Technology Package ($2,700 -- includes xenon headlights, lane departure warning, forward collision warning, surround view monitor, smart cruise control)
Double overhead camshaft
Compression ration (x:1)
Horsepower (hp @ rpm)
276 @ 6,000
Torque (lb-ft @ rpm)
248 @ 5,200
Transmission and axle ratios (x:1)
This V6 has some oomph, right off the line. In fact, it gets initial front wheelspin even with traction control left on. Interestingly, with TC turned off it only gets just a slight bit more wheelspin. The engine is smooth, revs hard, picks up some extra sauce (and sound) around 5,000 rpm or so. Upshifts come between 6,100 and 6,400 depending on the gear you're in. They were smooth shifts but pretty slow. Power-braking (overlapping throttle and brake prior to launch to bring the revs up) had zero effect on improving times. Instead, whether power-braking or not, using Drive mode or Manual mode, all runs were nearly identical. Manual-shift mode is via the console lever (pull back for downshifts). It makes an attempt at blipping the throttle during manual downshifts, but it does not hold gears to the rev limiter.
Moderately firm pedal feel, which did soften a bit by the third stopping run. But even though the pedal softened and travel lengthened just slightly, the stopping distances remained consistent and decent, and the Sedona always exhibited good behavior, without any side-to-side squirm whatsoever. The first stop was the shortest at 119 feet, the fourth stop was the longest at 125 feet and the sixth and final stop was 121 feet.
The Sedona's steering is perhaps one of the lightest, most distant-feeling available in any minivan. The resistance/weight is negligible, but it is obedient and reasonably precise. In our slalom test, however, the Sedona's slow reflexes and reluctance to change direction relegate it to the bottom of the heap in terms of handling prowess for minivans. There was generous body roll, not much tire grip, and the electronic stability control (ESC) system was on high alert for the slightest skid. Likewise on the skid pad, where the Sedona leaned a significant amount and ESC limited its progress around the circle while the highly boosted steering gave no evidence of being under load. These all sound like harsh criticisms, but if you're looking for an isolated non-taxing driving experience, this is the one for you.