        $34,840
Price as tested:        $35,795
Engine:         4.2 liter V6
Drivetrain:         four-speed automatic, front-wheel drive
Horsepower:         201 @ 4250
Torque:         265 @ 3500
Fuel capacity:        26.0 gal.

In many places, the popular wisdom is that minivans are irrelevant and outdated.  The truth is that this is just what some automakers would really like for you to believe; it’s mostly Ford and GM marketers who are trumpeting the death of the minivan.  The ugly truth is that Honda and Toyota jumped into the minivan game and beat Ford and GM so soundly that the American manufacturers took their ball and went home to build crossovers.  The 2011 Toyota Sienna illustrates exactly why that happened.
Like going toe-to-toe with Porsche or Ferrari on the race track, one should not go into competition with the Toyota Sienna unprepared.  All-new for 2011, the Sienna has backed up its already impressive utility and driveability with more expressive looks and a more efficient four-cylinder model.  Toyota’s Giant Box just got even harder to beat.

Styling-wise, there’s only so much you can do with a minivan.  Shave too many of the edges off the box and you lose cargo capacity; reduce the height too far and it might as well be a station wagon.  Long and tall is essentially the only way to go.  The Sienna makes the best of these limitations, with an aerodynamic new face and contoured hood bearing a strong family resemblance to the Venza and Camry.  A long wheelbase and hidden door tracks help to mask the Sienna’s size, which is considerable.  LED taillights at the rear are accentuated by wing-like fender sculpting, also similar to the Venza.  The Sienna’s got just the right curves in just the right places to be clearly a member of the Toyota family.   The range has also grown to include a somewhat incongruous sport model; the Sienna SE sports 19-inch wheels, a more aggressive front fascia and a lowered suspension.

The interior is where the attention to detail really counts, and the Sienna is practically a rolling living room.  The high, chair-like seating position and efficient dash with stubby shifter are expected, but the Sienna excels at surprise-and-delight, and this van is the best mobile command center yet.  The center console splits, enabling the rear cupholders to slide closer to second-row passengers.

When split, the flat space inside the console will hold a grocery bag or other awkward object and keep it from rolling around.  It’s a stroke of ergonomic genius that comes in very handy on those little errands that don’t involve furniture or $300 of groceries.

At the front of the console, the floor is designed to hold another bag.  The deep space inside the console can hold a purse or possibly even a smallish laptop.  The available entertainment system features an extra-wide screen, enabling second-row passengers to watch two different programs at the same time.  A power tailgate and sliding side doors, are available, of course.  A navigation system and backup camera with a panoramic display are on the menu too, also of course.

Flying first class?

In the Sienna Limited, the “Lounge” second-row seats adjust fore and aft and even recline, sprouting Barcalounger-like leg rests.  Need to haul cargo?  The third-row seats fold into the floor and the second row collapses and slides forward.

It was so exciting, I rounded up a bunch of people and made a quick hundred-mile road trip just to show it off.  With five adults aboard, the Sienna quickly begins to feel like a rolling living room.  It’s spacious enough for six-footers and taller to be comfortable for an afternoon of driving, and the deep cargo well behind the rear seats provides ample luggage room.

Fully loaded, the Sienna’s 266 horsepower 3.5 liter V6 comes in handy.  Equipped with variable valve timing and lightweight construction, the 3.5 is an excellent powerplant for a minivan, in that it goes about its business as unobtrusively as possible.  I never found the Sienna lacking for grunt, and the new six-speed automatic transmission slips neatly through the gears without hunting.  The Sienna is also available with a four-cylinder engine for the first time.  The 2.7 liter four produces 187 horsepower and also sports variable valve timing.  Fuel economy is improved slightly, to 26 mpg on the freeway.  To round out the family, an all-wheel drive Sienna is available.  Properly equipped, the Sienna can even tow up to 3500 pounds.

On the road, the Sienna feels big and heavy, like a minivan should.  A widened track reduces the waddle inherent in minivans for a more stable ride, and the MacPherson strut front suspension is combined with electronic power steering for navigation that is as direct and predictable as the helm of a five thousand-pound vehicle can be expected to be.   An unexpected encounter with a golden retriever in the middle of the freeway gave me a chance to experience the Sienna’s stability firsthand, and both dog and minivan were unscathed.  Anti-lock brakes and stability control are standard equipment, as is Toyota’s Vehicle Dynamics Integrated Management (VDIM), a comprehensive driver-aid suite which works to mitigate loss of control before it happens.

The downside to minivans, especially the good ones like the Sienna and Odyssey, is a tendency to creep up into luxury-car territory when it comes to pricing.  That’s not so much of a problem with the Sienna, because the good driving dynamics and ergonomics are part of the basic vehicle, of course.  Pricing starts at $24,260 for the four-cylinder and $25,500 for a V6.  Both starting prices are lower than those of the outgoing model, by the way.  Of course, if you want to load on the options for a serious party vehicle, you’ll be more interested in the higher-end XLE and Limited.  My XLE tester was equipped with the DVD and navigation systems, reclining second-row seats, satellite radio and full-vehicle smart key access, and stickered for $42,211.

Specifications:
All specs are for the 2011 Toyota Sienna
Length:  200.2 in.
Width:  78.2 in.
Height: 68.9 in.
Wheelbase:  119.3 in.
Curb weight:  4490 lb.
Cargo space: 150.0 cu.ft. (all seats removed)
Base price:  $24,260
Engine:  3.5 liter DOHC V6
Drivetrain:  six-speed automatic transmission, front-wheel drive
Horsepower: 266 @ 6200
Torque:  245 @ 4700
Fuel capacity:  20.0 gal.
Est. mileage:   18/24

Ford’s newest commercial vehicle answers a question that’s so basic it’s amazing nobody thought of it sooner:  what if you don’t need something bigger?  Perhaps it’s because the new Transit Connect hails from Europe, where they tend to be more sensible about the size of things.  Whatever the reason, the Transit Connect is here, offering an efficient, right-sized solution to the needs of smaller businesses, and it’s brilliant.  Besides, I like to haul things, and that’s what the Transit Connect’s all about.  We understand each other.

An unlikely combination of Ford Focus and Econoline full-size van, the Transit Connect provides four-cylinder fuel economy and capable handling as well as a cavernous cargo area that’s a virtual blank slate for just about any kind of small-business specialization.
Versatility is the name of the game for the Transit Connect.  From the front, it looks like an economy car, thanks to a smoothed-back grille and headlights reminiscent of the Fusion.  The Transit Connect doesn’t have much in the way of chrome, though; this truck is all business.  The hood slopes up to a fast-raked windshield, then to a bulbous and boxlike body with little pretensions of style.   From the A-pillar back, the Transit Connect is a cargo-carrying tool.   Dual sliding doors allow access to the front of the cargo compartment or for passengers, if the available rear seat is installed, and buyers can choose whether the rear panels are blocked out or equipped with windows.  At the rear, 52-inch tall split cargo doors can be opened to 180 or 255 degrees, folding flush with the sides of the truck for easier cargo maneuvering.  A short step bumper eases access into the rear.  Dual wipers keep those big, flat back windows clear when it’s raining or snowing.  It’s not madly stylish, but it does have a very businesslike look that comes in handy when one is, say, driving it for a business. The Transit Connect looks good enough that it serves as a promotional billboard as well as a transportation tool.

The interior is very industrial, and will be familiar to anyone who’s driven a commercial vehicle.  High-durability gray cloth on the seats and low-shine gray plastic on the dash indicate that the Transit Connect has been screwed together with hard work in mind, rather than toting soccer teams.  The Transit Connect comes from Ford’s European arm, and the switchgear reflects this.  The standard radio only has front speakers, and the rear seat is an option that many won’t take because the seatbelt anchors eat up cargo space even when the seat is folded.  The seats are comfortable enough for getting around town, but don’t expect any lumbar support or heater functions.  Above the driver’s head, there’s a handy storage shelf.  Front and side airbags are standard.

The Transit Connect takes its work-readiness a step farther with Ford’s available Work Solutions system. Work Solutions incorporates an in-dash computer running Windows CE 6.0, and the wireless keyboard enables web surfing, inventory management and printing right from the driver’s seat.  Tool and fleet management systems can also be incorporated.   An in-dash navigation system is also available and can be linked to Work Solutions, though it’s one of the slowest and most archaic nav systems I’ve used in quite some time.

The Transit Connect was born to be a delivery vehicle.  I obliged it, loading the rubber-floored cargo area with massive boxes of clothes for Goodwill, a mattress and building materials to help renovate a house recently acquired by my sister, and a heavy load of antique windows bound for storage.  The Transit Connect even schlepped a racer’s rolling tool box weighing several hundred pounds.  Cargo tiedowns in the floor ensure that large loads don’t shift while underway.  Various bulkhead, rack and shelving options for the interior are available; the Transit Connect is endlessly customizable for the needs of just about every small business.

Conventional wisdom has it that a commercial vehicle needs a sturdy V6 or V8 engine, but the Transit Connect makes do with a 2.0 liter DOHC four-cylinder engine.  Ford’s Duratec powerplant is known for reliable longevity, leading to its choice as the motivation for the Transit Connect.  It’s all about fuel economy, and the Duratec’s 136 horsepower is more than enough to get this lightweight cargo carrier moving, even laden with over a thousand pounds of…whatever.  Shifts from the standard four-speed autoatic transmission are astoundingly smooth, especially into and out of overdrive–it’s as smooth as a CVT when kicking down.  It’ll keep up with freeway traffic easily, though it’s a bit pokey off of the line.  The Transit Connect isn’t a speed demon, but it will rumble up to speed and has no trouble staying there.  The tradeoff there is of course fantastic economy and range–25 mpg on the freeway will have small business owners who rely on delivery vehicles to jump for joy.

That said, it’s a capable driver.  On the road, the Transit Connect drives much like the economy car that it resembles.  It’s confident and nicely planted on the road, and crosswinds don’t affect it as much as you might expect.  Road and wind noise, on the other hand, are present in spades.   Roll Stability Control  is available.

The cargo hold will swallow about 135 cubic feet of cargo.  The Ford E-Series van, traditionally the only option for small business owners, will hold about a hundred cubic feet more, but also comes with a thirsty V8 and heavy-duty towing capacity that many small businesses don’t need.The 1600-pound payload comes courtesy of a low floor and a tall roof, and unlike minivans and SUVs that can match its cargo capacity but are unsuited to load-hauling, the Transit Connect doesn’t waddle or squat when heavily loaded.  Its road manners are also unaffected when it’s laden.  Anti-lock brakes and a tire pressure monitoring system are standard.  The Transit Connect’s turning circle is wider than expected considering its size; I found myself backing and filling at unexpected times on narrow suburban streets.

That gripe aside, the Transit Connect is the answer to a question that many small-business owners have no doubt asked, and it’s fantastically executed.  By aiming this vehicle at the commercial market rather than the suburbs, Ford has managed to keep the price tag from creeping up with unnecessary standard equipment.  Transit Connect pricing starts at $21,475.  My tester was equipped with Roll Stability Control, a navigation system and a handy reverse parking assist, and stickered for $23,600.

Specifications:  All specs are for the 2010 Ford Transit Connect.
Length:  180.6 in.
Width:  70.7 in.
Height:     79.3 in.
Wheelbase:  114.6 in.
Curb weight:   3470 lb.
Cargo space:   135 cu.ft.
Payload:  1600 lb.
Base price:  $21,475
Engine:   2.0 liter DOHC inline four-cylinder
Drivetrain:  four-speed automatic transmission, front-wheel drive
Horsepower:  136 @ 6300
Torque:  128 @ 4750
Fuel capacity:  15.1 gal.
Est. mileage:   22/25

What’s new can be summed up quickly enough; everything.  This ground-up redesign is a well-informed one, too.  The Sienna’s chief engineer drove a minivan through all fifty states, every Canadian province and Mexico, racking up about 53,000 miles of hands-on experience with every possible aspect of minivan life.  He reportedly took notes during the entire trip, and the result is a minivan that’s easier to drive, more luxurious and comfortable, and ready for anything suburbia wants to throw at it.  The new Sienna is available with all-wheel drive, also.

From the outside this minivan revolution is unassuming.  The smooth-rolled look of the old Sienna is replaced by tauter, edgier creases and headlights that look like they were borrowed from the Toyota Matrix, but not in a bad way.  The details are what make it at once a handsome design and a wallflower.  The beltline rises ever so slightly to the rear, to give the Sienna a wedge shape.  There’s just a hint of a dip at the A-pillar to emphasize this.  The sliding rear doors’ tracks are neatly hidden under the windows, for a clean side aspect.  Get the tape measure out, and you’ll find that the new Sienna is about five inches longer and four inches wider than the outgoing model.

That additional size translates to a roomier interior.  45 cubic feet roomier, to be specific.  Once inside, the benefits of that transcontinental trip become readily evident.  Toyota calls it “kid approved” design, and it’s clear that the Sienna was penned just as much for passengers as it was for drivers.  The third row seat tumbles into the floor, like they’re doing on all the best minvans these days, but the Sienna’s is spring-loaded so it’s not so difficult to lift it back up.  The design also allows the seat to be folded without removing the headrests.  There’s a 300-watt surround-sound stereo in all Siennas.  Storage space is ample, with two gloveboxes and scads of baggage hooks.  Between the front seats there’s a small foldaway table (we’ve been wondering how long it would take someone to copy this Honda CR-V quirk) that’s handy for keys and other small objects.  The side doors and tailgate can all be power-operated if you desire.  When power sliding doors are equipped, they come with a pinch-protection sensor in the weatherstrip that protects kids’ hands and automatically reverses the door if there’s something in the way.  The side doors’ windows can also be rolled down, and when they’re open the doors’ travel is automatically limited, again to reduce the danger of an arm or a neck getting squashed as the door opens.  A rear-view camera is standard on navigation system-equipped Siennas, displaying a wide-angle rear view on the dashboard screen when backing up.  A sliding center section for middle-row seats is available to bring infants and toddlers closer to parents up front.  Three-zone climate control and high-intensity discharge headlamps are options.  Sienna XLE Limited models get rear sunshades and a Lexus-borrowed sonar parking assist system.

The Sienna is also the first minivan to hit the streets with side-curtain airbags for second and third-row passengers; Toyota’s just ahead of Ford, whose new minivans will also come with this safety feature when they debut later this year.

But wait, there’s more.  The Sienna’s all-new 3.3 liter V6 rockets this minivan from zero to sixty in a reported 8.3 seconds, and gets 27 miles per gallon on the highway.  Nope, that’s not a typo.  Variable valve timing with intelligence (VVT-i) boosts low- and mid-range power so that the Sienna can make the most of its 230 horsepower   It’s hooked up to an all-new five-speed automatic transmission.  The Sienna is available with all-wheel drive (AWD) for the first time, for better rain and snow traction.  It’s a full-time system, with power split equally front and rear.  When a wheel starts to slip power is transferred to the opposite set.  AWD-equipped Siennas also come with run-flat tires.

The suspension uses Toyota’s tried-and-true twist-beam rear axle, and MacPherson struts in the front.  The wheelbase and track have been increased substantially, but rack-and-pinion steering helps to reduce the turning diameter, allowing new Sienna to turn around in a smaller area than last year’s model.  Anti-lock brakes with Toyota’s usual electronic emergency-braking aids are standard equipment, too.  Further enhancing safety are available traction control and stability control.

The Sienna comes in CE, LE, XLE and XLE Limited flavors.  Pricing is surprising, in a good way.  The vanilla Sienna CE starts at $22,955.  Even if you can’t get all-wheel drive and some of the other bells and whistles on that model, it’s a fantastic minivan with family-sedan pricing.  All other Sienna models can be had with all-wheel drive, from the $24,260 LE all the way up to the $34,480 XLE Limited.  Expect the AWD option to add about $3000 to the bottom line, and it comes in an option package which includes traction control and 17″ wheels.  The new Sienna may look like just another new Toyota, but it’s a giant leap forward for left-brained minivan drivers everywhere.

Specifications:
All specs are for the 2004 Toyota Sienna XLE.
Length:         200.0 in.
Width:            77.4 in.
Height:            68.9 in.
Wheelbase:        119.3 in.
Curb weight:        4165 lb.
Cargo space:        148.9 cu.ft. (total)
Base price:        $28,795
Price as tested:        $29,020
Engine:         3.3 liter DOHC V6
Drivetrain:         five-speed automatic, front-wheel drive
Horsepower:         230 @ 5600
Torque:         242 @ 3600
Fuel capacity:        20 gallons
Est. mileage:        19/27

Most minivans suffer from an identity crisis.  It’s so uncool to be a minivan that they work hard at not being vans.  Marketing insists that they’re like cars, or like SUVs, or even like living rooms–anything but the people- and stuff-haulers that they are.  Not so the EuroVan.  VW’s EuroVan is happy to be a van, and because of that, it’s able to think outside the box, if you’ll pardon the pun.

The EuroVan is bigger than most minivans, but it’s not quite a full-size.  It’s been designed by engineers, which is to say the look is functional, rather than aesthetically pleasing.  In short, it’s a big box with windows.  The cabin extends almost all the way to the front of the vehicle for improved maneuverability, and the rear is squared off and flush to take advantage of as much cargo space as possible.  There’s no driver’s side sliding door, and the EuroVan may be the last holdout lacking this option.

Inside our EuroVan MV (MultiVan) test vehicle, Volkswagen puts a different spin on the traditional seven passenger seating layout.  The middle pair of seats faces the back of the vehicle, making the rear cabin feel more like a conference room.  Additionally, a flip-up table, overhead fluorescent light, and a rear seat (which also folds down into a surprisingly large bed) enhanced the family-room feeling.  Volkswagen also still offers a factory camper conversion for the EuroVan.  The Camper only seats six, but adds a pop-top that raises the roof to seven feet, a two-burner stove, refrigerator, sink, screened windows and two dining tables.  How’s that for versatility on wheels, Pontiac Aztek?  In the base EuroVan GLS, all seats face forward, and the rear seat folds and tumbles for additional cargo capacity.

Behind the wheel, the driver sits up high and looks down to VW’s familiar blue-lit instrument cluster.  The chair-height seats lacked thigh support for taller drivers, but there’s plenty of space in the footwell to hunt for a comfortable position.  Visibility is excellent; when thrust into the wilds of Manhattan traffic, the EuroVan was an outstanding companion.  Cupholders and cubbies are ample, but scattered in ways that may confuse drivers used to American-style minivans.  Our favorite storage trays were located between the front and rear-facing middle-row seats, reachable from front or back and big enough to hold a good-sized camera case with plenty of room for other minivan detritus.

The EuroVan’s perennial shortcoming has been a lack of power.  In fact, it’s almost a tradition that Volkswagen vans are painfully slow, from the first Beetle-engined Microbuses until now.  Volkswagen finally addressed this problem in 2001 by beefing up the versatile 2.8 liter VR6 V6 engine for use in the giant box.  201 horsepower gives the EuroVan enough get-up-and-go to outgun a New York taxi from a red light, and that’s pretty significant indeed.  A four-speed automatic transmission is the only one offered, but it makes good use of the VR6′ power on the freeway.

Handling is surprisingly good for such a tall vehicle, thanks to a fully independent suspension.  VW’s Electronic Stabilization Program (ESP) is standard, as are four-wheel disc brakes and antilock brakes (ABS).  ESP’s yaw sensors help keep the EuroVan from tossing its body (and passengers) about in emergency maneuvers.

This van that’s happy to be a van is probably happy with its bottom line, too.  Our test vehicle was a EuroVan MV with no options; the 16″ wheels, rear lighting, foldaway bed and folding table were all standard equipment.  That rolling conference room stickered for $28,660 with destination included.  That’s not too far from the price of the average, well-equipped minvan, and considering the EuroVan’s unique versatility, we think that’s not a bad deal at all.  Where else can you get a minivan that will double as a home or office for under thirty grand?

Specifications:
All specs are for the 2003 Volkswagen EuroVan MV, which we tested.
Length:         188.5 in.
Width:            72.4 in.
Height:            76.4 in.
Wheelbase:        115.0 in.
Curb weight:        4288 lb.
Base price:        $27,700
Price as tested:        $28,660
Engine:     2.8 liter V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     201 @ 6200
Torque:     181 @ 2500-5500
Fuel capacity:        21.1 gal.
Est. mileage:        17/20