1996 Chevrolet Express Van review

1996 Chevrolet Express Van
A dream come true for the Chevy faithful.

By Jim McCraw

Overview

The Chevy Sportvan is gone, long live the Chevy Express. This is the newest full-size van on the market, all new from the ground up after a 25-year wait, and for Chevrolet, it's a chance to catch up to the Ford competition. That's because this is the first Chevrolet full-size van to have body-on-frame construction, after a quarter of a century of welded unitbody design that's difficult and expensive to modify for aftermarket use. Body-on-frame design is stronger and quieter due to better isolation from road inputs, and more durable, generally speaking, than unit body design.

Walkaround

The all-new Chevy Express offers a great many advantages over the aging competition. There are two wheelbases, 135- and the extended 155-inch model, ten inches longer than the outgoing model and vastly longer than either the Ford or the Dodge wheelbase offerings, and the standard 135-inch wheelbase van is almost 15 inches longer overall than the Sportvan it replaces, fractionally lower and fractionally narrower. The move to a body-on-frame construction and a longer wheelbase means the Chevrolet Express will hold a great deal more than before and will ride down the highway much more comfortably than its predecessor.

The rear doors are designed with new hidden hinges that allow the doors to swing completely away from the cargo opening, so that even wide loads easily slide in. A second and important part to the door design story is that the doors are cut away on their upper halves to mate with the high-position body-mounted stop and turn signal lamps. The high-mount lamps can thus be easily seen by motorists even when the van doors are open, which we think is a significant safety innovation. The standard side-door configuration is a set of 60/40 swing-open doors, but a long sliding door design is a no-cost option on 135-inch wheelbase models, and we think most families will want that option.

Interior Features

Inside, there is a brand new instrument panel that's typical of Chevrolet's latest ergonomic thinking for trucks, and we think their thinking is excellent in this area. All the gauges are well placed, easy to read and easy to use, and there's an extra 12-volt accessory plug, standard. Interior materials are first-rate.

Other innovations on the Chevy Express include a full-size spare tire stored underneath the rear bumper to add to usable interior space, and a monster 31-gallon fuel tank.

Driving Impressions

Dual air bags and four-wheel ABS brakes are standard equipment, as is a Vortec 4.3-liter V-6 engine and 4-speed automatic overdrive transmission. The optional engine lineup includes 5.0-, 5.7- and 7.4-liter gasoline V-8s, all redone for 1996 for more power and torque, as well as a brand new engine offering, a 6.5-liter turbodiesel for those who must have a combination of pulling power and long-term operating economy. This is an extremely broad range of engine choices for business and personal-use customers. The torque parade starts with the 5.0-liter's 285 foot-pounds and runs up to 410 foot-pounds for the 7.4-liter V8, more than enough to easily tow around an 8000-pound trailer load.

Summary

We think the new Chevy Express is a dream come true for the Chevrolet faithful. It's got a terrific combination of comfort, convenience, space, and power wrapped in a crisp new design that may not be around for 26 years like the old Sportvan, but it will be with us for a long time to come.

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

1996 Chrysler Town & Country Lxi review

1996 Chrysler Town & Country Lxi
The gold standard in minivans.

By Ray Thursby

Overview

It goes almost without saying that the world of minivans is Chrysler's turf. Since 1984, the company has been building--and the public has been buying--the vans other manufacturers love to emulate. Whether sold with Plymouth (Voyager), Dodge (Caravan) or Chrysler (Town & Country) badges, these not-so-boxy boxes have set industry standards for value, comfort and space utilization. Now, thanks to last year's total makeover, they set the standard in style as well.

Style is important here. These are family machines, vehicles that have replaced sedans in many households. Whether taking the kids to school, providing vacation transport or going out for an evening on the town, they are expected to look right. And they do.

As you'd expect, Chrysler's discovery of a new and profitable market didn't go unnoticed. Since the mid-1980s, Ford has jumped into the fray with its Aerostar and Windstar minis, GM offers its rear-drive Astro and Safari, plus its plastic-skinned vans with Chevrolet, Pontiac and Oldsmobile labels, and imports such as the Toyota Previa, Nissan Quest/Mercury Villager and Mazda MPV have joined in.

Among the contenders, Windstar comes closest to matching the Chrysler trio. In some subjective areas, this challenger has shown the veteran a few new tricks. GM has lagged behind, but will rectify that in 1997 when a trio of all-new, steel-bodied minivans comes to market.

But despite all the competition, Chrysler continues to lead the way in both style and sales.

Though our test drive centered on the Town & Country, Caravan and Voyager are identical in structure, similar in powertrain and equipment. Differences will be noted, but most subjective evaluations apply to all three. If you like the T&C, but want to save a few bucks, you'll almost certainly be happy with Caravan and Voyager.

Walkaround

It's impossible not to appreciate the way Chrysler designers have blended style and utility. At heart, the T&C is a box meant to carry seven people and/or a lot of goods efficiently and, its reason for being, in luxury. That it is attractive, as well, is a bonus.

The front-end treatment is especially handsome. The low, sloping nose, combined with low cowl height, is of great benefit in maneuverability, and reduces aerodynamic drag. T&C is elegant, with a shiny plated grille flanked by rounded headlamps. The grille is a damage-resistant thermoplastic molding. The Dodge version's air intake has simple horizontal slats, while Plymouth has a good-looking eggcrate grille.

From the side, all three share a sleek, rounded profile. Differences are confined to minor lower bodyside details. Rear views are likewise the same except for badging.

One standout feature is a left-side sliding rear door, an option that seems to have taken the minivan market by storm. It joins the existing wide front doors, right-side slider, and large tailgate in providing unhindered access to the interior.

Between the three nameplates, Chrysler offers some 15 varieties of trim, wheelbase and overall length and drive systems, plus four engines and three transmissions among the three nameplates. Leaving powertrains aside for the moment, the most important is length: All three are available with either a 113.3- or 119.3-in. wheelbase; overall length increases by 13.3 in. with the longer wheelbase. The longer van's advantage is real, as the extra space is devoted to passenger and load area.

Interior Features

This is what minivans are all about: Space, space, and more space. Six passengers are treated like royalty in the Chrysler minis, and a seventh can be accommodated with minimal discomfort. Even better, the wide portals make getting in and out a snap.

Style doesn't stop with the exterior. Every surface has been sculpted to give the interior a fresh, modern look. And it's efficient; control placement is superb, with every button and switch set exactly where it should be. In the large center console, climate controls are simple and easy to use, radio buttons are slightly more complex and fiddly, but good nonetheless.

Our Town & Country tester was also leather-lined and had the top sound system the company offers, including a CD player.

In addition to comfort, these vans are well conceived to keep their drivers happy, too. A high seating position and low cowl set up a near-perfect driving position, and instruments are clearly marked.

There's storage space everywhere, with little bins, map pockets, cubbies and cupholders all strategically placed. In a word, the Chrysler minivan cabins are friendly.

Seat options give owners plenty of latitude to configure the T&C for optimum use. The front seats are always buckets, but the center position can be filled with either a pair of captain's chairs or a wide bench. The rear seat is always a bench-type. When the center bench is installed, its back folds rearward to make a bed-like surface; when either center bench or buckets are folded forward, their backs form a table top, complete with cupholders.

Center and rear seats are easily removable, the center(s) by unlatching and sliding out the side door, rear by unlatching and rolling--on built-in rollers--out the tailgate. When they're gone, there's 167 cu. ft. of carrying space available.

All three Chrysler minivan brands also offer the option of a pair of integrated child safety seats.

Between them, the three Chrysler minis run the gamut from basic to lavish, which is where the Town & Country fits in. The T&C carries a full load of standard equipment, almost all of which can be applied to Caravan or Voyager. You'll pay extra for air conditioning, an uplevel sound system (three are available), child seats (short-wheelbase models only) or the various power assists, upholstery upgrades and other T&C niceties when choosing Caravan or Voyager, but they are available, as is a handy roof rack that adds even more storage capacity.

Driving Impressions

In essence, the Chrysler minivans drive, ride and handle like passenger cars. Good ones, at that. We found the Town & Country's suspension soft but well-controlled, its power steering precise, and its brakes--with standard ABS regardless of model--bring it to a safe halt with no fuss.

There's some body roll when the road starts getting twisty, but nothing out of the ordinary for a minivan. In fact, we think the handling of these vans is just about the best in the category. And on certain models a heavy-duty suspension reduces roll without much degradation of ride quality.

We were also impressed by the near-absence of road and wind noise inside our test van's elegant cabin. Chrysler's hard work with aerodynamics and sound isolation pay major dividends here. The only other minivan that comes close to this level of quiet operation is the Ford Windstar.

Engine choices are at the heart of the T&C's good road manners. All the Town & Country models are powered by one of two V6 engines, a 158-hp 3.0-liter supplied by Mitsubishi in the basic LX version, and a 166-hp 3.8-liter that was standard in our LXi tester. Both are good, with a slight edge in performance, smoothness and load-hauling capability going to the larger unit.

Caravan and Voyager have standard 4-cyl. powerplants. Though improved over the previous 4-cyl. engine, these are a bit noisier, less able to cope with full loads or hills, and in base form are saddled with a 3-speed automatic transmission.

It's also worth noting that the all-wheel drive system available on long-wheelbase versions of these vans is not for off-road use, but adds an extra dimension of security during bad-weather driving. This is a full-time system that is totally transparent to the driver.

Summary

Chrysler has worked hard to maintain its preeminent position in the minivan market. Buyers benefit from the effort, getting a stylish people mover that's sensibly priced, long on comfort and short on faults.

If any complaint can be made, it's in the area of build quality. We've sampled an number of Chrysler minis from all three divisions; some have displayed minor glitches--especially in the area of the new left-side sliding door--that would probably send owners into the dealership for a fix.

That aside (and it won't apply to each individual van) the Chryslers are, along with Ford's Windstar, the class of the field, and the Town & Country is the poshest people mover of them all. Check out both Ford and Chrysler; between them, one probably has your minivan. And if high fashion is a priority, the Town & Country is tough to top.

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

1996 Dodge Ram Wagon SLT review

1996 Dodge Ram Wagon SLT
A passenger van built to truck standards.

By Jim McCraw

Overview

The full-size Dodge Ram Wagon passenger van is among the oldest vehicles on the American car and truck market, having first hit the showrooms in time for the 1971 model year. A quarter of a century later, the Dodge full-size passenger van is still plugging away, in the same size and shape as the original 1971 model, but with about a million product improvements baked in.

Walkaround

Like the Ford and Chevrolet full-size vans, the Dodge Ram Wagon offers significantly greater passenger space, load-carrying ability and towing capacity than any front-drive minivan can manage, with a base 3.9-liter six, an optional 5.2- or a 5.9-liter V-8 engine available for serious hauling. Though no diesel is offered, Dodge does have a compressed natural gas (CNG) version of the 5.2-liter V-8 engine for specialized users.

Interior Features

The Dodge Ram Wagon is offered on two different wheelbases, a 109.6 shortie and a 127.6-inch platform, as well as a Maxi version that adds a 26-inch body extension to the long-wheelbase truck for 15-passenger hauling. Front suspension is upper- and lower- arm with coil springs, with conventional load-carrying leaf springs at the rear and stabilizer bars at both ends. While the Dodge uses welded steel unitbody construction instead of body-on-frame construction like the Ford and Chevrolet vans, it's not in any sense flimsy or weak. This is a stout, commercially oriented passenger van built to truck, rather than minivan standards.

Driving Impressions

The Ram Wagon we drove for this test was the Maxi Wagon 3500--the heaviest version available--with an extended body and seating for 15 persons (like the other full-size vans, this one has removable seats for even greater flexibility). It was powered by the Dodge 5.9-liter V-8 engine, with a 4-speed automatic overdrive transmission and the $3700 SLT package of optional equipment. Fifteen items in all, it included rear air conditioning, all the usual power assists, a premium sound system, sunscreen glass, an engine cover storage console and a handful of lesser items that taken together made the van a whole lot more hospitable. The package, plus $500 for ABS, $270 for the engine, $180 for a rear defroster and $308 for a CD player, pumped the price from $23,789 to $29,051 including destination. A big number, yes, but how much would you expect to pay for a hotel on wheels?

The 5.9-liter V-8 engine, at 235 horsepower and 325 foot-pounds of torque, pulls heavy loads without a grumble and gets you onto the Interstate quickly and safely, even though it's a bit rough and raucous. The variable-ratio power steering is a bit ropy and vague, and the ride tends to be harsh when you're driving a heavy duty van unladen. We found the ABS brakes reassuringly powerful and fade-free.

Summary

Still, the Dodge Ram Wagon has a good reputation for durability and value, one that's been earned year by year for over 25 years now, and that can't be ignored.

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

1996 Ford Aerostar review

1996 Ford Aerostar
Rear-drive virtues in a solid survivor.

By Lynn Henning

Overview

Bad enough that Johnny Carson had to retire. Tougher yet--for men, anyway--when Madison Avenue's idea of maturity forced Cheryl Tiegs off magazine covers.

Considering all the emphasis on youth in America, it's nice to know a few traditions remain untouched, such as that roomy old reliable, the Ford Aerostar minivan.

It's a big minivan with a folksy ambience--a family dinner table on wheels--and except for the welcome tweak here and there, not a lot about the Aerostar has changed in recent years.

Except, of course, its life expectancy.

Ford was all set to put the Aerostar to sleep a couple years ago, when the front-drive Windstar emerged as the company's slick new family hauler. Understandably, Ford saw little reason to keep a loveable old lug like the Aerostar around.

Still, Aerostar's charm then and now is that it possesses some of the broadest shoulders in the marketplace. It's a rear-wheel-drive horse that can haul loads and hold lots of people. Had Ford carried out its plans, families galore would have been as disappointed as a militant majority of Ford dealers, who lobbied hard to keep the Aerostar in the family. The dealers didn't want potential customers heading off to General Motors for Chevy Astros and GMC Safaris, the Aerostar's key competitors.

So, here it is again in '96. Big and pleasantly bulky. Long, especially in the long wheelbase model, and offering some of the best legroom of any vehicle this side of a rock star's road bus. But it's also good-looking and pleasant to drive, a maxi minivan that delivers family-solid, meat-and-potatoes service covering a broad range of duties.

Walkaround

One thing Aerostar drivers will tell you right up front: It's a great vehicle for carting kids and hauling your boat to the lake, a little better suited to unpaved country back roads and fire lanes. But it's not as great when snow is falling and you've got a steep hill to climb.

The blessing of rear-wheel drive--greater towing capability--can also be something of a curse in slushy weather. On the other hand, not many minivans have a towing capacity of 4400 lbs.

This is a tall vehicle with a high center of gravity and relatively low weight over the rear wheels. That's one of the reasons why a few Aerostar drivers have been known to yank out the rear seats and throw bags of sand or cement in the rear, an old-timey winter traction trick.

But most drivers seldom find themselves struggling with Arctic conditions on a regular basis. Generally speaking, the Aerostar digs along nicely in nasty going if you're patient and not blizzard-busting at brisk speeds. Our test van's optional ($252) limited slip rear differential helped make the most of available traction. Throw in Aerostar's all-wheel drive option--an extra $2000--and you've got a minivan that can take on just about anything.

Although the Aerostar escaped extinction, the line has been pared down considerably. The old XL and Eddie Bauer models have disappeared, leaving only the XLT, plus a utilitarian commercial version with only two seats. In non-commercial trim, it's a straight 7-passenger van, available in standard and long wheelbase versions with a 3.0-liter V6 and 4-speed automatic transmission.

If you want a bit more muscle, we recommend the 4.0-liter V6 engine option that's available on the extended-length version. It's a particularly good bet if you have any heavy hauling or towing on your agenda.

Cosmetically, the Aerostar hasn't changed much at all during the '90s. It has an abbreviated nose slanting up toward all that cabin glass, an easy-opening rear hatch, a single right-side sliding door and easy access to the interior.

Polish it all off with a rich exterior color--our test van was dark emerald, with medium gray cloth seats--and you have a vehicle that's easy on the eye. It may lack the swoopier looks of the Windstar and the new Chrysler minivans, but it's a well-dressed workhorse nevertheless.

Interior Features

Sitting in the Aerostar's driver or front passenger seat is a little like looking out the windows of a posh second-story restaurant. Quite a view, quite an elevation.

One of the higher rides on the road contributes to the same sense of command that a lot of folks favor in sport-utility vehicles and pickup trucks.

This van is major-league comfortable. The front captain's chairs, for instance, have the firmess and contours you want for support and stability, with enough give to keep lower backs and legs happy over a long, long haul. One element of our test included a 240-mile night trip in the dead of winter. Although that kind of driving can build tension, all hands arrived at our hotel fresh and relaxed, including an 8-year-old who was able to stretch out and snooze most of the way.

Cargo room, obviously, is the other big plus for this van, particularly with the rear seats removed. The downside to seat removal is that it's a task better left to your friendly neighborhood NFL lineman. Too much weight, too much work. In this area, virtually all of the newer front drive minivans have an edge.

But once the seats are extracted, and the linemen have gone home, cargo space totals 139 cu. ft., a number that zooms to 167.7 cu. ft. in the extended model. Although the new Chrysler minivans now offer similar cargo capacity, that's still a lot of room to put stuff--lumber, bicycles, wading pools or all the bags of springtime topsoil your garden will ever need.

As for the Aerostar's cockpit comforts, instrumentation is basic and no-nonsense, with clearly displayed gauges and handily positioned controls, such as the headlight switch, rear defroster and the climate controls. One thing we didn't care for was the hard-to-find horn buttons, which could be tough to hit in a split-second situation.

Another troublesome exception--push-button audio controls. These exercises in fingertip dexterity may be fine for a sobriety test, but we found them unnecessarily challenging to use when the van was moving.

We also noted the absence of a front passenger airbag. Ford's resistance to this passive safety installation, which would entail a significant interior redesign and retooling investment, indicates that the Aerostar is still on the endangered species list.

Driving Impressions

There are vans with greater getaway acceleration than the Aerostar. GM's Astro/Safari twins have distinctly more punch, as well as higher towing capabilities, though they still suffer from cramped front footwells.

On the other side of the ledger, the newest front-drive minivans provide a smoother, more car-like driving experience. The Aerostar, after all, is essentially a truck at the chassis level.

But even so, we liked the way this van performed on long trips. The ride quality might be a trifle firmer than, say, the Windstar, but it's non-intrusive on the open road and the high seating position delivers a commanding view. And we found that the standard 3.0-liter engine had plenty of get-up-and-go in passing situations, an activity that was enhanced by the overdrive on-off switch, handily set into the end of the steering column-mounted shift lever. Switch the overdrive off for a little extra go, switch it back on to resume cruising.

The Aerostar is equally comfortable around town. For all its size, it's just as maneuverable as its front-drive rivals, a rear-drive advantage that shows up in a relatively tidy turning circle.

It also does a good job of keeping up with urban traffic. The standard V6 is adequate for basic light duty, but not much more. The larger V6, with its extra low-rpm grunt, is a much better choice for the kind of heavier hauling that is really this van's strong suit. In this sense, the fact that you get a larger van with the larger engine makes sense.

On the other hand, more room means more money. The extended Aerostar starts at $21,120.

Summary

Originally conceived as an answer to the first Chrysler minivans, the Aerostar is an old school rear-drive van that's at its best when it's harnessed for hard work. It can haul--and tow--heavier loads than the front-drive crowd, and gets the job done with a fair degree of comfort and style.

If car-like driving is high on your list of priorities, you'll probably be happier in one of the many excellent front-drive minivans.

But rear-wheel drive and rugged construction still have a place in this arena. And, in the Aerostar's case, the price is attractive.

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

1996 Ford Club Wagon review

1996 Ford Club Wagon
The body-on-frame King of the Road.

By Jim McCraw

Overview

The undisputed market leader in the full-size passenger van segment is the Ford Club Wagon, the passenger version of the Econoline van. The Club Wagon, until this model year the only full-size passenger van with body-on-frame construction, has always been head-and-shoulders better than the Chevrolet and Dodge full-size vans, which are built with unitbody construction techniques and simply aren't as stiff or as quiet as the frame-built Ford. The 1996 Chevrolet G-van (see page 112) has switched over to body-on-frame construction and should finally give the Ford some competition in the marketplace.

Walkaround

With all the modern front-drive minivans available today from The Big Three and All The Rest, why are there still three big passenger vans? Lots of reasons, most of them having to do with ultimate roominess, the trailer-towing capabilities of rear-wheel-drive vans, and the availability of big V-8 engines for pulling Mom, the kids, the dog, all the camping gear, as well as the boat, motor and trailer. For some families, a minivan just doesn't cut it.

Our test Club Wagon was a luxury Chateau version with the 5.0-liter EFI V-8 engine, 4-speed automatic overdrive transmission, sliding side door, chrome rear step bumper, P235/75R-16 tires, front bucket seats, twin swiveling captain's chairs in the second row and a conventional three-passenger third seat, making for a total capacity of seven persons, plus a truly huge storage well behind the third seat. The base price of $23,915 swelled to $27,648 all in, including delivery.

Interior Features

Like the Chevy and Dodge, the Ford van is available in a number of seating configurations for seven, eight or 12 persons (SuperVan version, 20 inches longer, will seat 15), with a six, three V-8s, or a diesel engine for power, sliding or conventional side door, and either a single or double rear doors, and three basic weight ratings, depending on what your family's wants, needs and likes are. Disc/drum ABS brakes are standard.

Driving Impressions

Our enthusiasm for the Ford Club Wagon Chateau is massive. We've driven perhaps 35 examples over the past 20 years, a dozen or so since its latest tune-up in 1992. It's simply smoother, quieter, and better built than its two prime competitors, with a much more integrated feel. The bucket seats are comfortable and supportive enough for thousand-mile days. Its monster 138-inch wheelbase provides a luxurious road ride, even though the front beam-and-coil and rear leaf spring suspension sound primitive. The instrument panel is straightforward, with excellent graphic presentation (no tach, though), and the engine cover has a truly large and flexible storage space built into it for all those family trip items. There are still a few visible screw heads, and some body color paint can be seen on the interior, but overall, this is a quality piece.

Summary

The Club Wagon's current family of engines, the 4.9-liter inline six, the 5.0, 5.7- and 7.5-liter overhead valve V-8s, and the 7.3-liter Power Stroke diesel, is the widest in the industry, adding to the already amazing flexibility offered to the customer by the Club Wagon Chateau. All but the Power Stroke will be gone next year, though, as a new generation of more expensive Ford engines, a 4.2-liter V-6, 4.6- and 5.4-liter V-8s and a 6.8-liter V-10, take over.

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

1996 Ford Windstar LX review

1996 Ford Windstar LX
Last year's champ is still a top contender.

By Ray Thursby

Overview

There's a real struggle going on for supremacy in the minivan world, a battle being fought largely between Ford and Chrysler, with GM currently bringing up the rear. With each new model year, the opponents exert themselves to the utmost to increase performance, comfort, style and utility value without driving prices beyond competitive levels.

Chrysler was the first to stake a claim in this field with its 1984 entries. Ford responded with the rear-drive Aerostar a year later, then followed up with the Windstar in 1994. A redesigned Chrysler lineup--Chrysler Town & Country, Plymouth Voyager and Dodge Caravan--made their debut last year. GM answered Ford's Aerostar with the rear-drive Chevy Astro and GMC Safari, then introduced the front-drive Chevy APV, Pontiac Trans Sport and Oldsmobile Silhouette.

Import nameplates competing in this arena include the Mazda MPV, Toyota Previa, Nissan Quest--a clone of the Mercury Villager--and the new Honda Odyssey.

Lots of choices.

In general, the domestic offerings are large minivans, offering more cargo space and spread-out room than the imports while being easier to drive and more maneuverable than full-size vans. Last year, Windstar was the cream of the crop. This year, it faces stronger rivals. Does it still match up?

Walkaround

The best tribute to Windstar's appearance may well be the remarkable similarity between it and the latest Chrysler minivans. This is less a matter of plagiarism than common sense; it would be difficult to make a shape that combines packaging efficiency and aerodynamics so well look much different.

The rounded nose, sloping windshield and flush window glass all do their part to help Windstar cut cleanly through the air, to the benefit of both fuel economy and interior noise reduction. The sculptured flanks contribute too, increasing stiffness while adding a touch of style.

Entry and exit are aided by large doors and a low step-in height; Windstar is far better than a 4-door sedan in this respect. The passenger-side rear sliding door is equally easy to use, and provides plenty of access to the second and third seats. However, the Windstar's one real shortfall compared to the new Chrysler minivans is the absence of a fourth door option. A very high percentage of Chrysler minivan buyers are stepping up to this feature, although a few do have safety concerns. For example, a driver approaching a parked van from behind has no warning of the open door until a passenger pops out of it.

Getting cargo in through the giant rear liftgate is a snap, and there's lots of room to walk around underneath without worrying about whacking your head. There's also a handy pulldown strap to make closure easy, regardless of your personal stature.

The word mini- is something of a misleading prefix when applied to the Windstar. It falls midway between Taurus and Crown Victoria in overall length and width, though its wheelbase is longer than either sedan.

Interior Features

Front-seat occupants will think they're in a passenger car. The look of the dashboard and controls, and the seating positions owe more to sedans than vans, and are the better for it. It's a high-style environment made up of top-quality plastics and fabrics.

Ford's leadership in interior design is especially evident here. The dashboard has a complete array of gauges (speedometer, tachometer, fuel level, coolant temp., oil pressure and voltmeter), plus large soft-touch rotary knobs for lighting and climate control. Window switches are mounted in the door panel armrests; these also have soft-touch surfaces and are large enough to use without fumbling.

The rest of the interior is excellent as well. Amenity content is high: Cupholders are supplied in abundance (two in front, one for the left-side passenger in the center seat, and two in back); there are storage pockets everywhere; and center-seat passengers can have their own controls and headphone jacks for the audio system. The center seats are almost as comfortable as the front buckets, and that's saying a lot. The third seat is tolerable for long distances as well. Second and third seats are removable--by two people, and with some effort--to create a large load space.

That load space is not quite as large as that of a Chrysler minivan, however, even though the latter has slightly smaller exterior dimensions. While the difference will be important mainly to those who need to carry loose ping-pong balls or equally odd cargo, it's an area where the Chrysler designers clearly did a better job.

Windstar is offered in three versions: The basic model is a commercial window van, shorn of all amenities aft of the front seats and rather limited in options.

Next up is the GL, a nicely equipped passenger van that needs only air conditioning to make it suitable for most use. It can be dressed up with numerous options.

Many GL options--including air conditioning--are standard on the luxurious Windstar LX. Aluminum wheels, power mirrors, locks and windows (including powered swing-out rear quarter glass), tilt steering wheel, speed control and an adjustable track for the rearmost seat are only a few of its premium features.

A large variety of options can be added to both GL and LX. Keyless entry, all-speed traction control, leather seats, privacy glass and a rear seat that can fold into a bed are among the individual offerings. Package options include a trailer-towing group that increases towing capacity from 2000 to 3500 lbs. (though rear-wheel drive is a better bet for heavy towing chores), and a digital instrument group that includes gauge cluster, automatic on/off headlights and a self-dimming photochromic mirror.

Another option worth a serious look in hot climates is Ford's high-capacity air conditioning system. With overhead ducts blowing into the rear of the van, as well as the standard dashboard ducting, this unit can take the interior temperature from 100 degrees down to 70 almost as quick as you can say, "Boy, it's really hot out there today."

Driving Impressions

In ride, handling and performance terms, the Windstar is best described as an oversized Taurus with a slightly higher seating position. That's all to the good; it is smooth, supple, quiet and corners well, with far less body lean than drivers of most vans will encounter. The steering is light, but transmits plenty of road feel. Transitioning from sedan to van is easy here, though the larger turning circle takes some getting used to.

Regardless of model, all Windstars come with antilock braking. In this regard, the trailer-tow package--which includes coolers for the engine, power steering and transmission oil--is worth investigating even if you never plan to hitch up, as it replaces the standard rear drum brakes with discs.

Base (GL) and commercial Windstars use a quiet but somewhat anemic 3.0-liter V6 engine. Driven gently it is acceptable, but a fully-laden vehicle taxes it almost beyond its ability.

The alternative is a 3.8-liter unit (standard in the upmarket LX), reworked this year to deliver 200 hp, which gives the Windstar one indisputable bragging right--the most powerful minivan available. That's enough to provide fine performance with no perceptible loss of economy, though this engine, like every other Ford 3.8 we've tested, isn't as smooth as some and feels slightly strained at high rpm. Both engines are teamed with an excellent 4-speed automatic transmission, and both are sure to give years of trouble-free service.

Summary

Once again, the Windstar stands at the head of the large minivan list. Despite increased competition, it still delivers a blend of quality, comfort, performance and style that set it apart from the rest.

Obviously, alternatives exist. A smaller van or sedan may cost less while carrying as big a load as you require, and a bigger rear-drive van can carry more and pull a heavier trailer.

But the Windstar is impressively flexible in capacity, and looks equally at home picking the kids up at school or carrying you to a night on the town.

While deficient in a few areas--there's no driver's-side rear door (if that matters to you), rear seat removal is a chore, and the new Chryslers are marginally better when rated on cargo space vs. exterior size--Windstar remains an excellent choice in a very competitive category.

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

1996 Honda Odyssey review

1996 Honda Odyssey
Nimble, versatile and the most car-like of them all.

By Michelle Krebs

Overview

For many years Honda buyers could start with a small Civic, then graduate to a larger Accord as their need for room grew and their incomes increased. But once they began having larger families and required vehicles with even more room, there was no place for them to go within the Honda family. And there were plenty of places for them to go outside of Honda--specifically, Chrysler, Ford, General Motors, Toyota or Mazda.

From a business point of view, this was a situation that Honda could not allow to persist, something that dealers, as well as loyal owners, pointed out regularly to the parent company.

To meet their needs, Honda introduced in 1995 its first minivan, the Odyssey, based on the front-wheel-drive Accord platform. Coming late to the party, Honda decided to make its own variations on the minivan theme.

Unlike minivans from domestic manufacturers, the Odyssey has four conventional doors, like a sedan. The only other minivan to employ sedan-style doors is the rear-drive, truck-based Mazda MPV. Likewise, Honda took an innovative approach to seating in the Odyssey. The rear bench seat folds flat into a small well in the floor for increased cargo-carrying capability.

For 1996, Honda has made no changes in its appealing formula (other than to make the Odyssey available to Isuzu dealers, who will call it the xxxx).

The Odyssey continues to be available in two trim levels: The well-equipped LX and fully-loaded EX. Each carries a long list of standard equipment, including front and rear air conditioning, power windows, mirrors and locks, 4-wheel antilock brakes, tilt steering, rear window wiper/washer and an AM/FM/cassette stereo sound system.

The EX adds alloy wheels, power sunroof, remote entry and a more powerful stereo with six speakers.

The Odyssey price is on the high side, however, particularly considering that it is powered by only a 4-cyl. engine. The base price of the cheapest LX is $23,560 and the base price of the top-of-the-line EX is $25,550.

Unless you feel an uncontrollable urge for a sunroof, the LX is probably the best bet, and it was our choice for this review.

Walkaround

The Odyssey sports a short nose, raked windshield and compact proportions. In terms of size, the Odyssey is similar to the standard Dodge Caravan but is much smaller than the Grand Caravan. It is somewhat smaller than the Mercury Villager/Nissan Quest, more on par with the Toyota Previa.

Because it is built on the Accord chassis, the Odyssey has a low step-in to make entry and exit a snap. Drivers who test drive some of the taller minivans will be pleasantly surprised by this attribute. In addition, the extra-wide hinged doors make entry and exit easy as well.

As sedan drivers know, four doors are extremely useful. After driving a van with four doors, one would be reluctant to go back to the more traditional configuration of a single sliding door on one side and two front hinged doors. The four doors make it convenient to stash a briefcase, hang laundry from the dry cleaners, install child safety seats and load people away from the street.

On the other hand, sliding doors may be preferable in tight parking spots at the grocery store, eliminating the chance of whacking another vehicle with the door. Then again, when passengers are debarking from the left side of the vehicle, a sedan-type door gives other drivers a warning that someone is about to emerge. That's not true of a sliding door.

As one would expect, the fit and finish of the Odyssey is outstanding. Materials in our test van were of exceptional quality. Interior and exterior pieces joined perfectly together, and paint quality was excellent.

Interior Features

Inside, Honda's approach has made the Odyssey one of the most versatile minivans in terms of seating configurations. The Odyssey is available with seating for six or seven. Only the LX is available with either 6- or 7-passenger seating. The 6-passenger version is the more expensive, and the EX is available only as a 6-passenger van.

Six-passenger models have two front bucket seats, two removable second-row bucket seats and a 2-person third-row bench seat. The removable seats weigh about 25 lbs. and are easy to take out.

The 7-passenger configuration provides a 2-passenger third-row bench seat which retracts completely and easily into the floor to provide a flat and open cargo area. An unplanned stop at the lumber yard or an antique shop allows the driver to simply flop the third-row bench seat into the floor and fold second row seats up against the back of the front seats to carry the goods home instead of returning home to remove the seat as is the case with other minivans.

Or, you can use the Odyssey as a camper--the middle and rear seats fold down to make a day bed. The rear seat also can be flipped onto its back to create a tabletop for tailgate parties.

Despite the clever configurations, however, the rearmost seat does have a drawback. Adult passengers are likely to experience difficulty climbing in and out of the third row seat and will find it a tight squeeze once there. Also, the spare tire is mounted inside the van at the right rear, which limits the rear cargo area somewhat.

On the other hand, storage for miscellaneous items is abundant throughout the Odyssey, with a variety of glove boxes, door pockets, storage bins and cupholders. In front, there are two large glove boxes and a center storage bin along with cupholders.

The instrument panel will be comfortably familiar to Honda loyalists. Conventional analog gauges are legible. Controls are logical and easy to find, reach and operate.

The Odyssey meets all passenger car safety standards, including the 1997 side-impact standards. It features 5-mph bumpers and dual airbags.

Driving Impressions

As one would expect of a vehicle developed from a passenger car platform, the Odyssey offers the most car-like ride and handling of any minivan on the market. However, this is more than an Accord with a minivan body. Honda's chassis team engineered additional structural reinforcements into the basic Accord unitbody structure, and stretched the wheelbase by 4.5 in., with benefits to both ride quality and responsiveness.

The Odyssey offers only one engine, a 140-hp 2.2-liter single overhead cam 16-valve 4-cyl. engine that's a variation on the basic Accord engine. No V6 is offered, even though one is available in the Accord.

Under most circumstances, the engine operates smoothly and quietly. One won't suffer whiplash with the acceleration from the engine, with a 0-to-60 mph time of 12 seconds. But for around-town driving, the power and acceleration are adequate, and, with an EPA mileage rating of 20 mpg city and 24 mpg highway, fuel stops will be less frequent than in larger, V6-powered minivans.

Load the van with people and their belongings, however, and one might wish for more horsepower. The 4-cyl. engine begins to sound a little busy in climbing steep hills or pushed hard for passing.

Likewise, the Odyssey is available only with an electronically controlled 4-speed automatic transmisison, also used in the Accord. The very smooth transmission contains a system of sensors and computers--called Grade Logic--that adapts shifting to driving conditions.

The Odyssey also features the Accord's sophisticated all-independent suspension system. All Honda cars and now its minivan have a double wishbone suspension, instead of the more common and less expensive MacPherson struts. The advantage is that undesirable wheel movements in cornering are minimized, and the handling responses are more precise.

Steering light, precise and responsive, and the tilt-adjustable column allows the driver to compensate for the wheel's rather flat angle, which is mildly reminiscent of the old Volkswagen microbus.

Parking is easy with the Odyssey's small turning radius. Braking, supplied by 4-wheel discs with antilock as standard equipment, is very good.

Summary

The Odyssey stacks up as a surprisingly versatile small minivan. The absence of a V6 engine option limits its appeal for families with big loads to haul, but it's otherwise handier than its larger competitors, and the innovative seating setup makes it easier to adapt to various cargo configurations than most, if not all the others.

Although there are many minivans that will swallow more stuff, the basic minivan concept emphasizes extra cargo capacity with car-like driveability. And on that latter point, the Odyssey is the most car-like of them all.

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