1996 Mazda MPV review

1996 Mazda MPV
Four doors and removable rear seats add practicality.

By Mitch McCullough, Editor-in-Chief

Overview

Oh, what a difference a door makes. Mazda has added a fourth door to the MPV this year. The new rear door on the driver's side means back seat passengers can get in and out from either side. It means the driver no longer has to run all the way around to unbuckle the baby from the back seat. It means the MPV is even more carlike than before.

The Mazda MPV is certainly not the newest design on the minivan market. Until this year, little had changed on the MPV since its 1988 introduction. And while the 1996 model offers some refinements and styling changes, it does not represent a major redesign.

Fortunately, the MPV's styling has aged well. The design does not look dated and the performance, handling and features help the MPV hold its own against the competition. This minivan is actually fun to drive.

One of the things that sets the MPV apart from most of the minivan market is its rear-wheel-drive layout. The Toyota Previa, Ford Aerostar and Chevrolet Astro/GMC Safari twins are the only other minivans that employ rear-wheel drive, and the Ford and GM products are essentially trucks. This setup makes the MPV a good choice for those who tow trailers. Drivers who want improved traction and handling in slippery conditions should opt for the four-wheel-drive model.

Mazda offers three trim levels--the DX, the well-equipped LX and the leather-lined ES. The 4-wheel-drive model is only available in LX and ES trim. We evaluated the MPV LX 4WD, which comes with a cloth interior and was equipped with optional captain's chairs for back seat passengers. A new All-Sport package introduced at mid-year is designed to bridge the gap between minivans and sport-utilities through the use of off-road styling cues.

Walkaround

The 1996 Mazda MPV appears familiar, but somehow looks more aggressive than before. The new appearance is the result of a bigger front end and a new rear bumper, all designed to improve crashworthiness. The longer nose also makes it easier to see the front corners when parking.

The MPV remains a handsome vehicle with its bulging fenders, horizontal taillights and chunky new front end. Mazda strived to make people think "car" when they looked at an MPV. The tail lights are horizontal and the B-pillars are moved back for bigger, more carlike side windows.

Four hinged doors makes the 1996 MPV more convenient and more carlike than ever. The Honda Odyssey and the Chrysler minivans are among the few that offer rear doors on both sides. Most minivans use sliding doors, but those on the Mazda and Honda are hinged and swing open like the doors on a sedan. All four doors on the MPV feature power windows that go all the way down.

The DX and LX come with a choice of four solid colors. The LX also offers three optional two-tone schemes, while the leather ES can be identified by its bordeaux and sand mica two-tone paint.

While most new minivans are front-wheel drive, the MPV uses rear-wheel drive, making it a good choice for towing. The load leveling package, optional on the LX and standard on the ES, raises the tow rating to 4300 lbs. on the 2-wheel-drive MPV and 4000 lbs. on the 4WD model. The Chevy Astro/GMC Safari are the only minivans that can tow a significantly heavier load and they are considerably more trucklike than the Mazda.

The MPV's towing package includes an automatic load leveling system that works well for balancing heavy loads, a transmission oil cooler, a larger cooling fan and a full-size spare tire. The bigger fan and full-size spare are standard on the 4WD model. Without the towing package, an MPV can pull up to 2600 lbs.

The All-Sport package, designed to give the MPV a sport-utility image, is mostly cosmetic and is available for both 2- and 4-wheel-drive models. It includes a unique grille, a stone guard beneath the front bumper, fender flares, a rear bumper cover, a roof rack and special graphics. Larger tires on bright alloy wheels are also available. The bottom line is that any MPV 4WD model can go anywhere an All-Sport can go.

Interior Features

Mazda has modernized and improved the interior of the new MPV. Sweeping, graceful lines replace the blocky, angular look of last year's dashboard. A new speedometer and tachometer are bigger and easier to read. Gauges, indicators and warning lamps have been repositioned for easier viewing. Controls for the stereo, heating, ventilation and air conditioning are easy to reach. The glovebox in last year's MPV was capable only of holding the owner's manual. Now gloves can actually be stored there.

The only downside we found to the controls is that it's easy to bump the windshield wiper stalk when shifting into park.

Overall, the interior of the MPV is a nice place to be. The MPV offers more front headroom and legroom than the Caravan, Previa and Villager and more headroom than the Windstar. Getting in and out of the driver's seat couldn't be easier. The view is excellent in all directions with an expansive windshield, big side windows and large mirrors.

The seats are comfortable and supportive. They come upholstered in an attractive velour cloth on DX and LX trim, while the ES gets leather. The leather is nice, but the ES retails for $2300 more than the LX and we really liked the cloth.

The MPV will seat five, seven or eight passengers, depending on the seating configuration. All MPVs come with front bucket seats. The DX and LX come standard with a 3-passenger second-row seat. The LX and ES come with a third bench seat in the rear. With the standard 3-passenger second row seat, the LX can haul eight people, but they'd better be good friends. The downside of this arrangement is that the width of the second-row seat makes it difficult to get into the third-row seat.

This year, Mazda offers a pair of captain's chairs for the second row that are standard on the leather ES and optional on the cloth LX. The captain's chairs are comfortable and make it easy for people, particularly children, to get into the rearmost bench seat. After spending time with all the configurations, we recommend the LX with the optional captain's chairs.

An even more important improvement to the seating is that the third row seat is now much easier to remove. Release a couple of latches, store it in the garage and the MPV is ready to haul four or five passengers and their gear. (Those who don't think they'll ever need the third row seat may want to order the DX model and save some money.)

The center bench can also be removed by releasing latches, while the center captain's chairs can be quickly unbolted. This feature turns an MPV into a serious cargo hauler in a short period of time. It also makes the MPV a great camper with more flat sleeping space than most sport-utility vehicles. Keep in mind that the seats are heavy and will take up a fair amount of space in the garage. For smaller jobs, the middle and rear seats can be folded flat for loading long items.

A 4-wheel antilock braking system is standard on the MPV. Dual airbags and 3-point seat belts in all outboard positions are also standard. All four doors incorporate side-impact door beams and the new front end was designed to better absorb frontal impacts.

Driving Impressions

Like most minivans, the MPV drives like a car. It handles nearly as well as a sedan, provides adequate power and stops competently. The MPV LX 4WD we tested was a rock solid companion on snow and ice, but we'd opt for a 2-wheel-drive LX if we lived in a warmer climate. The 4WD model rides a little higher and its ride quality suffers slightly, but it is still quite pleasant. The MPV can be shifted from 2-wheel drive to 4-wheel drive by flicking a small switch on the shifter column. Another button locks the center differential for sure traction when it's really slippery.

Twist the key and the MPV's 3.0-liter V6 starts with a reassuring roar. The engine is a bit on the noisy side, but delivers adequate power for passing and solid torque for pulling away from intersections with heavy loads. The 4-speed automatic transmission selects the appropriate gear for the conditions and shifts smoothly.

Spend some time in an MPV and it almost seems sporty. The sedan-like handling inspires confidence. With a turning circle of only 36.1 feet, an MPV can complete a circle in less space than any other minivan, matching the turning radius of the Honda Accord Wagon. The MPV is longer than the Dodge Caravan and Ford Aerostar, but shorter than most minivans. The relatively short length and tight turning radius make the MPV easy to park and maneuver in tight quarters.

Summary

The MPV was designed well from the start and significant improvements to this year's model make it safer and more enjoyable to live with on a daily basis. It offers good handling, adequate acceleration and a roomy, comfortable interior with an expansive view. Overall, it's a great vehicle for carpooling or hauling the family around.

All of this doesn't come cheap. A fully loaded MPV comes close to $30,000. We recommend ordering an MPV in LX trim with the captain's chairs, which should be available for considerably less.

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

1996 Mercury Villager GS review

1996 Mercury Villager GS
Global player in a changing world.

By Bob Markovich

Overview

Once upon a time in the car business, it seemed Japan could do no wrong and America could do almost nothing right. America's Big Three carmakers figured if you can't beat 'em, join 'em. So they partnered up with their Japanese competitors and built vehicles here using much of the same engineering that had given Japan an edge.

The Mercury Villager is a product of just such a partnership. Introduced in 1992, the front-wheel drive Villager gets its drivetrain and most of its design from Nissan, and shares both with the nearly identical Nissan Quest. Powertrains come from Nissan, and assembly is handled at a Ford factory located in Avon Lake, Ohio.

The Villager arrived as a more carlike, more compact yet surprisingly spacious alternative to Chrysler's then-aging minivan trio.

In fact, it represented the first true challenge to the original Chrysler minivan concept--car-like driveability and van-like cargo capacity, plus garageability. Early responses from Ford and GM were based on rear-drive truck platforms, and GM's front-drive Chevrolet Lumina APV, Pontiac Trans Sport and Oldsmobile Silhouette never quite caught on.

In addition to nailing the concept, the Villager and Quest were affordable, with pricing that started at about $17,000.

The Villager is still pleasantly carlike and spacious for its size, and gets a host of upgrades for 1996. And at $19,940 to start, it's still affordable. But with larger, newer minivans at a comparable price from Chrysler and even Ford, the Villager also shows how much the world around it has changed.

Walkaround

Revised taillights, a new flying M grille and color-keyed side moldings are the major changes outside for 1996. Otherwise, the Mercury Villager's rounded shape is unchanged, and still looks fresh, even when it's parked next to a Dodge Caravan or a Honda Odyssey. While the Villager is nearly 20 cu. ft. smaller inside than Chrysler's short-wheelbase vans, it's also 24 cu. ft. roomier than the dimunitive Honda. And at less than 1 in. longer, it's as easy to park.

Once you finish parking, however, the Villager provides rear- and center-seat passengers with just one side door versus the option of two sliding doors on Chrysler's vans and two sedan-style doors on the Odyssey and Mazda MPV, which include them as standard equipment.

The good news: The Honda costs nearly $4000 more, and comes only with a 4-cyl. engine while Villagers and Quests get a smooth V6.

Villagers come in three models: GS, LS and the topmost Nautica--a $26,390 luxury edition that includes an attractive 2-tone paint scheme, aluminum alloy wheels and leather interior trim. There's also a van version ($19,385), intended for commercial hauling.

But even the $19,940 Villager GS comes with such niceties as standard antilock brakes, an AM/FM/cassette sound system and intermittent wipers front and rear.

You can also save a bundle over the $24,300 LS by ordering the GS with Preferred Equipment Package 692A. It includes power locks, windows and mirrors, auxiliary center-seat climate controls and virtually everything else that goes with the LS version for about $1800 less.

Interior Features

A second airbag, adjustable-height front shoulder harnesses and larger gauges are the big news inside, bringing it up to date in terms of standard safety features.

The rest of Villager's interior is mostly unchanged. That's good in some ways; in others, this is yet another area where the rest of the world has moved on.

Lots of space and nearly limitless ways to use it are still the Villager's strong suits. Seating in the 5-passenger GS includes two highly supportive front buckets and a rear bench with a back that reclines and folds forward into a picnic table. While you can't remove the bench, you can trim the space it takes by tilting its bottom cushion up and sliding the whole thing nearly 50 in. forward or back, depending on where you need the room.

You can also make the GS a 7-passenger van like the LS and Nautica by adding a 2-passenger center bench--a $330 option included in Package 692A. While it won't slide or recline, the center bench does everything else the rear bench does. It's also removable. Unfortunately, doing so requires two strong bodies. It also entails folding the seatbottom, tugging on a series of levers and then dragging the heavy bench through the Villager's single side door. Compare that to the slick new seats in Chrysler's minivans, which you can roll back to the tailgate or carry out either side door.

Optional center captain's chairs ($610) are more manageable and versatile, since they're lighter and can be removed one at a time. The bad news: They come only on uplevel models. And unless the center seatbacks are folded, rearmost passengers will find kneeroom tight with either seating arrangement.

Driving Impressions

The Villager was arguably the world's best-handling minivan when it came out, and it's still at the front of the pack. Our test GS benefitted from wider all-season performance tires that come with Package 692A, along with stiffer shocks and a rear stabilizer bar included with the $85 uplevel suspension. The result is a minivan that hugs snaking backroads and keeps its cool during emergency maneuvers better than any save Chrysler's.

Villagers with the uplevel suspension also ride firmly yet comfortably, despite carriage-style leaf springs and a beam axle in back. Stops are also short and unspectacular, despite rear drums instead of the discs on such newer competitors as Ford's Windstar.

Villager's Nissan-built V6 is another strong point. While it's smaller and less potent than the ones available in Chrysler vans--let alone the 200-hp V6 offered in this year's Windstar--canted valves and overhead camshafts help it move this small van briskly, smoothly and quietly.

We also found the electronically-controlled 4-speed automatic transmission to be both smooth and responsive. Like most of Ford's other automatics, its column shifter includes a handy button at the end of the lever for locking out overdrive to provide a little extra oomph for passing or going up steep hills.

Extended drives also revealed some interior details that haven't stood the test of time. Flush-mounted switches that are hard to find and tough to tell apart are our biggest gripe. Examples include feel-alike buttons for the optional power driver's seat and rear wiper and washer. You have to look at them to use them, which is out of step with the new age of tactile differentiation in switches and other secondary controls.

Climate control dials are mounted above the more frequently used radio controls, and both require a long reach to the center. You'll also find the small buttons for the climate modes hard to find while moving.

One set of switches that has improved are the larger tabs and beefier buttons for the radio. And as always, Villagers offer separate controls for climate as well as audio volume and tuning for center-seat passengers. Parents take note: You can lock out those audio controls from up front. Who says we've lost control of our kids?

Summary

As partnerships go, the Villager-Quest alliance has to be rated as a major success. It gave Nissan its first viable vehicle in this class after two previous unsuccesful attempts. It also gave Mercury not only its first minivan, but the first of any Chrysler-challengers that really rode and handled like a sedan. GM attempted to do so earlier, but its first shot at this target didn't quite reach the bullseye.

Unfortunately, the minivans that have arrived since have proven that American manufacturers can do at least as well on their own--better, in some cases--and do it for less.

If it's space and ride you want, Ford's Windstar delivers more of both for the same price. While the Windstar can't quite match the Villager's handling and sport-sedan feel, all three Chrysler vans are definitely in the ballpark.

More space and added features--including an optional fourth door--are a likely part of the next-generation Villager that's due for 1998.

Then again, if sheer space and high power numbers were everything, Honda's nimble new Odyssey wouldn't exist. Like the Honda, Mercury's Villager is for buyers who want a minivan that can carry a small bus-load of people and cargo some of the time without feeling like a bus all the time.

That, and nifty styling, is its saving grace.

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

1996 Plymouth Voyager review

1996 Plymouth Voyager
Better than ever. Better than most.

By Marcia Ruff

Overview

It has been smooth sailing for Chrysler ever since the company launched its minivan in 1984 and took ownership of the genre. The only other company to challenge Chrysler's dominance has been Ford, whose Windstar briefly became the darling of the critics with its cleaner looks and greater cargo capacity.

But that was last year. This year Chrysler strikes back with the first ground-up redesign of the minivan since it was introduced. In hundreds of little ways and several critical big ways, the 1996 Chrysler minivan is better than ever. And better than any other.

Walkaround

The Plymouth Voyager (and its sibling the Dodge Caravan) is the short version of the Chrysler minivan. They are 6 in. shorter than the Grand Voyager and Grand Caravan. The wheelbases are 6 in. shorter as well, giving the vehicles a 2-ft. shorter turning circle.

All the new minivans, both long and short, are larger for 1996. The Voyager and Caravan are 8.2 in. longer, 3.5 in. wider, and 2.5 in. taller than their predecessors. The larger size and better interior packaging give the basic Voyager more cargo capacity than the old Grand Voyager, and more capacity even than the longer Windstar.

With three rows of seating, the previous model didn't have room for much more than a few gallons of milk and some groceries. Now there is 15.9 cu. ft. aft of the third bench, which translates to floor space for 10 grocery bags and vertical space for many taller objects. Many people who stepped up to the Grand version solely for the cargo space may now be able to opt for the smaller, more nimble model.

If more cargo space is needed, the third bench can be removed, creating 50.8 cu. ft. of space in addition to seating for five. Clever new roller devices make removing the benches easier. Push down on a lever and the bench rises up on little wheels to roll to the rear door. The lever requires a strong push, and getting the heavy bench seat down to the ground is still a two-person job, but the wheels eliminate the awkward inside wrestling job. And you may not even need to do it: For the first time, the middle and rear seatbacks fully fold, allowing you to carry the proverbial 4x8 sheet of plywood without removing seats.

Despite its increased dimensios, the new minivan looks the same size as before. The rounded corners minimize the sense of bulk, and also contribute to better aerodynamics, better fuel economy and less interior noise. Chrysler employed other visual tricks as well, including taller windows--which give a more car-like proportion of metal to glass--and larger wheels and tires. Another clever detail is the way the track for the sliding door is hidden at the bottom of the side window, which helps the aerodynamics and cleans up the appearance.

One of the smartest ideas of the new design lies right behind the driver's door: an optional second sliding door for the middle seat. It's one of those things you look at and think, why in the world didn't anyone do this before. Some parents perceive it as less safe, but that seems overanxious given the presence of child-proof rear locks. Consequently, the driver's side sliding door was made an option ($450) that about 85% of buyers are choosing so far. We found its convenience irresistible.

Interior Features

The minivan helped to rescue Chrysler in the '80s, and "the blessed box" has been a coporate mainstay ever since. Consequently, the best and the brightest work on it, and the attention shows. The new interior is a miracle of intelligence. Each piece performs its function perfectly and is rendered nicely, with excellent fit and finish.

By angling the center console, all but the radio and climate controls (which passengers want to access, too) are within easy reach of the driver. A thin eyebrow display runs across the top of the dashboard, providing immediate visibility for emergency warnings, such as temperature problems or antilock brake malfunction. The other gauges for speed, fuel, etc. are in the usual location on the instrument panel. Dropping the hoodline 4 in. improves visibility for the driver. An optional warming grid on the windshield de-ices the wipers, a clever idea unique to Chrysler.

Safety is a top priority among minivan buyers and the new minivan delivers. Chrysler did more than any other carmaker to bring height-adjustable seatbelts into the mainstream, and now they've been installed on the middle bench, too, where the young children who most need them are likely to be seated. Seatbelt buckles are flush with the cushion instead of mounted on a stalk, which holds child seats more tightly. The integrated child seats have been redesigned for more comfort and have new seatbelts that can be fastened with one hand. The belts have a tighter fit than before, which is safer but our 3-year-old assistant did grouse about the snugness.

Small touches throughout the minivan increase comfort. The pull-out cupholders have ratcheting sides that accommodate a wide range of cups and mugs. The cupholder shelf includes a coinholder and small storage bin, handy items that are often obscured on other vehicles when the cupholders are in use. Storage bins are lined with ribbed rubber to lessen rattles, and the vanity mirrors even have dimmers. Locks hold the sliding doors open more securely.

The Voyager comes in two trim levels, the "Family Value" base model and our SE tester, with base prices about $2700 apart. Powered by the same engine, the two models differ primarily in standard and optional features. The higher level of standard features on the SE includes 7-passenger seating instead of five, a cassette player, a tilt steering wheel and an underseat storage drawer. Certain options are only available on the SE: the 3.3-liter V6, the premium Infinity radio, keyless remote entry, and bucket seats.

For those who need a minivan but wish they had a sports car, the Voyager Rallye or Dodge Caravan Sport models might provide a little solace. (Base price for the Rallye is $22,060.) Available only on short-wheelbase models, these packages consist of a firmer, sportier suspension, darker windows, a different grille, and some fancy graphics on the exterior.

Driving Impressions

The 1996 Chrysler minivan has achieved new standards in ride and handling. It is still a box--it's tall and it leans--but it is a darned refined box.

For openers, it is far more maneuverable. By increasing the front track, the turning circle on the short-wheelbase vans has been reduced 3 ft., making them more nimble in parking lots.

The overall sense of stability is much improved. Torsional rigidity of the new 4-door model is 50% better than the old 3-door models. Add that to reduced steering column shake, more precise steering, less body roll, and less interior noise, and you have a solid-feeling vehicle that has far more in common with a good sedan than a truck.

Powertrain choices for the Voyager and Caravan are better this year, too. The base engine is an all-new 2.4-liter dohc 16-valve 4-cylinder model that produces 150 hp at 5200 rpm. It is a substantial improvement over last year's 100-hp 2.5-liter four, which was barely adequate. People who don't live in hilly areas or haul whole soccer teams regularly will probably find the 4-cylinder quite satisfactory.

Up from there are two V6s: a 150-hp 3.0-liter from Mitsubishi and a Chrysler-built 158-hp 3.3-liter engine. We tested the 3.3 and found it well-suited to the van. If you want to step up to a V6, the 3.3-liter is the better choice for performance, smoothness and durability. (It is available as an option only on the SE.) All the engines have been refined to reduce noise, and provide a more refined experience.

Base Voyagers (and Caravans) are fitted with 3-speed hydraulically-operated automatic transmissions. The SE has a 4-speed electronically-controlled automatic. The 3-speed is not a bad transmission, particularly since the 4-speed is not a model of smoothness. The biggest drawback to the 3-speed is the lack of an overdrive gear, which means a little less fuel economy and more engine noise on the highway.

Summary

Bless Chrysler for making such a handy vehicle. The raison d'etre of a minivan is its functionality, and the new Voyager and Caravan offer all the pleasure of a well-designed and well-made tool. In a week of steady use, we rarely encountered anything awkward or misplaced.

The increased cargo capacity and improved base engine have increased the appeal of the short-wheelbase models. The price differential isn't enormous ($1250 between the Voyager and the Grand Voyager) but the nimbleness of the standard Voyager makes it easier to live with than its Grand cousin.

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

1996 Pontiac Trans Sport SE review

1996 Pontiac Trans Sport SE
Bargains loom as GM readies the next generation.

By Tony Swan

Overview

It's hardly a secret that GM's front drive minivans--Chevrolet Lumina APV, Oldsmobile Silhouette and Pontiac Trans Sport--have been a major disappointment to their manufacturer. Designed to challenge Chrysler's minivan supremacy with their radical styling, the trio languished as Chrysler and Ford gobbled up the lion's share of the market.

Instead of accolades, the daring new shapes drew criticism and an unfortunate nickname--the Dustbusters.

Although GM gave the trio nose jobs, powertrain upgrades and a power-operated sliding side door along the way, the trio never recovered from the early impressions.

An all-new set of replacements is just around the corner. Due this fall, the new Chevy Venture, Silhouette and Trans Sport will feature styling that's closer to the minivan mainstream, as well as a sliding driver-side rear door option, a la Chrysler.

Meanwhile, the current generation is still in showrooms. Although these minivans do have their weak points, they have strong points, too. With dealers unloading current models to make room for the new vans, the opportunity for bargains is exceptional.

Since the Pontiac Trans Sport concept van was the design template for the current GM minivans, we chose a Trans Sport SE for our final review of this generation.

Walkaround

Similar in size to the standard Dodge Caravan and Plymouth Voyager, the '96 Trans Sport and its corporate cousins come with one powertrain. A 3.4-liter V6, which will also be the sole engine offered in the new minivans, replaces the previous 2-engine inventory. GM's ubquitous 3.8-liter V6, the previous upgrade engine, is in too much demand for passenger car applications, which led to the substitution.

Although it doesn't have the muscle of the 3.8-liter engine, the GM 3.4 V6 is second only to the optional 3.8-liter V6 offered in Ford's Windstar for peak horsepower, and it delivers respectable torque. There's enough grunt to give the Trans Sport a 3000-lb. towing capacity when it's equipped with the trailering package.

Like all minivans, the GM threesome is equipped with automatic transmissions. That's a plus for the Trans Sport and its clones, because GM's 4-speed automatics are the smoothest in the business. No all-wheel drive option is offered.

A penumatic automatic load-leveling system is offered as a $100 option. A pump adds air pressure to the rear shock absorbers according to load information furnished by an integrated sensor. A nifty feature of this system is that it can also be used to inflate tires or vacation gear like inner tubes and air mattresses.

Another feature exclusive to the GM vans is plastic body panels on vertical exterior surfaces, similar to the panels used on Saturn cars. The plus is extra resistance to parking lot dents and scratches. If this is a feature that appeals to you, 1996 is your last chance to get it. The '97 vans will have conventional sheet steel bodies.

Exterior and interior styling of the current vans follows divisional positioning. The Trans Sport has the sportiest appearance, the Chevy is more basic and the Silhouette the most luxurious.

Clearing the decks for the arrival of the next generation, Pontiac has pared the 1996 Trans Sport model range to just one, the Trans Sport SE. The base price is $19,394, which includes basic comfort/convenience features like air conditioning and an AM/FM radio.

Our test van had the power sliding side door option ($350), a very convenient addition we hope other minivans will adopt. It's been popular for Pontiac; some 85% of the Trans Sports sold last year were equipped with the power door feature.

Interior Features

The basic Trans Sport SE seats five, two up front, three on a rear bench. Our test van had 7-passenger seating, which is another plus for these vans, perhaps their strongest single feature. Arranged in a 2-3-2 configuration, the seats are removable as single units, lending excellent versatility to the cargo space. And they're light, making them the most easily removable of any minivan, including Chrysler's new roller seats.

The weakest point of the interior layout can be viewed from the driver's seat. Although the long nose has been bobbed, it's still invisible from the front seats, something that's led many owners to complain about not knowing exactly where the snout ended until it touched the vehicle in front.

Although GM was able to make a modest fix on the extended front end, there was no way to remedy the extreme rake of the windshield without a major redesign. As a result, the upper surface of the dashboard is a vast plain of plastic between the driver and the base of the windshield.

This distance has proved disconcerting to some drivers, and it does take a bit of getting used to. However, in our past experiences with these vans, including a one-year long-term evaluation of an earlier Trans Sport, we found that familiarity breeds comfort.

Passive safety equipment isn't quite up to current minivan standards--there's no airbag on the passenger side, something that will be corrected in the next generation. On the other hand, antilock brakes are standard, which still isn't true for all minivans.

With all the seats removed, the GM minivans can hold up to 112.6 cu. feet. That's considerably less than a standard Dodge Caravan, but it's a good-sized cargo hold nevertheless. The floor is flat, and the swing-up rear hatch is wide for easy access.

There's also plenty of legroom in all three seating positions.

GM was among the first to recognize America's for mobile dining, a recognition that's reflected in the Trans Sport's impressive array of cupholders. There are eight in the 7-passenger edition, which was probably a world record when these vans first rolled onto the scene.

Driving Impressions

Though the Trans Sport looks sporty, it's no Bonneville in the handling department. The combination of minivan height, a relatively narrow track and suspension tuning aimed at good ride quality produces lots of body roll if the vehicle is hurried through turns. In this respect, the Trans Sport, Lumina and Silhouette are a little less car-like than their prime competitors from Chrysler and Ford.

On the other hand, there are no nasty surprises lurking in the Trans Sport's behavior. Although it refuses to be hurried on tight, winding roads, it's fully predictable.

On the plus side, we think most drivers and passengers will find the Trans Sport's ride quality more than acceptable. Although early members of this minivan clan weren't as smooth as some, GM has retuned the suspension over the years, giving all three vans a more supple feel that does a good job of isolating occupants from minor road shocks.

As we noted earlier, the driving position takes some getting used to, and it's something to be aware of if you take one of these vans out for a test drive. The distance between the driver's seat and the base of the windshield produces an odd sensation at first--you may feel that you're piloting from the middle of the van, rather than the driver's seat. But this feeling will disappear with experience.

Although the new 3.4-liter V6 doesn't have quite as much low-rpm punch as the 3.8-liter, it's far stronger than the previous base engine, a 3.1-liter V6, and it's got enough snort to keep pace with all but a few of its competitors, as well as the cut-and-thrust of commute traffic.

Braking performance, augmented by standard ABS, is good compared to the rest of the minivan universe, though not exceptional.

Summary

While the Pontiac Trans Sport and its stablemates aren't the best minivans in the business, they do have their strengths and the Flash Gordon styling still stands out from the crowd.

At suggested retail prices, which pretty much parallel the competition, it's hard to view these vans as bargains. Our well-equipped tester, for example, stickered out at $22,406.

But with the new minivans just over the horizon, suggested retail and actual retail are likely to be two different things. A little bargaining should save a bunch, and the appeal of the van will increase in direct proportion.

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

1995 Chevrolet Sportvan Beauville review

1995 Chevrolet Sportvan Beauville
A tough old warhorse for the big jobs

By Professional Test Driver

Overview

Change comes slowly in the world of full-size vans, and no-where has it been more deliberate than with General Motors' big twins, the Chevrolet Sportvan and GMC Rally Van. Although there have been updates over the years, these two have been in production in their current form since 1970.

With all that mileage comes a lot of experience, which equals dependability. Beyond that, the Sportvan and Rally Van are the biggest full-size vans on the market - just the ticket for big hauling jobs.

Veteran they may be, but these two will still get the big jobs done.

Our test vehicle was a Chevrolet Sportvan, but the only difference between the van from Chevy and the one from GMC Truck is front-end appearance. They are otherwise identical.

Walkaround

By any standards, this is one big van. The Sportvan is available in two wheelbase lengths, one a modest 125.0 in., the other a monster 146.0 in. that carries a stretched version of the body that's almost 19 ft. long. That's a lotta van.

The short-wheelbase version comes with two seating setups, one designed to accommodate eight passengers, the other configured for 12. The biggest edition can seat a good-sized posse - 15 passengers.

For comparison, the big Ford Club Wagons all ride on a 138.0-in. wheelbase, while the Dodge Ram Wagons offer two wheelbase choices: 109.6 in. or 127.6 in. Although the Ford and bigger Dodge vans both offer 15-passenger editions, there's a little more space for all those folks inside the big Chevy. There's also more cargo volume - 306 cu. ft. of it.

However, if the Big Three's large vans lined up for a beauty contest, we'd be surprised if the winner's cup went to GM. This van might look chic in Russia, but the styling is Jurassic compared with the others. Ford's van family was extensively redesigned inside and out in 1992, and the Dodge vans got a face-lift last year. The Sportvan has looked pretty much the same for almost a quarter of a century.

The Sportvan offers a wide choice of engines, starting with a 4.3-liter V6, rated at 165 hp and 235 pound-feet of torque. There are three gasoline V8s, and that's really the kind of engine we associate with a van such as this.

The smallest is Chevy's eternal 5.0-liter V8, with 175 hp and 265 lb.-ft. of torque. Next are two editions of GM's ubiquitous 5.7-liter V8, one for light duty - 200 hp, 310 lb.-ft. - and one rated for bigger jobs that has a slightly reduced output.

For really heavy work, there's GM's big-block 7.4-liter V8, which produces 230 hp and 385 lb.-ft. of torque.

GM also offers a pair of 6.5-liter diesels, both naturally aspirated. The diesels may offer some advantage in fuel economy, but they don't have the punch of the bigger gasoline V8s, and they aren't as pleasant to live with.

Transmission choices are based on load ratings. Both are 4-speed automatics, and both are smooth operators.

There are two trim levels - the basic industrial-strength Sportvan and the more civilized Beauville - and three models, based on load-carrying capabilities: G20, G30 and the humongous G30 Extended. Both G30 versions are capable of towing up to 10,000 lb., which seems to mean that you really can take it with you, whatever it might be.

Because we didn't need to accommodate a posse, we did our test driving in the relatively tidy Beauville G20, powered by a 5.7-liter V8.

Interior Features

If you're in the market for a big van, your priority is probably lots of room, lots of hauling capability or both. And that's what the Sportvan has, particularly in the G30 Extended version. There's enough space inside the big one to create echoes.

Let's put this 306 cu. ft. rolling ark in perspective: It's a 5 ft. x 5 ft. x 12 ft. box, with 6 cu. ft. left over. There are four rows of seats, all of them removable to create an immense cargo hold.

The capacity shrinks somewhat in smaller versions, as with our test van, but it's still quite impressive.

Like the exterior, the Sportvan's interior looks a little dated compared with its competitors. In particular, the Ford, with its lower beltline and bigger windows, offers better visibility, a more modern interior design and better ergonomics.

On the other hand, this isn't quite the same van as it was back in 1970. Now there's a driver's airbag as well as side-impact door beams and 4-wheel anti-lock brakes, something we heartily applaud in a vehicle as big as the Chevy Sportvan.

With a complete redesign just a year away, other changes for 1995 are invisible, most of them tweaks aimed at reducing noise and enhancing engine smoothness.

However, Chevy has enhanced the value of the Beauville package by adding power locks, power windows, power mirrors, cruise control and tilt steering.

If you want more, there's an almost inexhaustible list of extras to choose from. Like their competitors, these big vans offer such a variety of equipment that you can almost quite literally build one to suit your needs.

Driving Impressions

If the size of this big van suggests to you that it won't be handy in parking lots, you're probably right. Try driving the 146.0-in. wheelbase version up to the valet parkers at your favorite restaurant and just watch them run for cover.

The smaller Dodge Ram, with its shorter wheelbase, is a little more maneuverable in tight quarters, but none of the full-size vans are exactly ballerinas.

As for might, the Sportvan's standard 4.3-liter V6 engine doesn't really have enough power for a vehicle this size. We did like the performance of the 5.7-liter V8 in our test van, and we would recommend it without reservation.

If you plan to do any really heavy towing, we also recommend the big 7.4-liter V8. Both of these V8 engines have excellent service records, and both are as durable as locomotives.

When it comes to ride quality, we'd give a slight edge to the Ford van family, which has been specially tuned for people-pleasing comfort.

But Ford's over-assisted power steering requires extra attention, particularly when you're driving in crosswinds. The Sportvan's steering isn't exemplary in this respect, but it does deliver a little better sense of what the front wheels are doing.

Handling in a car sense doesn't really apply here. These vehicles require more care in traffic and when maneuvering around corners due to their bulk, their height and their purpose in life. Vans were not, after all, intended to be nimble.

We would mention, then, that calling this vehicle the Sportvan is like naming an elephant Twinkle Toes.

Still, for cruising along interstates, our Chevy Sportvan was reasonably smooth, commendably stable and, thanks to its optional high-back reclining front buckets, surprisingly comfortable in extended driving.

Summary

Big vans aren't big players in the total automotive market, but they do remain popular with people who need the strength and capacity of these vehicles.

In that sense, the Sportvan and Rally continue to be as viable as ever. They're not quite as refined as their competitors from the house that Ford built, although GM intends to address that issue when the next generation comes along.

In the meantime, the basic virtues - durability, reliability, rugged construction, lots of space inside - are all there, along with competitive pricing.

The design, which was finalized in the '60s, is clearly a survivor from another era. But the Sportvan will do just about anything you ask it to do. And it'll keep on doing it for a long, long time.

Source By :http://nctd.com

1995 Chrysler Town & Country review

1995 Chrysler Town & Country
Luxury and comfort at a hefty price

By Professional Test Driver

Overview

An icon of America's suburban sprawl of the 1950s and '60s, Chrysler's Town & Country station wagon carried Little League teams, Girl Scout troops and families trekking the country for the holidays and during summer vacations.

The Town & Country wagon is gone, but its old cargo-hauling responsibilities are in safe hands: The wood-sided wagon has been replaced by the Town & Country minivan.

Chrysler bills the Town & Country as the ultimate choice for minivan owners who want to step up to luxury, or luxury-car owners who want an equally stately minivan. Outfitted with leather seating, the Town & Country is packed with virtually every standard feature available - including that nostalgic woodgrain siding.

Walkaround

The Town & Country is attractive for a minivan, but compared with a Ford Wind-star or a Mercury Villager, it dates itself. Its straight-line edges have been rounded off over the years, the last time in 1991. Still, the Town & Country appears boxy in comparison with its new competitors, although that is about to change as Chrysler prepares to unveil its all-new minivans in spring '95.

Built on Chrysler's 119.3-in. wheelbase minivan platform, the Town & Country shares its wheelbase with the Dodge Grand Caravan and Plymouth Grand Voyager. The long-wheelbase models are identical to their shorter counterparts except for the 2 ft. of storage space behind the third row of seats. In other words, the Town & Country, like the Grand models, can carry seven passengers and all of their luggage.

As with its other minivan models, Chrysler keeps the momentum rolling until the new versions come along by realigning equipment packages and offering attractive discounts.

Interior Features

Leather is standard fare for the Town & Country, with front seats that are reclining buckets with adjustable headrests. The Town & Country offers as standard equipment a 6-way power driver's seat with a manual recliner, and a passenger seat with manual mechanisms for horizontal and recliner operations.

The buyer has two choices - at the same price - for seating throughout the rest of the cabin. The middle row of seats can either be a bench that holds two people or Chrysler's Quad Command reclining buckets. With the Quad Command, the right seat tilts and the third row contains a bench seat that holds three.

Seat belts for rear passengers are 3-point, lap-shoulder belts for outboard passengers with a lap belt for the third row's center passenger.

The rear seat folds forward to slide against the middle seat for increased cargo space, and all seats are removable for even more carrying capacity. The release mechanism on the seats works easily, but the seats - like the bench seats in all minivans except General Motors' front-drive models - are heavy and unwieldy to remove. Without the seats, however, cargo capacity is immense, amounting to 141.3 cu. ft.

The front seats of the model we tested were reasonably comfortable, though they could have used more lumbar support. The driver has a more closed-in feeling than in, say, the Ford Windstar, which has a couple more inches of width. Because of the proximity of the driver's seat to the door, the power-seat adjustment controls are located on the inboard edge of the lower seat cushion. Happily, leg- and headroom are adequate throughout the Town & Country.

The rear seats of our vehicle were too upright for adults on a long trip. Kids, however, would appreciate the height of the seats and the large side windows that offer them a panoramic view. A built-in child safety seat is available as an option, and the good news here is that the seat, introduced in the 1994 model year, is now more comfortable for toddlers, thanks to it being a tad reclined.

The passenger cabin is downright attractive. Like the exterior, the lines inside are straight and angular compared with the Windstar's curves. Nonetheless, controls are easy to operate and logically placed.

The Town & Country's dashboard is high and the forward view is clear. The stereo is mounted high with the vents and climate-control mechanisms below it. Dual cupholders pull out from the center console as does an ashtray and power outlet, and a storage drawer is located on the very bottom of the stack.

Other features we liked: Storage nooks are abundant throughout, map pockets are located in the door, the glove box under the passenger-side airbag is of respectable size and there's a cupholder for almost every passenger.

Though much of what the Town & Country offers is standard, available options include: all-wheel drive, tinted glass, amplified speakers, white sidewall tires and a couple of upgraded wheel choices, a heavy-duty trailer towing package and the integrated child safety seat. The exterior woodgrain trim is a delete option - mark the option box or you'll get it anyway.

A welcome change in the Town & Country's array of safety items for '95 is programmable automatic door locks. They're designed to lock themselves when vehicle speed reaches 15 mph, and they stay locked until you unlock them when you stop. The change for '95 allows you to defeat the system, which is helpful when you're running errands around town.

The rest of the safety inventory is carried over from '94, and it's extensive - dual air-bags, a child-protection lock on the sliding side door and side-impact beams on all three doors. It's worth noting that the Town & Country meets 1998 federal passenger car safety standards.

Driving Impressions

Since their introduction, Chrysler minivans have set the pace in carlike ride and driveability, and ride quality is a strong trait of the Grand editions.

Although we can't call it agile, our Town & Country was smooth over rough surfaces, and smoother still on good ones. The Windstar may be even smoother, but the distinction is almost academic.

Chrysler added a 3.8-liter V6 to its broad minivan power-train inventory last year, and it's standard equipment in the Town & Country, along with a flexible 4-speed electronically controlled automatic transmission that is refined for '95.

More power is always helpful for two-lane passing and freeway merges, and the Chrysler V6 does a good job in these areas. Its low-rpm power is helpful when you've got a van full of kids and camping gear, and it's quiet at most speeds.

We thought the Town & Country's power steering was over-assisted just a bit, which made it feel numb, although it took all the work out of maneuvers in confined areas. When we pushed hard on the throttle, there was a hint of torque steer - a tendency in some front-drive vehicles to pull the steering wheel to right or left under hard acceleration.

But in most driving situations, the Town & Country was quiet, mannerly and as easy to drive as a station wagon. That's the standard that Chrysler minivans established in 1984, and even though some competitors have caught up, Chrysler is still the overall leader.

Summary

With or without the woodgrain siding, the Town & Country is a luxurious minivan. But luxury does have its price, and the price for this one can push the $30,000 mark.

So the big question you have to ask yourself is whether a more modestly equipped Dodge Grand Caravan or Plymouth Grand Voyager wouldn't serve you just as well, saving you some money in the process.

If the answer is no, well, go forth and indulge yourself. We think you'll be happy.

Source By :http://nctd.com

1995 Dodge Ram review

1995 Dodge Ram Wagon
A modest hallelujah for this big people mover

By Professional Test Driver

Overview

You say the choir at your church is in open rebellion because the old church van has become too decrepit - and perhaps a little too holy - for occupancy by mortals?

They're saying, "No new van, no Christmas carol sing-off." Is that what's bothering you? Well lift up your hearts, brothers and sisters: Your Dodge dealer is prepared to solve thy problem.

Dodge, Ford and General Motors all offer full-size vans and window vans (known as wagons). But only Dodge offers one that's specially designated for church groups. It's called the Church Value package, and we're not sure whether it includes hymnals.

But it does seem clear that a big wagon capable of carrying up to 15 parishioners could just as easily transport the same number of non-parishioners. And we doubt your Dodge dealer will check your credentials or make you sing a few bars of Handel's Messiah before he'll sell you one.

The intriguing distinction of the Church Value package aside, Ram Wagons and Vans have a lot in common with their competitors from Ford and GM. They're big, rugged and can haul mass quantities - people, in the case of the wagon, cargo in the case of the van.

Distinctions, and they're subtle, lie in the area of powertrain choices, features, dealer proximity and how your local dealer stacks up in terms of service.

Walkaround

Thanks to a restyled front end, the Ram Wagon looks a little more contemporary than GM's big vans, Chevy Sportvan and GMC Rally Van. However, down there where it counts, it's pretty much the same van Dodge has been selling since 1971.

In a vehicle like this, there's something to be said for continuous development rather than sweeping redesigns.

Appearance counts, of course. That's why Dodge put a new rounded nose, with flush-mounted aero headlamps, on this van last year.

But functionality is the key in a big van, and over the course of the last 24 years the engineers at Dodge Truck have been quietly improving all aspects of their van's ability to get the job done.

The biggest of these improvements, one that also affects the Ram pickups, occurred a couple of years ago when all the Dodge truck engines were redesigned. The net result was a dramatic increase in power output across the board, which inspired a new marketing name. They're all Magnum engines now, and they generally match or exceed the performance of comparable engines from Ford and GM.

There is an exception, however. Ford and GM both offer big-block gasoline V8s and big diesel V8s in their vans, engines that expand load-carrying capacity and extend towing limits up to 10,000 lb.

The biggest of the Ram Wagon engines is a 5.9-liter V8, with 230 hp and 330 pound-feet of torque, providing a maximum towing limit of 9000 lb. But the big gasoline V8 engines from Ford and GM provide more muscle for really heavy jobs, and Dodge doesn't offer a diesel (advantages in durability and fuel economy) for its van family.

Dodge has simplified basic model designations for 1995 on a basis of load capabilities, and they're similar to the Ram pickup line. The standard Ram Wagon and Van is the 1500 series, powered by a 3.9-liter V6. Next is the 2500, with the 3.9 V6 as its standard engine and a 5.2-liter V8 available as an option.

The 3500 is the workhorse edition, with the 5.2-liter V8. Dodge also offers a compressed natural gas version of this same engine.

All '95 Ram Wagons come with 4-wheel anti-lock brakes (ABS) as standard equipment. The Vans are equipped with rear-wheel ABS, with 4-wheel ABS offered as an option. Other safety features include a driver's airbag and side-impact door beams.

Beyond these basics, there are essentially two trim levels - the base Wagon and the more comfortably furnished SLT - plus special packages. Besides the Church Value package, there's also a Family Value package - we're sure Dodge doesn't mean to suggest that the two are mutually exclusive - and a Tradesman package on the Van. As the name suggests, the Tradesman version is basically a commercial van, light on amenities and light on the buyer's checking account.

Like their competitors, the Ram Wagons can be ordered in a variety of seating setups to accommodate up to 15 folks. There's a choice between a traditional sliding side door or a hinged door.

There's also the same long laundry list of comfort and convenience options.

We didn't have a choir available to help us with our evaluation, so our test van was a 2500 SLT, with the 5.2-liter V8 and seating for eight.

Interior Features

Like its competitors, our Ram Wagon felt open and airy inside, a function of its big interior and many windows. Everyone gets a good look at the scenery, and the driver has a commanding view of what's going on ahead, thanks to the high seating position that goes with a full-size van.

Although Ford's big Econoline wagons have a much more contemporary appearance inside, the Ram Wagon has all the basics, and the control layout - though only average - shouldn't pose any operating problems once you're past the initial familiarization process.

A particularly nice touch in our test van was its center console. It had the requisite bins, cubbies and cupholders, plus a flat surface on top that could serve as a small table or mini writing desk. But we really liked its position. Instead of being between the front seats, it sat on top of the rear of the transmission, which made it much easier for the driver and front-seat passenger to reach. There was also a slide-out storage drawer built into the base of the front passenger's seat.

Speaking of tables, one option is a travel package that includes a dinette table.

Our test van had comfortable cloth-upholstered bucket seats in the front, with bench seats behind. The rear seats were removable, as they are in competing vans.

Driving Impressions

Big vans are essentially full-size pickups wearing cargo-container bodywork, and consequently their on-road behavior is trucklike.

The Ram Wagon is no exception to this generalization. It's elephantine by passenger-car standards, slightly above average compared with its competitors. Stiffer shock-absorber tuning, revised last year, helps keep body roll in check during cornering without too much compromise in ride quality, but handling distinctions in big vans are virtually academic. Easy-does-it applies across the board.

Like all big vans, the Ram Wagon has lots of power-steering assist - too much for good road feel, but welcome when you're trundling around in parking lots.

Our test van's V8 engine delivered acceptable performance, and we'd recommend it as a minimum for a vehicle this size. The 3.9-liter V6 delivers good power, but when curb weights start climbing north of 4000 lb. - a vehicle's weight before you start adding passengers or cargo - you want V8 torque to keep up with traffic.

Summary

Ram Wagons are solid, tough customers that can be expected to do a good job for a long time.

The Ram Wagon isn't quite as refined inside as the Ford vans, and it lacks the big V8 and diesel engine options available in the big vans from Ford, Chevy and GMC Truck.

But if absolute maximum towing and/or load-carrying capabilities aren't your top priority, the big Dodge certainly merits a look-see.

Its Magnum V8 engines compare favorably with the numbers from Ford and GM, there are plenty of civilizing add-ons available, and the pricing structure is attractive. We think the choir will be happy.

Source By :http://nctd.com