1995 Mercury Villager review

1995 Mercury Villager
Looks and luxury in an all-around superb van

By Professional Test Driver

Overview

Most people associate the Mercury nameplate with large and luxurious sedans such as the opulent Grand Marquis, or with rebadged Ford economobiles such as the Tracer. Canadians may recall seeing that name on the tailgates of pickup trucks until a few years ago, but that particular aberration never made it to America.

Mercury product planners are as aware as anyone of what goes on outside their own domain, and the healthy sales of minivans led them to ask Ford for a van of their own.

Which is exactly what they almost got. As it happened, Nissan was looking to move deeper into minivan territory with something more mainstream than its existing vans, none of which were doing big box-office at the time. To make a long story shorter, Nissan and Ford joined forces to produce the Nissan Quest and Mercury Villager, near-identical twins assembled in a Ford facility in Ohio using components from Nissan parts bins.

One result of this venture is that the Villager started life with the Quest as a close competitor. Beyond that, all the Villager has to do is entice buyers away from such stalwarts as the Chrysler minis, Ford Windstar, Mazda MPV and others. A tall order.

Nonetheless, the Villager enters the arena with some definite points on its side. It may not be the best minivan of all (though it would be difficult, if not impossible, to pick an absolute best buy), but it's certainly good enough to deserve careful consideration from most minivan customers.

Walkaround

From a distance, the Villager looks petite. Your eyes deceive you; in reality it's less than an inch shorter than the extended Ford Aerostar, and just over 3 in. shorter than the Oldsmobile/Chevrolet/Pontiac vans. The illusion of smallness is created by careful proportioning of the sleek exterior and heightened by the two-tone paint applied to upper-level Villagers. With its long, sloping nose and raked windshield, the Villager looks like a cross between a van and a station wagon. Mercury's trademark light bar runs across the nose over a plain air intake, differentiating Mercury from Nissan. A full-width reflector panel in the rear is also exclusive to the Villager.

Not all body design details are just for show. The "limousine" doors that wrap into the top make entry and exit easier, and the tailgate has a low liftover thanks to a neatly shaped rear bumper. The low-drag body shape also plays a part in keeping wind noise to a minimum.

The Villager is offered in two models: The base GS is a price leader that most buyers will want to dress up with an option or two, while the fancier LS is quite satisfactory as is. The Nautica appearance package is essentially an LS with leather seats, as well as special paint schemes (blue over white or white over blue) and trim.

All Villagers are the same mechanically. A 151-hp V6 engine sits transversely under the hood, driving the front wheels through a 4-speed automatic transmission. The only chassis option is a handling package that firms up the Villager's ride.

Interior Features

The moment you climb into a Villager, you're hit in the face - literally - by its single major flaw. Despite the presence of a driver's airbag, the Villager is equipped with electrically operated passive seat belts. These days, such belts are unnecessary (almost everyone else has figured out how to install dual airbags), uncomfortable and, when they freeze in their tracks (it happens), an real nuisance.

Only the distance from carpet to headliner tells you that you're in a van and not a sedan. The dashboard is stylish and modern, and it holds a good supply of easy-to-read instruments (either analog or optional digital). The driving position and seats are comfortable, visibility is excellent, and the whole cabin is finished to a high standard.

One major plus for the Villager is the flexibility of its seating arrangements. Though rated a 7-passenger van, the Mercury offers greater comfort for six or fewer. Depending on the number of occupants, the center and rear seats can be removed, slid forward or backward on their runners, folded, and/or tipped to increase cargo space. Tray tables are molded into each center and rear seatback with the Nautica package, so folding them creates a snug indoor picnic space.

Another Villager attribute is silence. Wind, road and engine noises are all muted to a degree that's especially unusual in a minivan. The perception of quality that a quiet interior creates is further enhanced by the solid feel of the hardware and materials used. The Villager's substance is more than skin-deep, however; it meets all current passenger-car safety standards.

Nice as the Villager's interior is, some of the available options can make it even nicer. Amenities such as power windows and door locks are obvious, but calling for the Light Group also adds electric operation of the rear vent windows. These improve airflow considerably, and the convenience of being able to open and close the vents from the driver's seat can't be overstated.

A van offers a fine acoustic environment for upgraded sound systems, which Mercury is happy to supply - all the way up to a 92-watt audio unit with a CD player and subwoofer speakers.

In addition, all of the Villager's premium sound packages come with a second set of controls and headphone jacks for center-seat passengers.

Driving Impressions

There are no surprises lurking ahead for the first-time Villager driver. Anyone with experience in a sedan or station wagon will feel right at home, because the Villager sounds and feels like the vehicles van novices are used to.

Actually, the Mercury minivan feels better than many passenger cars. Its steering is precise, performance is brisk, and standard anti-lock brakes add an extra measure of security to an already good braking system. The only possible negative factor in the Villager driving experience - and it won't bother the majority of owners - is an excess of body lean during brisk cornering. That can be addressed with the addition of the optional handling suspension package, which cures roll without any noticeable increase in ride harshness. The firm suspension also helps out when heavy loads are carried, so it probably should be given serious consideration by anyone who plans to fill the rear seats (or cargo area) regularly.

It would be nice if the sporty chassis option were joined by a sportier engine, but such is not the case. Although the existing unit is fine for most use, it is a little understrength for dealing with either a full load inside or a heavy trailer. Don't be fooled by that 3500-lb. rating with the optional towing package: Any-one who chooses to pull that much weight had better be prepared for a slow trip.

Even so, it should be stressed that the Villager has enough power for normal operation. That, plus the well-developed suspension and quiet cabin, makes the Villager a genuine pleasure to drive.

Summary

By any standard, the Villager is a serious contender in the minivan market. It looks right, it's built right, and it has the right features to be a comfortable everyday transportation device. And the seating plan has been designed with enough flexibility to deal with a long trip's worth of luggage or a substantial load of cargo. All in all, the Villager returns plenty of value for your money.

Though not quite perfect - elimination of the motorized belts and a little more power would bring it much closer - the Villager should be considered one of the best buys among minivans today.

Source by : http://www.nctd.com

1995 Mitsubishi Diamante Wagon review

1995 Mitsubishi Diamante Wagon
Quietly capable, elegantly understated

By Professional Test Driver

Overview

If the station wagon share of the U.S. new car market is small, then the space taken up in that segment by the luxury wagons is downright minuscule. At the present time, there are only a few players on this tiny field. Depending on your definition of the term luxury wagon, entries can be said to range from the Mercury Sable and Toyota Camry to the Volvo 960 and BMW 525i Touring, ending on the high side with the Mercedes 300TE.

Mitsubishi is something of an upstart among luxury wagon builders. The company name is reasonably well-known, in large part because of a long-standing relationship with Chrysler, but few buyers are as yet aware that Mitsubishi offers a wagon version of its Diamante sedan.

In fact, the Diamante sedan is not exactly a high-profile vehicle, either in concept or in sales figures. That's not to say that it's unattractive. In many respects, the big Mitsubishi 4-door is a class leader, scoring points for comfort, performance and manufacturing quality. The simple fact of the matter is that word of the Diamante's many virtues just hasn't gotten out to the public yet.

What's true for the Diamante sedan applies equally to the wagon. It's an extremely pleasant vehicle, competitive in just about every respect with its more familiar opponents such as the Camry and the Sable.

The fact that the Mitsubishi brand name may lack the panache of some ritzier badges shouldn't deter potential buyers from checking out the features of this entry-level luxury wagon.

Walkaround

Mitsubishi designers have chosen to give the Diamante Wagon an understated, formal appearance that could be perceived as conservative. There are no visible concessions to aerodynamic efficiency here. From its upright front end to its sculpted sides to its traditional station wagon roof line, the big Diamante exudes class. Few wagons, expensive or otherwise, match its subtle elegance.

Fit-and-finish details are strong Diamante selling points as well. Mitsubishi doesn't cut any corners on quality of materials or assembly. The Diamante is very well-built.

All four doors are large enough to offer easy access to the passenger compartment, and the rear hatch has a low liftover height, making loading of bulky items into the cargo space easy. A sturdy luggage roof rack is standard equipment.

This wagon borrows most of its hardware and trim from the basic Diamante ES sedan (now only available for fleet sales). Power is supplied by a V6 engine rated at 175 hp with a 4-speed electronically controlled automatic transmission. Traction control is available in the LS sedan, but it's not offered here.

Front suspension, steering and brakes are also the same as the ES sedan. Only the rear suspension was designed especially for the wagon: It's a beam-axle design to keep the load floor as low as possible.

Interior Features

From first glance, the interior of our Diamante test wagon impressed us. Every detail seems to have been worked out with special care, from the shape of the door handles to the sweeping curve of the dashboard. The overall impression is one of solidity and quality.

Even the wood accents, which many manufacturers tend to cover with overly glossy clearcoat, are muted.

Lots of comfort is included on the Diamante menu as well. There's room for five on front bucket and rear bench seats, though the three in back should be good friends. The driver and front-seat passenger are each protected by an airbag.

Automatic climate control is standard, as is almost every power assist one might reasonably ask for, with only power adjustment of the driver's seat relegated to the options list as part of a leather upholstery package.

The driver's environment was designed with comfort in mind. A height-adjustable steering wheel is standard, instruments are large and clearly marked (though one might expect more than the basic speedometer, tachometer, fuel and temperature gauges in a $30,000 car), and all controls are logically placed for optimum access. Visibility is good, thanks to an abundance of glass and thin roof pillars.

In keeping with the Diamante's luxury status, an excellent sound system serves as standard equipment. The AM/FM/cassette system offers up seven well-placed speakers and controls mounted on the steering wheel. Diamante's only audio option is a single-disc CD player.

Only a couple of interior details could stand improvement: Long-legged occupants may wish for a little more thigh support from the front-seat cushions, and the climate-control system would benefit greatly from some simplification of its dials and buttons. Everything else was more than acceptable as is.

Driving Impressions

Based on looks alone, you might expect the Diamante Wagon to be a most competent touring car. That's exactly what it is.

On the road, our Diamante's biggest asset was its refinement. The engine was smooth and virtually inaudible at most operating speeds. The transmission's performance was equally seamless: It shifted with uncanny precision, constantly adjusting to suit driving conditions.

Despite its calm demeanor, the Diamante Wagon is far from slow. It scoots along with ease, empty or fully laden, and cruises comfortably at any sensible speed. Fuel economy is good, too, as most drivers should be able to improve on the EPA figures of 18 mpg in the city and 24 mpg on the highway in real-world driving.

The Diamante strikes a nice balance between roadholding and ride comfort. It doesn't quite match its European competition in responsiveness, having softer springs and steering that's not quite as precise, but we don't think it will disappoint its intended customers. The Diamante Wagon is at its best during long runs over reasonably smooth and even road surfaces.

The 4-wheel disc brakes provide excellent stopping power and seem capable of absorbing hard, repeated usage without fading or pulling to one side. Our test Diamante was equipped with optional anti-lock brakes (ABS), which should be considered essential.

Summary

Although the Diamante Wagon has a lot going for it, it is expensive. The base price of more than $28,000 seems high (al-though the long list of standard features offsets sticker shock to some extent), and the few options that are available will run the tab up quickly. At a minimum, you'll want to order the ABS, which adds almost $2000 to the total.

Ordering the other four extras (CD player, leather upholstery, sunroof and remote keyless entry system) will push the Diamante Wagon's tab up toward $33,000 even before taxes and license fees are figured in.

Granted, Mitsubishi touts the Diamante as an alternate choice to luxury class offerings from BMW, Mercedes and Volvo. That's pretty high-class company and, if you perceive the Diamante as a member of this clan, the high price seems more than reasonable.

That seems to be a perceptual stretch, though. And more realistic comparisons - with the Camry and Sable wagons, for example - put the Mitsubishi at a price disadvantage that its comprehensive standard equipment list doesn't quite counter.

In the end, as always, it's a question of money and how much of it you're willing to spend. There's nothing wrong with the Diamante Wagon, and much to praise. Whether it's good enough to justify the cost is a matter for you and your checkbook to decide.

Source by : http://www.nctd.com

1995 Pontiac Trans Sport review

1995 Pontiac Trans Sport
High style, unique features in a front-drive minivan

By Professional Test Driver

Overview

The minivan market is one of the industry's most varied, and a big part of that variety comes from the front-drive minivans from General Motors. Mechanically identical as well as visually similar, the Pontiac Trans Sport, Oldsmobile Silhouette and Chevrolet Lumina look like nothing else on the road. These vehicles are notorious for the very pronounced rake of their noses and windshields.

Introduced in 1990, these minivans were the subjects of early criticism due to their Dustbuster look and mediocre performance. But with some restyling and a new powertrain, those sore points are things of the past, and the GM threesome has developed a strong loyalty among their owners.

The Lumina is available as the base Lumina or upscale Lumina LS, you can get the Silhouette in Series I or Series II trim levels, and the Trans Sport is available only in the uplevel SE trim, which we evaluated.

Walkaround

One huge point in the Trans Sport's favor is its construction. The basic structure is a welded steel cage, giving it impressive rollover protection.

The Trans Sport's bodywork is made up of composite panels - polymer materials that are dent-resistant and virtually ding-proof and will never rust. No other minivan on the market offers such a high level of protection against minor body damage and corrosion.

The base engine is a 120-hp 3.1-liter V6 mated to a 3-speed automatic transmission, a choice we don't recommend.

Far better in every way is the optional 3.8-liter V6 and 4-speed automatic. With 170 hp, it's vastly superior in every driving situation, and it delivers about the same mileage as the smaller engine. Case in point: The 3.8-liter is EPA-rated at 1 mpg less in the city but 2 mpg more on the highway.

Traction control, a big bonus on slippery surfaces, is optionally available with the 3.8-liter powerplant.

The Trans Sport has a pretty full list of safety features. In addition to the virtues of its steel cage construction, a 4-wheel anti-lock braking system (ABS), a driver's airbag, and lap and shoulder seat belts in all outboard positions are standard equipment. Even this vehicle's shape contributes to safety in a way: It sports huge taillights that rise vertically along the upper half of the hatch where they can be seen from very far away.

One option no other minivan can match is the power sliding side door. Operated by the touch of a button, it allows the driver to open and close the side door from up front. This is great, for example, when picking up the kids from school or coming out of the grocery store with an armload of parcels. Among the door's safeguards: It will stop and reverse itself if it runs into obstructions, much like an elevator door. It also includes an override switch that allows for manual operation.

There was a major restyling to the Pontiac Trans Sport in 1994, so there aren't any major changes for 1995. Some minor ones include a 4-spoke steering wheel with radio controls and a new overhead console with a temperature gauge, compass and sunglasses holder.

Interior Features

Volume-wise, the Trans Sport rates only about average; much of the potentially available space is lost to the long nose. With the middle and rear seats removed (a fairly easy task), total cargo volume is just over 112 cu. ft. But what space exists is quite user-friendly.

With the Trans Sport's low ride height, entry and exit is easy, whether you're coming through the front or the side.

The rear hatch-type opening rises high enough for even fairly tall people to stand under it without hitting their heads, and there's a handy strap so shorter people can easily pull the hatch back down and shut.

The two seating choices are for five or seven passengers. The middle and rear rows consist of modular seats that are individual instead of benches.

Young families will most likely enjoy the optional integral child seats that are built into the outboard seats of the middle row (if you order just one, it's installed in the right outboard position). That's a safety plus that would be hard to pass up.

With the 7-passenger seating, you also get a rear cargo net, handy for keeping loose things from rattling around the cabin.

The driver faces a modern instrument panel with complete instrumentation, and most functions are located for easy reach and operation.

There was lots of storage almost everywhere in our test vehicle: two glove boxes, map pockets in the doors and storage bins in the rear, and - get this - we counted more cup-holders than seats.

Quality of materials, assembly, and fit-and-finish seemed to be quite good on our Trans Sport SE. Whether slamming doors in a parking lot or driving over rough back country roads, it had a solid, well-put-together feel to it. Owner surveys show that the Trans Sport has come through with superior reliability, too.

Driving Impressions

The biggest problem with driving the Trans Sport is becoming acclimatized to the long nose. The styling has resulted in a considerable distance between the driver and the base of the windshield, and even more distance from there to the front bumper. It can feel as if you're driving from somewhere in the middle of the vehicle.

The view forward is a little odd, too, with the foremost angled windshield pillars creating a kind of tunnel-vision effect. But the windows are big, and the general outward vision is excellent.

Once under way, the Trans Sport is a nice-handling minivan. Pontiac engineers have always done a good job with suspension tuning, and the Trans Sport rides and drives pretty much like a car that just happens to be taller and roomier than usual.

Steering feel is very good, and in all likely driving situations the Trans Sport is smooth, comfortable and predictable.

The Trans Sport also has a surprisingly capable ride on bad roads. It deals commendably with potholes and rough pavement while all the time maintaining a decent level of comfort and good driving control.

With the 3.8-liter V6 engine, performance is more than just adequate, and there's plenty of torque to deal with crowded traffic or freeway merging. This engine transforms the Trans Sport and its siblings - so much so that having it makes all the difference. Performance is pleasant with it, and unacceptable without.

There's an optional trailer-towing package available, and so equipped the Trans Sport's towing capacity is rated at 3000 lb. - enough for a small camping trailer or small boat.

In tighter traffic, new owners will have to get used to the driving position. But that's really just a short-term problem that shouldn't weigh heavily in a purchase decision.

Summary

The Pontiac Trans Sport lacks the interior space of some of its competition. But it, along with the Lumina and Silhouette, ranks high on the user-friendliness scale.

The Trans Sport offers an attractive package of safety features, and it takes an innovative approach with such things as its rust-free body work, steel cage construction and optional power sliding side door. These features are not available anywhere else.

The Trans Sport also seems to have generated a substantial level of customer loyalty and owner satisfaction. In fact, there are lots of young families that wouldn't trade their Trans Sport for anything.

Its price, depending on which options you choose, can vary widely. But if the Trans Sport seems to offer what you've been looking for in a minivan, we think you'll find it to be a good value for the money.

Source by : http://www.nctd.com

1995 Toyota Previa review

1995 Toyota Previa
High quality in a unique package

By Professional Test Driver

Overview

When a car company is able to back a unique de-sign with outstanding quality credentials, the result is likely to be a vehicle that stands out from the crowd.

So it is with the Toyota Previa minivan. In a market that's awash with solid offerings from almost every major manufacturer - even Honda has joined the party - the Previa marches to its own beat.

Whether that beat is entirely in tune with what minivan buyers want to hear is another issue. Are the unique elements of its design important innovations? Or, like 4-wheel steering, are they answers to questions no one has asked?

Walkaround

If you're shopping for a minivan, you obviously have more interest in utility and function than appearance. Still, with so many good vans to choose from, styling plays an important role, and it's a Previa strong suit.

The organic lines are as clean as an egg's, one of nature's perfect containers. The look is futuristic, stopping just short of other-worldly. It's as attractive as any minivan going. And it's a leader in aerodynamic efficiency, reducing wind noise and enhancing fuel economy.

The most unusual feature of the Previa is its powertrain layout. The engine sits in the middle of the van, with the front seats mounted on the leading edge of the engine cover.

This setup has a long history behind it, and it's common to many small Japanese cargo vans sold in Asian markets. Toyota's first U.S. minivan was a direct adaptation of the company's home market van, and it wasn't very successful. The engine ate up lots of interior space, the front seats were almost directly over the front wheels and its handling was awkward.

The current Previa smooths out all those weak points, but the basic concept is the same. With a longer wheelbase than the original van and the engine's mass centered between the wheels, the Previa is well-balanced and provides exceptionally good handling.

Introduced in 1990, the Previa rolled through its first four years with one engine offering: a 2.4-liter 4-cylinder. Like most Toyota engines, it is smooth and durable. But in a minivan, its performance is distinctly deliberate.

Toyota addressed this problem in mid-'94 with a supercharged version of the engine. The advantage of supercharging versus turbocharging is quicker response time and, in this application, a little more power - 161 hp versus the standard engine's 138 hp, 201 pound-feet of torque versus 154 lb.-ft. Torque is a measurement of an engine's ability to do the basic grunt work of motoring - getting the vehicle moving and hauling heavy loads or towing a trailer.

Both engines are bolted to electronicaly controlled 4-speed automatic transmsions.

The Previa is a rear-wheel-drive minivan, another point of distinction from most of its competitors. The Ford Aero-star, Chevrolet Astro/GMC Safari and Mazda MPV are the only others. Rear-drive provides a small edge in dry-weather handling, and is also better for towing.

Front-wheel drive offers traction ad-vantages on slippery surfaces. Toyota's answer to this is a Previa all-wheel-drive option, called All-Trac. It's a sophisticated system, delivering power to the front wheels as needed in low-traction situations, and we recommend it if you live in a region with wet or slippery weather.

Reaching the mid-mounted engine for routine service is a little complicated, but Toyota has addressed this concern by putting the fluid reservoir checkpoints under the hood. Simple, effective and low-hassle.

The Previa is offered in two models: the basic DX and the better-equipped LE. We chose a supercharged LE for our test.

Interior Features

The Previa's double-curved dashboard has a distinctly sci-fi look about it - part lunar lander, part George Jetson. The major instruments are readily visible, and the sliding climate controls are mounted high in the center where they're easy to locate and use.

However, we've seen better ways of managing secondary controls. The Previa's are mounted on stalks, and there are too many of them jutting out of the steering column.

Having the engine in the middle of the van creates a good news/bad news story regarding interior space utilization. The good news is that with no engine up front, there's not much Previa ex-tending beyond the front wheels, which gives the driver an excellent view. The bad news is that the engine housing cuts off the front-seat pass-through that so many minivan buyers like.

Our Previa's seats were comfortable, with high-grade cloth upholstery. The standard seating setup is buckets up front, with two bench seats in the rear. Our van came with optional captain's chairs in the middle.

Even with its optional dual moonroofs, our Previa had plenty of headroom, and its legroom was good at all three seating positions.

Cargo capacity is also a plus, even though the Previa's trim exterior makes it look small. There's a 32.5 cu. ft. well behind the split-bench rear seat, and cargo access through the big rear hatch is excellent. Set up for maximum cargo space, the Previa can ingest more than 150 cu. ft. of stuff.

We expected to be impressed with the Previa's overall quality - it's a Toyota, after all - and we were. Inside and out, this minivan shows careful attention to assembly detail and final finish. That's why it has scored top customer-satisfaction marks with J.D. Powers for three years running.

Safety provisions are also good. The Previa has dual airbags, side-impact door beams and 3-point seat belts in all outboard positions. Anti-lock brakes are available as an option on both models.

Driving Impressions

Besides providing our Previa with a welcome measure of additional oomph for passing and keeping up with traffic, the supercharged engine had another benefit. It's quieter than the standard engine, largely because it doesn't have to work quite as hard to get the job done.

Even so, there's still a fair amount of noise when you tramp on the throttle. Although the engine is insulated with lots of sound-deadening material, it still lets you know that it's right there with you, instead of out front.

The Ford Windstar is just about the quietest of the bunch right now. The Previa falls a little south of mid-pack.

In terms of ride and handling, however, the Previa is better than most. The mid-van engine layout gives a positive feel to all maneuvers, particularly those you have to execute in a hurry, and the suspension has a hearty appetite for nasty pavement - eats it up and spits it out smooth.

The Previa has lots of glass - that's why air conditioning is part of its standard equipment - giving drivers better-than-average sight lines. In this regard we found the hefty roof pillar just behind the front doors just a little annoying at first, but it didn't take us long to adjust.

Summary

The Previa's high level of owner satisfaction says something positive about Toyota, because this is an expensive minivan. A loaded Previa can propel the price into the mid-$30,000 range.

The mid-van engine design has some positive traits - handling foremost among them - but also imposes some arbitrary limits on interior functionality.

And even with rear-wheel drive plus the optional supercharged engine, we think the domestic rear-drive minivans - Aerostar, Astro and Safari - are going to be better choices for heavy towing.

Nevertheless, the Previa's strong track record with owners is hard to ignore. The appealing design is going to look good for a long time, and you can expect the Previa to deliver its smooth, comfortable performance even longer.

Source by : http://www.nctd.com

1995 Volkswagen Passat Wagon review

1995 Volkswagen Passat Wagon
Improvements have made this a tough wagon to beat

By Professional Test Driver

Overview

Volkswagen's Passat sedan and wagon line was named for a cold wind that sweeps across Germany, although VW was hoping that this car would blast the U.S. market with the force of a hurricane. Successor to the competent but unloved VW Quantum, the Passat was supposed to sweep Yankee minds clean of such established family favorites as the Toyota Camry, Honda Accord and Ford Taurus. Unfortunately for VW, the Passat's effect on the American market so far has been about as strong as a wispy breeze.

Early Passat popularity problems were perhaps justified by a buzzy 4-cylinder engine that, when combined with VW's lackluster automatic transmission, offered little driving excitement. Then, last year, the car was given needed muscle with a V6 engine transplant, and the automatic gearbox was extensively revised for smoother, crisper shifts. Dynamically the car became more palatable, but the Passat's jelly-bean styling and grille-less nose failed to create much interest.

This shouldn't be the case with 1995's Passat. Mechanically, it's almost identical to last year's model, but the Passat gains a more sophisticated look and represents one of the best values in the market. Powered by Volkswagen's acclaimed V6, the new Passat offers unmatched levels of standard amenities in the family-oriented midsize segment. When comparably equipped, the Passat beats its primary Asian rival by a couple thousand bucks, and VW's service and powertrain warranty are among the best in the business.

Walkaround

Despite a slight growth in overall exterior dimensions, the new Passat Wagon is still markedly more compact than its rivals. Its 181.5-in. length beats its primary rivals by significant amounts - the Accord by 6 in., the Camry by 8 in. and the Taurus by a foot. This means exceptional around-town mobility and the sensation that you're driving a sedan, not a wagon. More importantly, interior space isn't compromised by the Passat's modest overall size. In fact, it boasts more passenger space than any Volvo.

The revised styling includes a new waterfall front grille and body-color bumpers, mirrors and side moldings. The previous Passat's rear spoiler has been nicely integrated into the rear deck lid, and larger rear taillamps and the removal of certain character lines from the body create a more formal upmarket look to the car, reminiscent of its Audi cousins.

The Passat also echoes its upscale relatives by offering an impressive list of standard equipment such as 15-in. alloy wheels, anti-lock brakes, dual airbags, an anti-theft alarm system, heated power mirrors, a multi-function trip computer and cruise control.

And in case there's any doubt that Volkswagen has every intention of recapturing a large share of the U.S. market, the company offers a customer-care program called Protection Plus, which has the industry's best limited powertrain warranty at 10 years or 100,000 miles. It comes with complimentary scheduled maintenance for two years or 24,000 miles, and two years of roadside assistance. Corrosion protection is six years with no mileage restriction in addition to a comprehensive 2-year, 24,000-mile bumper-to-bumper limited warranty.

So extensive is the standard equipment that there are only a few luxurious options available, including a power sunroof and a cold-climate package that includes heated front seats and washer nozzles.

Interior Features

VW dubbed the Passat "The Space Machine" when it was first released several years ago, and the revised wagon wears the title well. Its 34.2 cu. ft. of normal cargo space increases to a yawning 68.9 cu. ft. with the rear seatback folded flat, and, like its competition, it's possible to fold just part of the seat to accommodate both a rear passenger and cargo. The Passat offers 99 cu. ft. of passenger space, more than an Accord, and overall leg-room is more abundant than in the Accord and Camry.

Once accused of designing cockpits with all the warmth of day-old bratwurst, VW has responded with new interior fabrics, color-coordinated trim and plastic trim described as having a "luxury feel," newly designed door panels and handles, switches and ventilation controls, and, yes, dual folding cupholders. The instrument panel is easy to read yet full of information. A minor glitch is that the digital clock fades to almost invisibile when sunlight hits it.

Another issue is the lack of a proper glove compartment. The passenger's airbag uses up that space, and VW's solution is a lockable bin between the front seats. It's none too large and the lock appears as though it would yield to a hefty screwdriver without much struggle.

The front seating is adjust-able for height, recline, and thigh and lumbar support, and its supportive bolsters and stiff cushions reflect VW's philosophy that a car must provide a dynamic experience for ultimate enjoyment and safety. The driving position is up-right, making for a generous, unhampered view, and the various instruments are no more than a handsbreadth away from the steering wheel. Adjustable for height only, the leather-wrapped wheel nonetheless feels properly placed, adding to the overall feel of command.

VW has long been a promoter of active safety, and it has also caught up to the industry leaders in passive safety components with the addition this year of emergency tensioning front safety-belt retractors. In the event of a head-on collision, a pyrotechnic device ignites and pulls all belts tight within 12 milliseconds, optimizing the belts' position against the body and reducing in-juries caused by loose fits.

Driving Impressions

Earlier, when we said the Passat drove like a family sedan, we should have made that family sports sedan. Volkswagen's hearty 2.8-liter V6 has earned accolades by combining a fistful of engine torque for sprinter's acceleration away from the stoplight, and a willingness to run long distances at interstate speeds without pausing for breath. Its German heritage is a virtual guarantee of high-speed stability. A car designed to run at 90 mph all day has little problem with America's relatively modest highway pace.

But there's more to this new Passat than generous power. Overall body stiffness has been increased by 15 percent, and VW's special Plus Axle sport-tuned suspension delivers a more stable platform to better handle rigorous road maneuvers. Four-wheel independent suspension, terrific power disc brakes, stabilizer bars in front and rear, and special track-correcting bushings makes Fahrvergnugen - German for driving pleasure - more than a marketing slogan.

We preferred the standard 5-speed transmission. It doesn't have quite the velvet-smooth operation of a Honda transmission, but it coaxes more muscle from the V6 rated at 172 hp. Of course, sporty driving comes at a cost: The EPA ratings of 18 mpg in the city and 25 mpg on the highway aren't great, but the 18.5 gallon fuel tank means a maximum driving range of more than 450 miles.

Summary

Serious questions remain, however, about Volkswagen's ability to service America properly, a market once owned by the German firm but which now is a few pencil scratches on the company's international ledgers.

VW's American and Canadian operations are being merged, with a severe reduction in the North American work force. Can this leaner, stripped-down Volkswagen presence compete against its rivals effectively?

What's clear is that VW is building the kinds of cars that should by all rights be ending up in someone's garage and not in a holding pen at the port. The Passat Wagon is such a car.

Source by : http://www.nctd.com

1994 Buick Roadmaster Estate Wagon review

1994 Buick Roadmaster Estate Wagon

By Professional Test Driver

Overview

Buick revived the Roadmaster nameplate in 1991, the automaker tapped into nostalgia for the fullthrottle, road-hogging prowess of the original Roadinaster that Buick retired in 1958. But the '91 Roadmaster Estate Wagon's 5-liter, 170-hp V8 engine-small for a 4,400-pound vehicle only kindled a sentimental yeaming for the engine muscle of the original.

We applaud Buick's decision to put a more powerful engine into the '94 Roadmaster Estate Wagon, giving this venerate nameplate the punch it deserves: Its 5.7-liter, 260-hp V8 engine, in a 4,572-pound wagon, evoked memories of cruising the main drag in dad's big 1960 Olds right after he had the bands tightened.

Our test wagon carried a base MSRP of $25,599 and had a $2,144 option package that included air conditioning, electronic climate and cruise control, heated outside mirrors, six-way power seats with armrests, programmable door locks, remote keyless entry, a cassette player and other amenities. Additional option items such as leather/vinyl front seat, a leather-wrapped steering wheel and the trailer-towing package brought the MSRP to $29,468.

Walkaround

The styling of the Estate Wagon is definitely a throwback to the hefty land cruisers that predated the 1973 energy crisis. Simultaneously elegant, functional and substantive, this is the vehicle you would buy if you owned a ranch or a construction company.

The slanted, wind-deflecting front hood and dramatically angled windshield of our Dark Cherry Metallic test vehicle revealed the extent of Buick's aerodynamic impulses: The roof-support pillars blended in with the front doors, which yielded a cleaner line and visual continuity. The sunroof was so expansive, it looked like it belonged on a railroad observation car. The luggage rack was solid but compact.

Another nod to bygone days was the copious amount of chrome that adomed the Estate Wagon-from the beefy bumpers and assertive side moldings to the ubiquitous door trim and inset door handles. One area of compromise, however, was the front grille, which was chrome-colored plastic.

Popping the hood was relatively easy, but when it was up, the tops of the headlights were exposed to allow an unimpeded view of the headlight wiring and other innards. Perhaps this access facilitates repair work, but a vehicle so well-appointed cries out for cosmetic headlight covers. The Inside Story

Entry into our Estate Wagon's cavernous front-seat area was aided by conveniently mounted leather straps that helped us close the wide doors. Easing into the wagon's plush leather/vinyl seats was akin to settling into a favorite leather chair. The six-way power seats could be operated even after the key was removed from the ignition.

Befitting such a comfort-oriented layout, all of the necessary power assists were ergonomically displayed on the driver's-door armrest-sparing the knuckle-scraping annoyance of reaching under the seat for such switches.

The analog-numbered dashboard was easy to read. We also appreciated the armrest-mounted lights that, when the doors were open at night, illuminated the ground below and alerted oncoming traffic to our open doors.

The pullout ashtray/coin tray/ cupholder unit jiggled a bit much for our taste, with about 3/4-inch of play. The cupholder in particular was so unsteady that had we tried to secure a cup of coffee there, we were sure we would have ended up with a puddle of hot liquid on the carpet.

The leather-rich seating was roomy enough for six adults. Even though Buick says the Roadmaster will carry eight, the rear-facing third seat is probably best reserved for kids.) Both the third and second seats folded down, providing 92.4 cubic feet of cargo space. The tailgate could open two different ways: down, to enable easy loading of large and heavy objects, or to the side like a car door for easy passenger entry and exit.

The Estate Wagon's child-safety lock ensured that the rear hatch could be opened only from the outside-an inconvenience if the rear seat was occupied by impatient adults, but a potential lifesaver if the aft occupants were curious children.

Interior Features

Entry into our Estate Wagon's cavernous front-seat area was aided by conveniently mounted leather straps that helped us close the wide doors. Easing into the wagon's plush leather/vinyl seats was akin to settling into a favorite leather chair. The six-way power seats could be operated even after the key was removed from the ignition.

Befitting such a comfort-oriented layout, all of the necessary power assists were ergonomically displayed on the driver's-door armrest-sparing the knuckle-scraping annoyance of reaching under the seat for such switches.

The analog-numbered dashboard was easy to read. We also appreciated the armrest-mounted lights that, when the doors were open at night, illuminated the ground below and alerted oncoming traffic to our open doors.

The pullout ashtray/coin tray/ cupholder unit jiggled a bit much for our taste, with about 3/4-inch of play. The cupholder in particular was so unsteady that had we tried to secure a cup of coffee there, we were sure we would have ended up with a puddle of hot liquid on the carpet.

The leather-rich seating was roomy enough for six adults. Even though Buick says the Roadmaster will carry eight, the rear-facing third seat is probably best reserved for kids.) Both the third and second seats folded down, providing 92.4 cubic feet of cargo space. The tailgate could open two different ways: down, to enable easy loading of large and heavy objects, or to the side like a car door for easy passenger entry and exit.

The Estate Wagon's child-safety lock ensured that the rear hatch could be opened only from the outside-an inconvenience if the rear seat was occupied by impatient adults, but a potential lifesaver if the aft occupants were curious children.

Driving Impressions

Aside from its power improvement over earlier versions, the modified engine features a new power-train control module that opens the fuel injectos sequentially to smooth out the idle and beef up performance. The result was a thrust-happy but luxurious ride, with acceleration comparable to a 250-pound linebacker who runs the 100-yard dash in 10 seconds.

When we hit the expressway, the Estate Wagon zoomed from 50 to 70 mph with velvety ease and still felt as though it had much more to give. Although the speedometer topped out at 120 mph, we felt this beast could hit a lot higher with minimal strain.

The Estate Wagon's standard heavy-duty suspension had us floating, even at high speeds. When we took a big S curve at 40 mph, the suspension grabbed the road confidently. Our test model had the optional, and highly recommended, limited-slip differential. At only $100, it delivered extra traction on icy roads.

New for '94 was the variable-assist steering previously available only on the Roadmaster Sedan. We darted in and out of traffic at 45 mph using only fingertip pressure, while at higher speeds, the steering tightened up accordingly. And just one finger was needed for a parallel-parking maneuver, during which the wagon's expansive windows afforded superior visibility.

Hitting the brakes while traveling at 65 mph, we could feel the weight, torque and engine muscle, but we also felt confident that the standard antilock brakes were more than capable of bringing this massive vehicle to a controlled stop.

Summary

The Buick Roadmaster Estate Wagon is a big, comfy throwback to the days when wagons were wagons, when gasoline was 35 cents a gallon and when carmakers didn't let a little thing like gas mileage keep them from bulking up a vehicle with generous amounts of chrome and weight. That's not to say the Roadmaster is a gas hog. For a wagon, the mileage is a respectable 17 mph in the city and 25 mph on the highway.

Stylish and well-appointed, the Roadmaster Estate Wagon will be a pleasure to drive, especially for everyone who remembers those carefree, energy-rich days.

Source by : http://www.nctd.com

1994 Chevrolet Astro Extended-Body CS review

1994 Chevrolet Astro Extended-Body CS

By Professional Test Driver

Overview

At first glance, the 1994 Chevy Astro van looks a bit like a delivery vehicle with its squarish profile, short hood and old-fashioned rear double doors.

It's a traditional design that may not compare favorably with some of the slinky, aerodynamic minivans from Chrysler and Ford, but the '94 Extended-Body Astro CS we tested had its strong points. Bonus passenger and cargo space, heavy towing capabilities and surprisingly easy handling were a few pluses that helped us overlook the Astro's less-than-breathtaking styling.

Understand that the Astro CS, particularly the extended version we tested, falls somewhere between a minivan and a full-size passenger van. Our test vehicle stickered out at $19,593 and gave us options such as eight-passenger seating with reclining front buckets, an AM/FM stereo with a cassette player, air conditioning, locking differential rear axle, power locks and a tilt steering wheel. Standard equipment included a four-speed automatic transmission with overdrive, a 4.3-liter, 165-hp V6 and a driver-side air bag. It was well-equipped for a family van, but boaters and campers might choose the optional 200-hp V6 engine for more towing power.

Walkaround

The Chevy Astro CS is a utility vehicle dressed up to serve as a passenger van. Still, it's a look that works. Although the blunt front and even flatter rear put this rig in the boxy category, add the slab sides and you have, outwardly, a traditional rear-wheel drive van.

Chevy added some fancy touches up front, such as chrome inserts and moldings on the vinyl front bumper and running lights embedded in the plastic air dam just beneath the bumper. Above, we found an undistinguished plastic grille with the Chevy bow-tie logo sitting prominently in the middle, flanked by single two-way headlights and wraparound amber cornering lights. Not unpleasant, but not striking either.

More bothersome were a few minor imbalances. On one side, the hood drifted a half-inch or so beneath the fender line. Also, an irregular gap between hood and grille enabled us to reach in and yank the grille a good half-inch. If our test vehicle was typical of the entire model run, we'd place the Astro's fit and workmanship in the average category. Much more impressive was the Teal Blue Metallic paint job, which was blemish-free.

A wide side protective molding with chrome insert, slightly flared wheel wells and a two-color identification piece dressed up the sides of our Astro CS. We were also impressed with the expansive side glass and comparatively high (about 18 inches) road clearance, as well as with the oversized side mirrors that folded back upon impact. On the negative end, the vertical door-handle recesses were easy catchalls for dirt and road debris.

Out back, our Astro CS looked even more like a work van because it didn't have one of those nifty hydraulic liftgates or contoured bumpers found on most minivans. The traditional double doors swung out and away from the van's sides, making loading in a narrow driveway unwieldy. Also, the center pillars of the rear doors couldn't offer the unbroken visibility of a liftgate. You can change all of that by getting optional Dutch doors-rear half-doors below a one-piece lift-glass, which includes a rear wiper/washer.

On the plus side, a broad rear bumper protrusion-vinyl-covered and complemented by a vinyl protective molding - just above both doors - provided a handy step or initial loading point. The square taillight assemblies were large and well placed.

Interior Features

As we stepped into the Astro CS, we noted the benefits of its traditional van design. Entry was easy, thanks to very large door openings. We were high off the road, gazing through the expansive side glass and windshield. All around visibility, with the exception of side- and rear-door pillar points, was more panoramic than some of the lower-slung minivans on the market.

The Astro's eight-passenger seating arrangement also got high marks for appearance, comfort and support. The front buckets reclined and adjusted easily, and there was ample legroom, as well as comfortable headrests.

Being a base Astro van model, the CS didn't feature a console between the front seats. Rather, two feet of open space enabled the front-seat passenger to easily step to the middle or rear bench seats. We also liked that the Astro CS featured plenty of headroom, a good four inches for average-sized adult passengers. The rear benches were removable-though this action required a lot of elbow grease and had fold-down seatbacks for increased cargo capacity.

Near-perfect positioning of instrumentation and controls made it clear that Chevy has been working on this traditional van platform. Instruments were easy to see through the trim but solid steering wheel. The stereo and air-conditioning controls were high on the dash above the transmission cover, within easy reach of the driver. Atop the transmission cover were two deep cupholders for driver and front-seat passenger convenience.

Driving Impressions

On the road, the Chevy Astro CS was satisfying. Simply put, it performed and drove the way it looked - like a traditional, rear-wheel drive, high-center-of-gravity van.

The Astro's performance was adequate during acceleration from standing starts and highway-passing trials. However, the standard 4.3-liter, fuel-injected V6 produced some noise and seemed to limit out at higher speeds. For more muscle, we would recommend the optional central-port fuel injected version of this engine.

Parking and steering maneuvers were nearly effortless, thanks to one of the quietest and smoothest power-steering systems we've tested. We were equally impressed with the sureness of the Astro's standard four-wheel, anti-lock brakes, even in near-panic stops.

True, there was a little lean in cornering, and a trace of rock and roll when negotiating bumpy roads. But, overall, this roomy vehicle treated us to a soft, comfortable and quiet ride around town and on the highway.

Summary

Although Chevy isn't going to set many styling or performance benchmarks with the '94 Astro CS, it's still a hard-working, high-riding and reasonably priced alternative to some of the more contemporary minivans. The Extended-Body Astro CS is bigger and roomier than several of its competitors. With its rear-wheel drive and 5,500-pound towing capacity, it's also a good choice for boaters and campers.

While we gave it only average marks for fit and workmanship, the Astro CS had major pluses: It delivered a quiet, stable ride and performed consistent on the road.

Source by : http://www.nctd.com

1994 Chevrolet G20 Sportvan Beauville review

1994 Chevrolet G20 Sportvan Beauville

By Professional Test Driver

Overview

Oh, there will be smart alecks out there who will make their wry exaggerations about the 1994 Chevrolet G20 Sportvan Beauville, They'll say that with all its traditional big-van styling, the Beauville looks like something that should be in the Smithsonian rather than in a yuppie's driveway.

Very funny. And very misleading.

Sure, the '94 Beauvilles a typical, high-clearance, high-center-of-gravity van that's not exactly sleek or aerodynamic in style. But remember that this van has a different mission in life. It is, fundamentally, a van designed for carrying people and cargo as effectively, comfortably and efficiently as possible. And within that broad context, this vehicle is solid and consistent.

The Sportvan Beauville owes its G20 designation to its eight-passenger capacity and 125-inch wheelbase, while the extended-body G30 model seats 12 and has a whopping 146-inch wheelbase.

A 4.3-liter V6 was standard on our Beauville, but we opted for a littlemore muscle with an optional 5.7liter V8 that meshed well with the electronically controlled four-speed automatic transmission. The engine was rated as putting out 200 hp at 4,000 rpm, as well as 310 pound-feet of torque at 2,400 rpm. For added convenience, we chose an option package that included front and rear air conditioning, reclining front seats, power windows and locks, a tilt steering wheel, speed control,tinted glass, auxiliary lighting and stainless-steel exterior mirrors. We also added the heavy-duty towing package and steel-belted tires, bringing our tally to $24,315.

Many of the G20 models that Chevrolet builds are earmarked for conversion companies, while the rest, such as the one we tested, are sold through dealerships to be used as basic passenger vans. In fact, our Beauville reminded us of a bus, albeit a nicely finished bus. Unfortunately, some of the interior was lacking, either in functional convenience or in a contemporary feel.

Walkaround

The styling of our Sportvan Beauville was not a radical departure from years past. This was a basic utility vehicle and looked like it. It was big, brawny and boxy, but not completely without ornamentation. The finish on our Beauville was a fabulous Emerald Green Metallic, confirming our belief that Chevrolet knows how to build and paint a truck.

Attractive chrome-trim strips framed the wheel openings, and a ribbed plastic-and-chrome protective strip encircled the lower part of the body. Our model was missing a strip of molding on one of its rear doors, the only real glitch in the Beauville's exterior fit-and-finish.

The large side-view mirrors stuck out rather obtrusively, but this was a cosmetic complaint against mirrors that delivered excellent rear vision. The mirrors were vital, too, because the double back doors and windows met to form a post that obscured vision through the interior rearview mirror.

Interior Features

Inside, our Beauville was equipped with the basic seating arrangement of two buckets and two benches. Wit this configuration we could carry as many as eight people and still have plenty of room for cargo. When we removed both benches, we were looking at 260 cubic feet of cargo space.

The seats were comfortable, if not exactly easy chairs. Our added reclining feature was nice, but there was little lumbar support. The seats were Scotchgard-protected, a great defense against spilled coffee and squashed jelly doghnuts.

The passenger-side armrest was fine to lean on but the driver-side armrest was angled up and seemed almost useless.

Likewise, the position of the driver's seat was fine for comfort, but the steering wheel was disappointing. Horn buttons were hard to find, and the wheel was not set for a good grip.

The instrument configuration looked 10 to 15 years old and was arranged in three round gauges: one for the speedometer, one for the fuel and another combining oil, battery and water readings. These days, that kind of design not only lacks innovation, it's just too sparse.

There were some pleasantries inside our Beauville. We did enjoy our up-to-date AM/FM stereo and cassette player. Combined with the tinted windows and power assists, it added a sense of luxury to the vehicle.

Driving Impressions

Our first impression was that visibility was good. Certainly, there was plenty of glass on this vehicle.

On the road, our Beauville's workhorse General Motors 5.7-liter VS engine was fairly quiet, with virtually no noise at highway cruising. Wind noise was noticeable, as was the distinct-but not at all bothersome - sound of the transmission gears shifting. That would be explained by the transmission'scozy presence beneath a cover between the driver and front-seat passenger.

We took an extended trip with four passengers and found that, on smooth pavement, the Beauville rode reasonably well. On wavy pavement wenoticed some rock and roll. The Beauville handled bumps acceptably, though-better than a straight-up truck. Shocks from potholes were noticeablytransferred to the interior, but the jolts weren't too disturbing.

At 65 to 70 mph and with a stiff crosswind, we found it difficult to keep our test vehicle on track. And that's a fact of life when driving a vehicle suchas the Beativille, which simply can't compare with the aerodynamics o cars and most minivans. It required some adjustments in driving style. For example, when traveling through a village with winding streets and tight turns, we had to drive deeper into turns to avoid having a rear wheel hop over curbs.

Another consideration when driving the Beauville was that it had a two-wheel drive layout and a relatively high center of gravity. As a result, heavy snow brought the risk of getting stuck, since size and weight alone would not be enough to keep a van such as the Beauville out of trouble.

Though this vehicle might get trapped in winter's fury, it shouldn't lose a step when stopping on slick surfaces, thanks to standard four-wheelanti-lock brakes. Several tests we performed delivered firm braking with no lockups.

Summary

We'd rate the '94 Chevy G20 Sportvan Beauville good, overall, for high-volume hauling - whether the load is people or cargo. Our vehicle was comfortable for as many as eight occupants, and with the seats out we had plenty of room for storage. Also, the van has a solid power plant, firm suspension and acceptable handling for a vehicle of its size.

Design-wise, the Beauville has changed very little over the years. Some holdovers from its ancient roots include the protruding---not hidden - door hinges, utilitarian mirror design and boxy overall shape. Our Beauville was a real basic vehicle, which is hardly a bad thing. However, many features were a little behind the times, and some were, worse yet, not so well-designed in comparison with the van's contemporaries.

Source by : http://www.nctd.com

1994 Chevrolet Lumina Minivan review

By Professional Test Driver

Overview

In terms of materials technology and styling, Chevrolet obviously is still committed to setting itself apart in the minivan market. Its 1994 Lumina Minivan remains, to the best of our knowledge, the only offering in its class with an exterior composed largely of advanced, dent-resistant materials. Its bullet-like, severely sloped front end-shortened for '94 to appeal to a larger audience--still gives this minivan the appearance of one of Europe's high-speed trains.

It is also a vehicle that fancies itself as something of an automobile. The Lumina Minivan we tested did stand apart from its enormously successful Chrysler and Ford competitors, but the real surprise, unpleasant or otherwise, was that it didn't drive in accordance with how it looked. Instead of an agile, silky, car-like performance, we experienced the operating characteristics of a firm-riding, hardcore minivan-with handling capabilities to match.

Which is not to say that the Chevy Lumina Minivan didn't provide the convenient creature comforts, ample passenger and cargo capacity, and other amenities that minivan buyers demand. Considering our test vehicle's final MSRP of $23,136, it well should.

That price reflects a nearly endless list of options: seven-passenger seating with built-in child seats, a 3.8-liter V6 engine, complete power assists including a six-way driver's seat and one-touch side-door opener, an AM/FM stereo with a CD player, front/rear air conditioning and loads more.

Still, we were surprised that the Lumina's suspension and steering refinements fell a bit short of this vehicle's decidedly unique composition and styling.

Walkaround

Ignore the front end of the '94 Levy Lumina Minivan and the rest adds up to just another clean, good-looking vehicle. But we simply couldn't 1 ore that front end. The severely raked windshield and radically sloped hood combined with a massive front bumper to give the vehicle a modern and distinctive profile.

Completing the front-end treatment were contoured headlamp/cornering lamp assemblies and a gracefully curved air scoop under the leading edge of the bumper. It was an unusual look compared with most other minivans. Even the Star Trek-styled aluminum wheels reflected Chevy's effort to set this minivan apart from its competitors.

Dent- and scratch-resistant composite materials form the Lumina Minivan's exceptionally clean side view. There was no side protective molding or trim on our test vehicle. Chevy designers were obviously convinced that with the high-strength outer panels, bodyside molding would be unnecessary. We hope they were right.

Another unusual styling technique was the way the large, wraparound taillight assemblies were situated high on the rear roof pillars. They, too, contributed to this vehicle's unique look.

However, the Lumina looked more like its competitors from the rear, where its flat liftgate and vinyl-covered step bumper were in typical minivan style.

Color match between our two-toned Adriatic Blue and Gray Metallic test vehicle's composite, vinyl and metal components was flawless. Overall, fit-and-finish was excellent.

Interior Features

Entry through any of the Lumina Minivan's oversized doors was scrunch-free. Once inside one advantage one advantage of the van's unique front-end styling was made apparent to us: The vast windshield put us high up over the road to provide an impressive sensation.

We liked the Lumina's overall roominess and seating comfort. It was a true seven-passenger touring van: There was ample headroom for everybody and plenty of legroom-except for the two seats way in back, which were largely intended for kids anyway. With the exception of the perfectly contoured front buckets, all seats were removable for increased cargo capacity. Loading was made easy by a power sliding side door and a power liftgate that worked effortlessly.

With the exception of a turn-signal stalk that was overloaded with wiper and cruise control buttons, we liked the positioning and operation of the Lumina's instruments and power assists.

The tilt steering wheel housed a standard air bag, but there was no counterpart on the passenger side. Headlight dimmers and other controls were mounted alongside the instrument cluster and within easy reach of our driver. Controls for the power windows and door locks were on the left armrest, where they were easy to locate and use.

In front and rear, a bevy of map and courtesy lights that dimmed gradually when turned off added to the inviting feel of this minivan. Mesh cargo nets on the seatbacks and truly functional cupholders on the rear armrests and dash were just a few of the thoughtful touches that Chevy engineers incorporated. Placement of the great-sounding stereo system-high in the middle of the dash to make it easy to see and use-was also well-planned.

Driving Impressions

We found little to disappoint us during our road test of the Lumina Minivan. Whether on rough or smooth surfaces or through a variety of travel-weaving, fast cornering and panic breaking-the results were uniformly good for a minivan.

Acceleration and passing power from our Lumina's 3.8-liter, sequentially fuel-injected V6 seemed equal to any other minivan we've tested, but the noticeable amount of engine noise during acceleration reminded us we weren't driving a car.

Similar attributes included a comfortable but stiff ride, and secure but far-from-effortless maneuvering

But do all these traits in performance and handling add up to a flawed vehicle? Far from it. Although we initially expected more sophistication, our Lumina gave us a feeling of control over the road. In addition, the standard four-wheel anti-lock braking system performed impeccably.

Summary

Few minivans are in the position to please buyers who want a unique-looking vehicle. The '94 Lumina Minivan boasts a truly distinctive profile and front-end styling that makes it stand out from the crowd.

Appearances aside, though, buyers who expect quick steering, a car-like ride and other refinements offered in family sedans aren't suddenly going to discover them in the Lumina.

Perhaps Chevy engineers have some enhancements in the works. For now, they are offering a well-configured minivan with some additional need for grace and finesse.

Source by : http://www.nctd.com

1994 Chevrolet Suburban K2500 Silverado review

1994 Chevrolet Suburban K2500 Silverado

By Professional Test Driver

Overview

Not only is the Chevrolet Suburban the most pure niche vehicle in the sport utility/van/minivan spectrum, you might say it's the only one of its kind. (Please note that the GMC Suburban is the same vehicle marketed under a different name.) While essentially a people carrier, the Suburban has body-on-frame construction and other pickup characteristics that help distinguish it from the popular minivans or big traditional vans. Sure, this vehicle is meant to haul people and cargo, but it's also meant to pull with pep - boats, trailers campers, snowmobiles, trail bikes and just about anything else you can imagine.

Our Chevy Suburban K2500 (the K denotes 4WD; the 2500 means it's a 3/4-ton vehicle) had a base price of $22,417. We added the Silverado trim level and options including front/ rear air conditioning, tinted glass, power assists and more, and the price zoomed to $32,507. That's substantial. But keep in mind that completely equipped versions of the smaller Jeep Grand Cherokee and the Ford Explorer go for about 30 000. Then consider that the Suburban is an eight- or nine-passenger, off-road vehicle with serious towing potential, and the price doesn't seem so far out of line.

Walkaround

Our Chevy Suburban looked like an elongated sport utility vehicle that bore a strong resemblance to the full-size GMC Yukon and Chevy Blazer. Its truck heritage was unmistakable. While ground clearance was not exceptionally high (8 inches), we still had to step up to enter.

One feature that immediately distinguished this Suburban from its ancestors was a great deal of high-visibility glass, as well as more slender roof pillars. Also, the body lines were smoother, and the trim and moldings were more subdued.

Our Suburban K2500 Silverado was finished in a combination of Indigo Blue Metallic and Summit White; the top and bottom were blue, and a midriff stream of white split the two halves. If you like two-tones, you may like this-we didn't. The white stripe was an intrusion to a smooth-looking paint job. Fit-and-finish were good, however. While earlier Suburbans were notorious rust buckets, coated and treated steels, better weather resistance and an improved paint application have essentially licked this problem. The long rocker panels under the doors, though, still cry for protection from stone chips and road debris, and buyers will have to seek aftermarket accessories to resolve this.

In the rear, our Suburban had a platform bumper with holes on either side for carrying a center-mounted ball hitch. It also had the drop tailgate/liftgate combination, although panel doors that open to either side are standard. The doors may be more practical for loading, but we think the tailgate/liftgate combination would be nice for picnicking.

Interior Features

As we gazed down at surrounding traffic from our seats in the Chevy Suburban, we were thankful that this was such a high-riding truck. The grand use of glass allowed for outstanding visibility.

Our Suburban was equipped with high-back, leather-covered front bucket seats and second and third bench seats. That added up to seating for eight-nine if we would have ordered the front bench seat. Our Suburban had folding second and third seats that, when down, provided a flat loading area 97.7 inches long and a massive 152.9 cubic feet of volume.

The interior amenities were well done, with lights, cupholders and armrests for all outer-edge passenters. Our Suburban had an overhead console to complement the one in the center of the floor that held the transfer-case shift lever. Second-seat passengers had overhead-mounted controls for optional rear compartment heating and air conditioning. The driver's armrest contained electric window and outside mirror controls and the front seats had dual armrests that reminded us of captain's chairs found in many minivans and full-size vans. The instrument panel, with its analog gauges, controls and switches, was pure General Motors-no surprises and no dramatics.

At rest, all seats were comfortable and supportive. However, once on the road we found that the rear seats picked up on road bumps. That jarring could be attributed to the harsher 4WD suspension. We think work should be done on the rear seats and the suspension to isolate passengers from road shock. However, the front bucket seats were exceptionally comfortable, even on rugged terrain

Driving Impressions

When driving the Suburban, we were in awe of this big vehicle with its long stature and wow turning diameter of 46.4 feet. On a wide street, we couldn't make an uninterrupted U-turn without driving over the curb.

Our vehicle had the standard tried-and-true 5.7-liter, 190-hp V8 engine. With the Chevy Suburban, there are two other power options: the 7.4-liter, 230-hp V8 or the 6.5-liter, 190-hp V8 turbo diesel. If you're looking for maxxed-out torque and pulling power, the 7.4-liter V8 puts out a mountain-moving 385 pound-feet of torque at 1,700 rpm.

The standard 190-hp V8 was fine for most of our applications, but it did seem to run out of steam at just above minimum freeway cruising speeds. If you're going to do a lot of driving with substantial loads, we recommend one of the optional engines.

The power steering performed well and provided good feedback, handling the turning requirements of this moose with ease. We gave our Suburban's standard anti-lock brakes high marks for their smooth, sure stopping ability.

As we would expect from a long vehicle-219.5 inches on a 131.5inch wheelbase-the ride was smooth and stable. An effective conventional suspension of front independent torsion bars and rear multi-leaf springs and shock absorbers was tuned for a great combination of performance and load-carrying capability.

The standard transmission on the Chevy Suburban is a four-speed automatic with overdrive and electronic shifting. It was a heavy-duty unit to handle the 4WD aspects, and we found it to be flawless.

Summary

If our needs required a people carrier with genuine towing capability, we would definitely consider the Chevy Suburban. After all, it's about the only vehicle in the field that qualifies, which helps account for why it's been around so long.

We liked the big V8 because of its power and 7,000-pound towing capability. We also like the security and flexibility of the 4WD. To appreciate the combination, imagine trying to pull a heavy boat on a trailer from the water and up a steep, slippery ramp. It's no chore for the faint-hearted.

Sure, for this kind of power you're going to sacrifice some fuel efficiency, but the Suburban's 42-gallon fuel tank should ease any anxiety. Besides, if mileage is a big concern, you could always forgo some power and opt for the turbo diesel.

Source by : http://www.nctd.com

1994 Chrysler Town & Country review

1994 Chrysler Town & Country

By Professional Test Driver

Overview

The Chrysler Town & Country debuted as a 1990 model, adding a touch of luxury to minivans and a new group of buyers to Chrysler's growing legion of satisfied customers.

More than four years later, it's still an impressive package. Our 1994 test vehicle included standard equipment such as leather-appointed seating and a leather-wrapped steering wheel, power locks and windows power-heated mirrors and four-wheel anti-lock brakes (ABS).

Powering it all was a 3.8-liter multi-point injection V6 mated to an efficient four-speed automatic transmission. The only option we added was the CD player, which brought the price to $27,914.

For that kind of money, we expected perfection from our Town & Country-and didn't get it. Granted our complaints weren't earth-shattering-wobbly cupholders, slightly loose fixtures, some road noise. But when you sit in the upper echelon of a particular segment, as the Town & Country does, that kind of criticism seems justified.

Walkaround

A quick look at the Town & Country and you may notice little difference from its two siblings, Plymouth Voyager and Dodge Caravan. Like those two vehicles, it has a slightly boxy look with a sloped windshield leading to a solid front end. But look closer, and you see several elegant appointments that set the vehicle apart.

Our Wildberry-colored Town & Country, for example, featured gold-striped aluminum wheels, gold pin-striping with the minivan's name in script, a body-color grille and headlight moldings. (We chose the last two options in place of the standard woodgrain appliques and surround moldings.) A chrome stripe neatly adorned the side of the vehicle, and color-keyed bodyside claddings offered good parking-lot protection. An aerodynamic luggage rack literally topped off this styling statement.

Our Town & Country also offered a lot of functionality. Like all Chrysler minivans, our vehicle featured single halogens for bright, well-directed illumination, and we also had fog lamps as standard equipment. The housings of our electronically controlled side mirrors folded back, allowing the vehicle to get through those extremely tight spots. A plastic strip just below the front wipers filled the space between the windshield and hood, and it contained grooves to handle water runoff. The sliding door shut easily and firmly, indicating a soundly made structure.

Two things irritated us, though. First, on a vehicle this stylish, why have a fixed antenna? And second, the hood's support rod had a lot of play in it, which could be dangerous if, say, a sudden gust of wind came up.

Interior Features

Our Town & Country provided seven-passenger seating (captain's chairs were in the front and center, the rear seat was a bench) with cloth backing and leather trim. The front seats were very comfortable and boasted generous front and back travel. The controls on the right side of the driver's seat were especially well placed, sparing our driver from mashing his hand against the door. Also, large door handles gave us strong support entering and exiting the vehicle.

Room was the word up front. A good 16 inches of space separated the chairs, and we could easily get to the center and rear seats. Legroom was good, and our 6-foot driver had four inches of headroom above him.

Facing our tall driver was a newly designed instrument panel featuring a digital speedometer, odometer and graphic displays for the tachometer, fuel and oil pressure. An information center-a staple on all Chrysler minivans-sat just above the instrument panel and featured a warning module and the turn indicator lights. Because of its slightly elevated position, we never forgot to turn off the signal after changing lanes. An overhead console gave us map lights, storage compartments and a trip computer with outdoor temperature and compass readouts.

One design flaw on the center console: The ashtray was direct above the cupholders, so anyone who would like to simultaneously smoke and sip coffee would have a problem. But we think even that person would be won over by the dynamic sound of the neighboring Infiniti stereo with a CD player and graphic equalizer.

Among the amenities in the rear included individual air conditioner/ heater controls and electronically controlled vent windows. Another overhead console hung above the center seats, with two map lights and vent openings.

In the Town & Country, a power liftgate opens to 17.7 cubic feet of cargo room. Take out the center and rear seats, and that number jumps to more than 141 cubic feet.

Not everything we saw in the Town & Country was positive. Most disturbing to us were the center seat's loosely fastened plastic armrests and cupholders, which obviously needed more than their small pegs to keep them in place. These fixtures rattled during the entire ride, and at times looked perilously close to coming apart completely.

Driving Impressions

Our Town & Country responded powerfully, thanks to the new 3.8-liter V6 with sequential multi-point injection. Start-up acceleration was noteworthy, and we zipped around cars on the freeway as though we were in a high-performance sports car. This was definitely the best engine we've tested in a minivan.

And it was quiet, too, due in part to some fine-tuning Chrysler has done to the vehicle's stainless-steel exhaust system. Noise in general was not a problem; wind and other vehicles caused little disturbance. However, we did notice some annoying road noise under the floor boards up front.

Overall, though, the marks were high on our Town & Country's ride. The four-speed automatic transmission shifted smoothly, and we had the option to lock out the over-drive. The vehicle exhibited a surprisingly tight steering ratio, handling our 20-mph turns adeptly. Front gas-charged struts helped solidify our vehicle while traveling over roads riddled with potholes.

It rained and snowed during much of our test drive, but that gave us a chance to test the Town & Country's four-wheel ABS. It met the challenge each time a slick surface came calling, and we were never even close to spinning out. The vehicle's front-wheel drive and 15-inch steel-belted radials also kept us steady through the rain and snow.

Summary

Whether you're Bill Clinton, Michael Jordan or the Chrysler Town & Country, one thing applies: When you're at the top of your field, you undergo more scrutiny than the average bear.

Certainly our expectations were extremely high when we tested the '94 Town & Country. And for the most part, it delivered with a sleek (for a minivan) look, luxurious appointments and strong road performance.

However, there were several areas in fit that were not up to the high standards set by previous versions of the Town & Country. Expecting perfection might be unreasonable, but when a vehicle offers so much, you like to see the little things taken care of.

Source By : http://nctd.com

1994 Dodge Ram Wagon 250 review

1994 Dodge Ram Wagon 250

By Professional Test Driver

Overview

Its squarish design and traditional mechanical underpinnings tell us that Dodge, for the most part, stopped well short of a redesign when configuring the 1994 Ram Wagon 250. We liked the changes that were made-most notably, a contemporary front-end modification, the addition of optional four-wheel anti-lock brakes (ABS) and the incorporation of slightly stiffer shocks to improve the already impressive touring and towing capabilities of this big, traditional van.

Our '94 Dodge Ram Wagon 250 test vehicle bore an MSRP of $25,102, which included a lengthy and highly recommended list of optional equipment. Among options we liked were a muscular 5.9-liter V8, ABS, a premium AM/FM stereo with a cassette player, a towing package and eight-passenger seating capacity. Our test vehicle also featured optional air conditioning, power assists, a tilt steering wheel, cruise control and some attractive exterior styling touches.

The eight-passenger touring van configuration is but one possibility of the Ram Wagon 250. With an optional 12-passenger seating arrangement, this van would be ideal transportation for an entire Little League team. Moreover, custom-van outfitters like to use the Ram Wagon 250's long wheelbase and wide stance as a pedestal for crafting their snazzy conversions.

Walkaround

As far as any dramatic styling updates on our test Ram Wagon 250, the news was all up front. Front fenders were complemented by wraparound light assemblies and a rounded grille. From the front, anyway, this gave the Ram Wagon 250 a more contemporary, aerodynamic look.

In profile, our Ram Wagon 250 returned to the square-like appearance of its predecessors. All the characteristics of a traditional van were present, including plenty of glass and a high road clearance. The styled steel wheels and chrome/vinyl protective side moldings on our test vehicle nicely punctuated its otherwise slab-sided look.

The Navy Blue Metallic finish on our test vehicle was easy on the eyes and without flaw. As for overall fit and workmanship, we were disappointed to discover that the grille could be moved a full half-inch by reaching behind and pulling on it. Also, the sliding cargo door on the side required a good deal of muscle to open and close, but we attributed that more to the van's conventional design than to flawed fit or poor workmanship.

From the rear, there was little to distinguish the Ram Wagon 250 from a traditional work or travel van, with the possible exception of curved wraparound taillight assemblies. Traditional double doors and a hefty, vinyl-covered step bumper, though functional, weren't nearly as exciting as the hydraulic liftgates and curved color-matched rear bumpers found on popular minivans.

Interior Features

It was a big step up for both driver land passengers when entering the Ram Wagon 250, but we were stepping into a truly roomy, high-riding van. A minimum five inches of head room, not to mention proportionate shoulder- and legroom, for everyone was one benefit of its high-roofed design.

Visibility was marred only by an undersized rearview mirror and the center pillars of the rear doors, but the big side-view mirrors helped to remedy that problem.

Seating and overall interior design didn't bear the slightest resemblance to advanced minivans. Rather, the driver and front-seat passenger enjoyed real comfort in moderately contoured bucket seats. Middle seats could face each other to flank a walnut-grained table, or they could be folded down to sleep three kids or two modest-sized adults.

Gauges were easy to read through the steering wheel, and power window and door lock controls were simple to locate and adjust, as were the stereo and temperature controls. Overhead dome lights for both front-and third-seat occupants completed a conventional but thoughtful interior arrangement.

Driving Impressions

The Ram Wagon 250 offered plenty of power for touring or towing, a firm but reasonably comfortable ride and a low level of road and wind noise.

The optional 5.9-liter, fuel-injected V8, teamed with a four-speed automatic transmission with overdrive, delivered ample response from a standing start and reassuring performance in highway passing simulations from 50 to 70 mph and beyond. There was a little lag when we first put the pedal to the floor, but anyone shopping for a van of this breed isn't likely to insist on drag-strip starts.

We gave three cheers to the Chrysler engineers who equipped the Ram Wagon 250 with optional four-wheel ABS (2-wheel ABS is standard) and slightly beefier shocks. Braking, cornering and a trip down a rut-filled alley were, for the most part, pleasant test experiences. Braking was straight and sure, with the exception of a seemingly endless glide over a stretch of icy pavement. We noticed comparatively little lean when cornering, and the shocks and the sheer size of the vehicle came close to isolating us from road bumps.

Steering and parking were surprisingly easy for a van of this size. We negotiated a 180-degree turn with an easy turn-and-a-half of the wheel.

With EPA ratings of 12 city and 16 highway, this van would not be a good choice for fuel conservationists or the budget-minded. An optional 35-galIon tank could provide peace of mind with this vehicle that packs all the punch necessary to transport lots of people and cargo.

Summary

While not a study in aerodynamic styling or advanced interior ergonomics, the Dodge Ram Wagon 250 delivered all of the desired attributes for a vehicle of its size and price. Equipped as our test vehicle was, the new Ram Wagon 250 would carry comfortably a group of eight on a trip of any length. And if you must tow a big boat or trailer behind, this van is more than up to the challenge.

We think you'll find the Ram Wagon 250's front-end treatment more pleasing and contemporary than some, if not all, of its competitors. As a big, roomy van, or as an ideal model for custom-van design, it's worth a look and worth its asking price.

Source By : http://nctd.com

1994 Eagle Summit LX Wagon review

1994 Eagle Summit LX Wagon

By Professional Test Driver

Overview

The people at Chrysler's Jeep./Eagle division can call it a station wagon if they want - we'll call it like we see it. We think the '94 Eagle Summit LX Wagon, with its versatility and many features, should be planted firmly in the minivan category.

Complete with a sliding side-cargo door and a rear liftgate, the Summit LX Wagon offers those in search of a second family vehicle, or commuter car, some very pleasant alternatives to the larger minivans in terms of creature comforts, cargo capacity-even performance.

Further, with the broad expanse of front, side and rear glass, our Summit LX Wagon offered us more scenic cruising possibilities than most of the larger minvans we've tested.

We suspect Eagle dubbed it a wagon instead of a minivan because of the Summit LX Wagon's comparatively short (99.2-inch) wheelbase, small (2.4-liter) engine displacement and car-like fuel mileage ratings of 20 city and 26 highway.

Yet, the Summit eclipses the usual expectations for a wagon in passenger room, cargo area, loading convenience and the like. As such, it comes very close to being a vehicle with a niche all its own - perhaps we could call it a mini-minivan?

It's MSRP of $17,107 is likely to put the amply equipped Summit LX Wagon well within the small-wagon buyer's price range. In addition to a premium interior and a driver-side air bag that are standard, that price afforded us options such as air conditioning, a six-speaker AM/FM stereo with a cassette player, speed control, a keyless entry system, four-speed automatic transmission and a roof rack.

Walkaround

The great expanse of glass caught our attention as we began our exterior examination of the Summit LX Wagon. A sharply raked windshield stretched from the short hood to meet the roof at a point well over the typical driver's head. The high roofline not only permitted a big windshield but also allowed for large front- and rear-side windows. The rear liftgate appeared to have more glass than metal. Overall, it was a vehicle that looked as though it would put its occupants on display and provide them with excellent scenic possibilities.

The upper two-thirds of our two-tone Summit test vehicle was finished in a rich Dark Red Pearl, and the lower one-third, bumper to bumper, was painted Light Silver Metallic. The color match between metal and vinyl components and the overall fit-and-finish were close to excellent. The roof rack, window moldings and recessed door handles were black vinyl. The result was a nicely trimmed, color-coordinated "glass house."

In front, a small grille worked well with the abbreviated and sharply sloping hood and complemented the look of the air scoop under the bumper. The halogen headlamp assembly and cornering lights wrapped around the front fenders.

In back, wraparound taillight/cornering lamp assemblies were positioned high on the rear fenders just under the back glass. The liftgate came with a wiper-essential for all that glass. That's just one example of the many thoughtful features Eagle included on this vehicle.

The more we looked, the more we liked the flow and balance of our Summit LX Wagon.

Interior Features

We would expect plenty of visibility and room from a minivan, but this was a wagon. So the Summit LX surprised us by offering a barrier-free view and plenty of head- and legroom to spare. Front bucket seats and the rear bench seat were high off the floor, putting the door sills well beneath shoulder height for both front and rear passengers. This nice feature gave us the feeling of being in a much larger vehicle.

The back seat folded down to create more cargo space, easily accessible through the sliding side door. The seat was also removable, creating a whopping 79 cubic feet of carpeted cargo space.

The instrument panel of our Summit LX was in a rectangular housing and contained a big speedometer flanked by temperature and fuel gauges and warning lights.

From the placement of controls to overall seating comfort, the Summit LX Wagon boasted successful ergonomic design. We especially liked the positioning of the armrests, the easy access to power-assist controls on the driver's armrest, and the prominent speed control switch mounted on the steering wheel.

We weren't terribly thrilled, however, by the effort it took to see and use the controls for the air conditioning and stereo-both were mounted flat against the dash. We think in future versions of this wagon, Eagle should angle these controls toward the driver for better visibility and access.

Driving Impressions

The Summit Wagon's remarkably soft and comfortable ride surprised us when we hit the road. We experienced some lean in cornering, and slight pitch and roll over bumpy roads. However, these occurrences were neither unpleasant nor unsettling, and they were what we expected from this small vehicle that sat high off the ground.

From a standing start and in highway passing situations, the Summit's 16-valve, 2.4-liter engine was filled with pleasant surprises. While it certainly wasn't a high-performance machine, it did take off from 0 to 60 mph in satisfactory fashion without sluggishness. We briskly accelerated from 50 to 70mph and felt we still had power to spare. That performance was enhanced by the vehicle's ultra-smooth four-speed automatic transmission with overdrive. In passing situations starting in fourth gear, the transmission paused slightly in third before downshifting to second, making passing punch less jarring to us and the engine.

Braking tests, including a near-panic stop, produced no noise or lockup and left us with a good impression of the Summit's optional anti-lock braking system. We did hear a lot of wind and road noise at higher speeds. We attributed that to the vehicle's vast expanse of glass, and the fact that the Summit just didn't have the superb insulation and sound-deadening material present on more costly vehicles.

We wouldn't recommend equipping this vehicle with anything less than the optional 2.4-liter power plant. With that engine, the Summit exceeded - by a comfortable margin-our performance expectations for a small station wagon.

Summary

We're convinced that this vehicle is a roomy and well-designed minivan masquerading as a small station wagon.

The '94 Eagle Summit LX Wagon transported us high off the road, treated us to scenic vistas and provided us with a soft, comfortable ride-just as a good minivan should.

The seating configuration, cargo capacity and sliding side-door access were all attributes of the minivan family. And with the optional 2.4-liter engine, the Summit LX Wagon even rivaled the performance capabilities of some minivans.

Whatever its category, this is a solid vehicle worth serious consideration.

Source By : http://nctd.com