Restyling of the 2021 Toyota Sienna minivan, which is now being sold only as a hybrid, gives it a bold and modern exterior form, new interior and new powertrain. Though the minivan market has been shrinking for a number of years, Toyota expects its Sienna Hybrid to remain viable through any sales scenario.

It will compete with the Chrysler Pacifica, Honda Odyssey and the recently introduced Kia Carnival.

After using V-6 power for years, Toyota has equipped the hybrid-only model with a 2.5-liter, 4-cylinder gas engine and two electric motors for a front-wheel-drive model and a third electric motor on the rear axle for all-wheel-drive Siennas. Transmission is electronic continuously variable. Combined net horsepower for the gas/electric setup is 245.

The instantaneous surge of electric power lends the Toyota minivan strong low-end torque; however, at upper highway speeds, such as in passing situations, the combination of 4-cylinder gas and CVT transmission can be somewhat a “hurry up and wait” in performance.

Most pleasant was the overall fuel-mileage average of 32.9 miles per gallon. In a review of a 2020 Toyota Sienna a year and a half ago with V-6 gas engine, I averaged 20.1 mpg.

The new Sienna’s overall length is 3 inches longer than last year’s model, though cargo space behind the third row of seats has been sliced from 39 cubic feet to 33 feet. The Sienna Hybrid AWD Platinum model weighs a hefty 4,625 pounds.

At a Sunday evening birthday gathering on the patio of our home, the Sienna Platinum minivan parked in the center stall of our garage drew immediate “oohs and aahs” from three granddaughters, Cambrie, Missy and Nicole. Parked beside the Toyota, though not drawing such reaction, was a 2003 50^th anniversary Chevy Corvette, which I’m helping to sell.

A favorite of the interior of the new Sienna by Nicole was “the extra cubby area under the center console,” and Missy loved “the leather seats and that it had a charging station for phone, and that the rear air control was in the middle where both captain seats could reach it, in my older Sienna only the left chair can reach it.”

I liked the cypress green color of the Sienna, a new hue to the Toyota minivan.

Base price of the high-end Platinum model is $50,640, and price climbed to $54,212 with addition of a rear-seat entertainment system with 11.6-inch display and digital rearview mirror.

The Sienna review model was built at Princeton, Ind.

Following a year of successful performance results in the GMC Sierra 1500 pickup, the Duramax 3.0-liter inline-6 turbodiesel engine has been added to the 2021 Yukon and Yukon XL SUVs.

Paired with a 10-speed automatic transmission, the turbodiesel develops 277 horsepower and 460 lb.-ft. of torque at 1500 rpm.

Sent my way was the ’21 Yukon 4WD Denali turbodiesel. Redesigned for this year, the Yukon competes against the Ford Expedition, Nissan Armada, Toyota Sequoia and the sibling Chevrolet Tahoe.

Fortified by the light-duty diesel, the Yukon defies its size (17 ½ feet) and weight (5,400 pounds) with smoothness, agility and steering response. We climbed mountains to the west; on occasion we switched to four-wheel control, as simple as pushing a button to the left of the driver.

It is quiet and roadworthy with magnetic ride control, independent rear suspension and four-corner Air Ride Adaptive Suspension, all part of the $11,205 Denali Ultimate Package.

The diesel gives the big sport ute an EPA fuel estimate of 20/26 mpg, and the Yukon delivered with an average of 24.8 mpg.

Added cost of the inline-6-cylinder turbodiesel is $1,500, the 4WD system is a $3,000 expense and the upgrade from Denali also includes a rear-seat entertainment system, sunroof, 22-inch bright-machined aluminum wheels, enhanced automatic emergency braking and trailer brake controller.

As large as is the Yukon, the Yukon XL is 15 inches longer and has 41.5 cubic feet of cargo space, compared to 25.5.

The Yukon review model was built in Arlington, Texas.

From south of the border, down Mexico way, came two small, front-wheel-drive offerings carrying “can’t -miss attributes” – fuel -mileage estimates in the 30s and relatively low sticker prices.

They are the 2021 Volkswagen Jetta GLI, a German-based compact four-door sedan built in Puebla, Mexico, and the ’21 Nissan Kicks SR, a Japanese-based subcompact crossover, assembled in Aquascalientes, Mexico.

Sticker prices were $31,740 for the 3,200-pound Jetta and $26,730 for the 2,650-pound Kicks.

While in possession of each of these models for a week, the Jetta delivered a high-mpg reading of 33.8, while the Kicks averaged 32.3.

The Jetta, with manual transmission, was car of choice for carrying Jan and me on our annual Memorial Day weekend run to Wray, Sterling and back home. The 340-mile drive was virtually all highway travel, resulting in the 33-plus mpg for the VW, which is EPA-rated at 24-33.

At the Grandview Cemetery at Wray, while standing at the gravesites of my father, mother and grandparents, we met and visited with Bea Brueggeman, a postmaster at the little town of Vernon. Bea’s mother, Caryl Jones Sturch, was a classmate of mine at Wray Junior High School many years ago, and Bea’s husband Greg Brueggeman is a son of the late Clarice Ann Muller Brueggeman, who was a cousin of mine.

A 228-horsepower, turbocharged 2.0-liter, 4-cylinder engine and the 6-speed tranny added good performance to the Jetta; plenty of passing power was used several times on the two-lane U.S. 34 from Brush to Wray. The Jetta, with GLI Autobahn trim level, rides on Hankook 225/45R18 tires.

Finished in tornado red hue, the Volkswagen has matching red brake calipers. The sport sedan has lots of rear-seat roominess and a large trunk, which easily carried our luggage and the plants and flowers for the cemeteries. The front seats, though well-contoured, are somewhat smallish for proper amount of support.

The Jetta’s $31,740 price included heated and ventilated front seats, BeatsAudio premium sound with subwoofer, adaptive cruise control and lane-keeping system.

The little Nissan Kicks, introduced in 2019, is gaining popularity. Among Nissan SUVs, crossovers and trucks, only the popular Rogue is outselling the Kicks.

The Kicks’ front-drive crossover, with 125-hp, 1.6-liter 4-cylinder engine and a continuously variable transmission, is much slower in performance response than the Jetta. Normally, the Nissan would exceed the Jetta’s fuel mileage average, but the difference between much in-town driving for Kicks and all-highway travel for VW took a toll.

The Kicks is finished in blue with black roof; inside NissanConnect provides Apple CarPlay/Android Auto, 8-inch color touchscreen, Bluetooth and Bose Personal Plus Audio with eight speakers.

Advanced Nissan Safety Shield 360 technology includes class-exclusive rear automatic braking, forward-collision warning, lane-departure warning, rear cross-traffic alert and automatic high-beam headlights.

Among other options in the $26,730 price are rear roof spoiler, interior ambient lighting, heated front seats and heated steering wheel.

Delightful, spirited driving in the rain came my way in the form of the 2021 Mazda3 hatchback; after an eight-year absence, the little compact regains optional turbocharging.

Precise, light steering complements performance by the new turboed Skyactiv-G, 2.5-liter, 4-cylinder engine developing 227 horsepower and tied to a 6-speed automatic transmission with all-wheel drive. It offers normal and sport modes.

On a muddy, slippery road out east of Galeton, which is east of Eaton, the merits of its relatively new AWD system kept us pretty much in forward direction. The optional AWD was added two years ago, lending the little compact more suitability to driving in Colorado. It is called i-Activ AWD and uses “four-wheel vertical load detection” to control torque as needed between the front and rear wheels.

The turbo enhances the acceleration and twisting capabilities of the hatchback, which uses front strut suspension with coil springs and a rear torsion-beam setup.

The stylish “3” sports a distinctive rear end featuring a large spoiler over a raked rear window. Inside, it is finished in a more luxurious fashion than most competitors. Rear seating is somewhat cramped, though cargo space is 20 cubic feet and expands to 47 feet with the back seats folded.

The Mazda3 was chosen earlier this year as “car of the year” by Rocky Mountain Automotive Press and will be honored for the award at the Denver Auto Show in September.

Much as I like the little Mazda, it didn’t get my vote for “top car.” I cast my ballot for the Chevy Corvette Stingray. If ever the Vette earned recognition, this is the year, with its evolvement to Formula One racing style, midengine layout after all these years of front-engine placement, 495-horsepower and an 8-speed, dual-clutch automatic transmission, another first for the rear-drive Corvette.

Other honors from RMAP are the GMC Yukon Denali as No. 1 in SUV-of-the-Year competition and the Ram 1500 TRX Crew Cab as Truck of the Year.

Testing the turbo took a toll on the Mazda3’s fuel mileage; overall it  was 25.6, the lower half of its EPA estimate of 23-31. The hatchback is shod with Bridgestone Turanza low-profile 215/45R18 tires.

The hatchback’s length of 175.6 inches is almost 8 inches shorter than a Mazda3 sedan. Wheelbase length is the same for both at 107.3 inches.

Besides the turboed engine, two others are available for the Mazda 3 – a base 2.0-liter, 4-cylinder of 155 horsepower and a naturally aspirated 2.5-liter of 186 horsepower.

Sticker price on the Mazda3 Turbo hatchback, built in Hofu, Japan, is $34,945, including Android Auto/Apple CarPlay capability, 18-inch black alloy wheels, heated seats and steering wheel, Mazda radar cruise control/lane-departure warning/traffic-sign recognition, 360-degree view monitor, Bose audio, navigation and moonroof.

Mazda entered the U.S. market 50 years ago with a rotary-powered R100 coupe. Today, with all its sleekness, high-tech and performance, the Mazda3 is far behind in sales of other Japanese-based and Korean compacts in the U.S. Over the first four months of 2021, Toyota Corolla has sold 103,742; Honda Civic 84,317; Hyundai Elantra 40,451; Kia Forte 37,354; Mazda3 13,786.

The idealized Hemi engine, on Memorial Day weekend, in return of V-8 power in the Wrangler Unlimited has swelled interest even beyond the multitude of Jeep enthusiasts.

The new 2021 Jeep Wrangler Unlimited Rubicon 392 has arrived with the 6.4-liter Hemi of 470 horsepower and torque, 8-speed automatic transmission and four-wheel drive.

The Jeep’s timing and obvious offroad chops have drawn attention from the Ford followers awaiting arrival of the new Bronco. Those two will meet head-on into the fall and winter 4X4 seasons.

Both will ably handle whatever the outdoors has to offer, yet may often serve as cushy, well-mannered family haulers.

It has been 40 years since a V-8 block was mounted beneath the hood of a Wrangler/CJ – that was a 304-cubic-incher (150 horsepower) in the American Motors’ days of 1981.

Fire up the 392 and, instantly, the rumble of the new, dual-mode exhaust with quad pipes will entertain. Early morning, it may wake a neighbor or two. A performance exhaust button will turn it off or on again.

Bronze tow hooks front and back adorn the bumpers and a functional hood with hydro-guide induction system cools the engine and boosts performance. It has locking axles front and rear.

Wrangler’s new 392 has an inch lift over a standard Rubicon and 2-inch over the standard Wrangler, creating a very high step-in level. Once inside, large, firm, comfortable front seats of stitched leather are heated and roominess of the four-door 4X4 is appreciated.

Jeep’s Sky One-Touch power soft top roof, with touch of a button, opens from the windshield header to the cargo area, a $2,000 option. The slide system appears better-built and of probable longer-lasting service than the one used 10 years ago on the Liberty.

Handy are tie-down slides in the cargo area, even on the inner side of the tailgate. Spare is mounted outside on the tailgate.

Impressive-looking on the Jeep’s 17-inch wheels are beadlock-capable rings that help lock the tires’ outer bead to the wheel. Brake rotor diameters are 12.9 inches at all four corners and Fox aluminum-bodied, 2-inch-diameter shocks are upgrades. Tires are B.F. Goodrich All-Terrain LT 285/70R17s.

The big Hemi in the big four-door Wrangler carries one of the lower EPA estimates of 13 in the city and 17 on the highway. My overall driving showed a 17.2 average.

The Rubicon 392, built at Toledo, Ohio, shows a sticker price of $78,740, including the two-grand for the sky top and $595 for an integrated offroad camera. Among standard items are Uconnect navigation, Alpine audio, Google Android Auto, Apple CarPlay and automatic headlamps.

Chrysler launched its first Hemi V-8 70 years ago in its 1951 full-sized sedan, and soon added them in DeSoto and Dodge. Chrysler’s second-generation Hemi in 1964 was driven to Richard Petty’s first big Nascar win, as Plymouths finished first, second and third.

Fortified with a new offroad package called Tremor, the Ford Ranger ventures into the wilds of the west against roughest of terrain and toughest of weather.

With Tremor, the Ranger is a competitor of the Chevy Colorado ZR2, Toyota Tacoma TRD Pro, Nissan Frontier Pro-4X, Jeep Gladiator and GMC Canyon.

The 2021 Ford Ranger SuperCrew 4X4 Tremor, a compact/midsize pickup delivered to me, in 422 miles averaged 21.8 in overall fuel mileage; its EPA estimate is 19 mpg. Fuel tank is 18 gallons.

It performs with a turbocharged, 2.3-liter EcoBoost 4-cylinder engine generating 270 horsepower, 310 lb.-ft. of torque and tied to a 10-speed automatic transmission with the stop/start feature.

When properly equipped, the Ranger’s tow rating is 7,500 pounds. Maximum payload is 1,860 pounds, highest among the compact pickups.

Preparing the Ranger on the road for off-the-road adventure is as simple as twisting a dial for four-wheel-high range or four-wheel-low, then pushing a TM button (terrain management) in the middle of the dial and moving from Normal into Grass/Gravel/Snow or Mud/Ruts or Sand.

It was tested among sagebrush, sand and mud, into dips and draws and ascents, as well as two drives to Denver and back home.

But, basically, purpose of the review is to detail the new Tremor package, which emphasizes a lifted suspension, achieved through offroad Fox 2.0 monotube dampers, tuned front coilover and redesigned rear multileaf springs.

A wider stance, benefitting from Continental General Grabber all-terrain LT 265/70R/17 tires, has improved the Ranger’s handling. The Ranger Tremor’s 9.7 inches of ground clearance is almost an inch more than the standard SuperCrew 4X4.

The turbo boost provides excellent acceleration and highway passing capability. Some occasional jerkiness is felt during upshifting or downshifting in lower gears

A convenient hoop-style step rail is positioned at each of the four doors. The 5-foot-long box with spray-in bedliner has a remote lock for the tailgate.

Inside, fairly firm front bucket seats are finished in a suede/leather combo. The rear seating is all leather; it is a little short on legroom. The navigation/audio infotainment screen is easy to use.

With a near-$5,000 tab added for the Tremor additions, this Ranger’s sticker price soared to $48,100. Base price for the Lariat SuperCrew 4X4 is $38,785.

Besides the Tremor buildup, other options included Bang & Olufsen audio, rain-sensing wipers, rapid red exterior finish, the bedliner. Among safety items are adaptive cruise, forward-sensing system, cross-traffic alert, lane-keeping, precollision assist and reverse sensing.

The Ranger nameplate on the Ford compact pickup dates back to early 1982, when it was introduced as an ’83 model to replace the imported Ford Courier. From 1987 to 2004, the Ranger was the best-selling compact pickup in the U.S. It was discontinued after 2012, then introduced as 4^th-generation Ranger for the 2019 model year. The fourth-gen Ranger is built in Wayne, Mich.