AutoTrader SCORE
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STYLING8.0/10
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Safety9.0/10
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PRACTICALITY10.0/10
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USER-FRIENDLINESS9.0/10
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FEATURES10.0/10
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POWER8.0/10
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COMFORT9.0/10
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DRIVING FEEL7.0/10
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FUEL ECONOMY7.0/10
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VALUE5.0/10
There are, with some exceptions, undeniable realities most Canadian families are faced with.
Among them is the fact that life feels about as unaffordable as ever — a situation the 2025 Toyota Sienna certainly isn’t going to solve. Sorry to bum you out right off the bat, but it’s not as if this minivan trades perceived coolness for actual value. Even next to the properly proportioned Grand Highlander the fully loaded Sienna is expensive, pushing past the $70,000 mark at the top of the lineup.
Then there’s the cheapest version that’s a shade less than $50,000 before tax — a hefty sum for this hybrid family hauler. But those characteristics also happen to be the ones that shine most, with the Sienna’s gas-electric powertrain about as impressive as the space inside, not to mention the clever ways it’s used.
Value: 5/10
If we were to turn the pages of the history books back 25 years to the start of the century, we’d find the 2000 Toyota Sienna with a starting price of $27,475. Now that you’ve put down the brown paper bag after that brief fit of hyperventilation, know that the price disparity between then and now isn’t as outrageous as it seems. According to the Bank of Canada, that converts to just about $46,000 today — a stark reminder of the swift kick in the nether regions we call inflation.
Of course, none of this is to excuse just how expensive the 2025 Sienna is, with its pre-tax starting price of $50,030 (including a non-negotiable freight fee of $1,930). That’s for the front-wheel-drive base version; all-wheel-drive will set you back another $1,840. Like the entry-level LE, the front-drive-only XLE trim comes in an eight-seat configuration and rings in at $52,620 before tax.
The Sienna XSE swaps the second-row bench for captain’s chairs, with going rates of $54,865 for a front-wheel-drive example and $57,005 with four-wheel traction. Meanwhile, the latter can be had with an optional package for an extra $5,516. And finally, the range-topping Limited is all-wheel drive-only for $68,795, while the available Premium package — like the one fitted to this tester — makes it a $72,608 minivan before the government’s share gets tacked on.
The Sienna’s lone conventional hybrid competitor is the recently restyled Kia Carnival that ranges from $48,645 to $58,545 before tax but including freight. Like the Carnival, the plug-in hybrid (PHEV) version of the Chrysler Pacifica is front-wheel drive-only and is priced between $62,290 and $75,790 before tax. Crucially, though, that Canadian-made minivan can travel an estimated 51 km with a fully charged battery, which means it qualifies for government rebates.
Practicality: 10/10
OK, the Sienna’s story is something of a convoluted one with the dollars and cents of it all taken into account. That’s because, at least on paper, the Grand Highlander makes a compelling case of its own, with pricing that tops out at $67,685. That’s for a turbocharged hybrid powertrain that burns more gas, yes, but it’s punchier than the one used here. (The Sienna’s powertrain can be had in the Grand Highlander for $56,090 or $63,680 before tax, depending on trim.)
But here’s the issue with that SUV: it’s not a minivan. Yes, some of you will see that as a ringing endorsement of the Grand Highlander. But when it’s time to fill them with people and stuff, the Sienna is the superior choice — and it isn’t even close.
Take those big sliding doors on either side of the Sienna; not only do they provide easy access to the rear half of the cabin, but they eliminate the risk of dents and dings altogether. The Sienna also rides lower, with 163 mm (6.4 in) of ground clearance compared to the Grand Highlander’s 203 mm (8.0 in). That leads to a more car-like step-in height, as well as a lower liftover in the back for loading luggage and other cargo.
On that note, there’s 949 L of space for stuff in the Sienna thanks to the deep well where the third-row seats neatly — and easily — nestle when not in use. That compares to 586 L in the Grand Highlander. Stash the rearmost seats and there’s a whopping 2,129 L versus 1,640 L. Once again, advantage Sienna. Plus there’s more room in all three sets of seats, and the small-item storage is uncanny. There are cubbies, shelves, and cup holders everywhere — ideal for family life on the go.
Features: 10/10
As Toyotas of a similar vintage — the current Sienna hit the market for 2021, while the Grand Highlander first launched as a 2024 — most of the stuff from one is found in the other. Outliers include the eight-inch touchscreen in the base Sienna (the rest of the lineup gets a 12.3-inch display that’s standard across the Grand Highlander lineup), as well as some extras that come with this tester’s pricey Platinum package ($4,813).
When the cover was pulled off the fourth-generation Sienna in the early days of the pandemic, Toyota promised fancy features including a dual-mode fridge/freezer and a built-in vacuum, both of which were to be stashed at the back of the centre console. Sadly, they fell victim to supply constraints of the day, although they’ve finally made their way to production as part of the subtle updates introduced this year.
Lower in the lineup, there’s stuff like a heated steering wheel and front seats, which are standard in every trim. So is wireless smartphone connectivity via Android Auto and Apple CarPlay, a wireless phone charger, seven USB ports, and power sliding doors. The XLE trim adds a height-adjustable power tailgate with a kick sensor for hands-free access, as well as kick sensors for the sliding doors.
The base trim has tri-zone automatic climate control, while the rest of the lineup adds a fourth. Meanwhile, the second-row captain’s chairs in the XSE and Limited trims feature long-slide functionality, while the ones in the latter are heated and have extendable legrests. The Limited trim also has ventilated front seats, as well as a rear-seat entertainment system that’s part of the XSE trim’s optional Technology package ($5,516).
Safety: 9/10
This being a Toyota, you can count on a robust advanced safety and driver-assist suite that’s standard across the lineup. That means everything from forward collision warning with pedestrian and cyclist detection, automatic emergency braking, lane departure warning and keeping assistance, blind-spot monitoring with rear cross-traffic alert, and adaptive cruise control that works in stop-and-go traffic is included no matter the price point.
User-Friendliness: 9/10
Those and other features and functions are as self-evident as they come, with plainly labelled buttons and toggles for just about everything. That includes the climate system, which has tactile switches and dedicated displays, while the infotainment system is a mostly straightforward one. The lack of a home button is among the few miscues, but the row of shortcuts on the left side of the touchscreen mostly makes up for it.
While the exterior has been sculpted, shaped, pinched, and pulled to make the Sienna stand out — more on that shortly — none of it impedes the outstanding views afforded by the massive windows all around. Outward visibility is among the Sienna’s finest features — one that doesn’t show up on a spec sheet, but that you’re sure to appreciate from the first time you settle into the driver’s seat.
Power: 8/10
The switch to a hybrid-only powertrain for this fourth-generation Sienna proved to be a sign of what was to come for Toyota, with the likes of the since-discontinued Venza — and its outstanding replacement, the Crown Signia — and even the longstanding Camry following suit. The setup here is the same as it is in those models, with a 2.5L four-cylinder gas engine working in conjunction with dual motor-generators under the hood — one to drive the wheels, the other to feed the battery.
Output is adequate, with 245 net hp to work with, and the Sienna moves about as swiftly as it should. Yes, it’s going to get noisy; the combination of a continuously-variable transmission (CVT) and a four-cylinder engine isn’t the most refined around. But there’s rarely, if ever, a time the Sienna feels underserved by the stuff that makes it go. That’s especially true for all-wheel-drive examples that add a third electric motor in the back for extra traction and torque.
Fuel Economy: 7/10
While previous tests of the Sienna have turned in fine fuel consumption results, this one wasn’t as impressive. After circumnavigating Southern Ontario’s Golden Horseshoe during the holiday season — and crossing the border into Buffalo, N.Y., for a football game — this highway-biased assessment finished with a slightly disappointing indicated average of 7.9 L/100 km over the course of more than 800 km of driving.
For the sake of comparison, this particular Sienna is rated to burn 6.7 L/100 km, according to Natural Resources Canada (NRCan), while the Kia Carnival Hybrid is supposed to be good for 7.2. The Grand Highlander Hybrid is rated at 7.0, while the turbocharged Hybrid Max version is meant to do 8.8. They all run on regular-grade gas.
Driving Feel: 7/10
The car-like height of the Sienna also leads to similar ride and handling characteristics to those of a sedan. Of course, it’s taller and more top-heavy than something like the Camry — or a sleek crossover like the Crown Signia — but you won’t be left feeling like you’re fighting with the mass that’s being moved from behind the wheel. For what it’s worth, that’s upwards of 2,100 kg (4,630 lb), depending on trim. And while there isn’t much steering feel to report, it’s a responsive system that’s capable of quick changes of direction should they be required.
Comfort: 9/10
Another of the Sienna’s more subtle advantages is the relatively small wheels most trims ride on. With the exception of the XSE trim’s 20-inch alloys, the choices are limited to 17- or 18-inch rims. Not only does that mean replacement (and all-important winter) tires will be cheaper than the ones most SUVs ride on these days, but they also have cushier sidewalls than the low-profile rubber wrapped around bigger wheels.
That helps in the ride quality department, which is smooth and supple, while the front seats offer good support and contouring for long-distance comfort. The second-row captain’s chairs aren’t quite as sculpted, although they’re more than pleasant, while the rearmost seats are pretty plain but offer a good amount of space.
Styling: 8/10
You definitely can’t accuse Toyota’s designers of giving anything but their best shot as far as making the Sienna stand out. While it might not be to your tastes, it turns the minivan stigma on its head with bold styling cues that stand out even against a silver backdrop like this. There’s a bulbousness to the front end that’s a bit like a Japanese bullet train, while the XSE trim gets a sportier treatment that includes some black accents and a mesh grille treatment. (The rest of the lineup has varying amounts of chrome details, depending on trim.)
The Verdict
Minivans may not be the beloved mode of family transportation they once were, but they’re hard to top in terms of practicality. That the 2025 Toyota Sienna wraps all that usefulness up in interesting looking sheet metal is just one of the ways it sets out to shed the stigma that says minivans aren’t cool — or at least make it worth living with. It certainly isn’t cheap, especially once it’s loaded with fun features like the cold box in the back, but the Sienna is still special in a way no sport utility can match.
| Engine Displacement | 2.5L |
|---|---|
| Engine Cylinders | Hybrid I4 |
| Peak Horsepower | 245 net hp |
| Peak Torque | N/A |
| Fuel Economy | 6.8 / 6.6 / 6.7 L/100 km cty/hwy/cmb |
| Cargo Space | 949 / 2,129 / 2,860 L seats up/down |
| Model Tested | 2025 Toyota Sienna Limited AWD 7-Passenger |
| Base Price | $65,865 |
| A/C Tax | $100 |
| Destination Fee | $1,930 |
| Price as Tested | $72,708 |
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Optional Equipment
$4,813 — Platinum package, $4,813
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