1994 Ford Aerostar Eddie Bauer Wagon review

1994 Ford Aerostar Eddie Bauer Wagon

By Professional Test Driver

Overview

Let's set the record straight: The 1994 Ford Aerostar Wagon, including the Eddie Bauer version we tested, isn't really a wagon. It's a comparatively large, high-off-the-road minivan. But considering its classy exterior, posh leather interior, stable ride and agile handling, it was difficult for us not to regard the vehicle as sort of a Land Rover with snob appeal.

The extended-length Aerostar Eddie Bauer Wagon (aka minivan) we tested had an MSRP of $27,727. That's toward the hi end of the minivan price bracket, but we thought it was justified by the fact that our test vehicle was absolutely loaded. The Eddie Bauer equipment package included a full complement of power assists, an AM/FM stereo with a cassette player, air conditioning, a muscular 4.0-liter V6, a computerized 4WD system and more. Our test vehicle was also outfitted with a high-ratio limited-slip axle and a seven-passenger seating/convertible bed option. Other than a trailer-towing package for boating or camping mavens, not much more could have been added to our high-end test Aerostar.

Walkaround

The Eddie Bauer version of the Aerostar rewards buyers with a high-quality two-tone paint treatment. Our test vehicle sported an Electric Red Clearcoat Metallic upper body with a Mocha Clearcoat Metallic lower body and a red accent stripe divider.

The front was well-balanced by a rectangular grille with three vinyl bars, square two-way headlamps and a hefty wraparound front bumper color-matched to the lower body. A centered air scoop and two slender chrome strips did a nice job of interrupting the mass of the front bumper.

In profile, the most dynamic design characteristic of our Aerostar was the severe downward slope of the windshield and hood from the roofline. It was an eye-pleasing and aerodynamically styled touch.

The Aerostar offered a more conventional look with slab sides, a high roofline and ample ground clearance. But Ford added black vinyl window moldings, door handles and side-view mirror coverings that worked with the two-tone paint for a rather sporty effect. The forged aluminum wheels that came with the Eddie Bauer package complemented the appearance.

There was certainly nothing striking about the flat rear end of our Aerostar, but we found nothing to disappoint us, either. The liftgate was one of the easiest-opening ones we've encountered, thanks to dual hydraulic assists. The same applied to the sliding passenger/cargo door on the right side of the vehicle.

Interior Features

When we stepped into our Aerostar Eddie Bauer Wagon, we were pleasantly surprised by its elegance. Four leather-clad captain's chairs formed the front and middle seating arrangement. The three-passenger rear seat was also leather and converted to a child-sized bed. This seat could also be removed for more cargo space. All seats were high off the floor, providing excellent visibility.

With the exception of some rather hard-to-reach power window and lock buttons, the Aerostar boasted a well-organized and passenger-friendly interior. In the middle passenger armrests, we found headphone jacks for private enjoyment of the vehicle's stereo system. Individual fan controls allowed rear passengers to adjust their climate via side and roof vents.

In the driver's seat, we were confronted with a cockpit-like configuration that we suspected was influenced more by NASA than Eddie Bauer. Looking through the thick leather-padded steering wheel that housed the standard air bag, we were greeted by a high-tech instrument cluster and vehicle diagnostic center. Large digital miles and kilometers, the current and average mpg, the amount of fuel remaining and the distance we could drive until the tank was completely empty. Engine rpms were indicated by a bar-graph tachometer.

The computerized instrument cluster included a scanner that reviewed the status of the charging system, oil pressure and other engine functions. just beneath were lights for the air bag, braking system and parking brake. Few vehicles we've driven have provided information as effectively and completely as this Aerostar Eddie Bauer Wagon.

It was obvious that Ford took an equally thorough approach to storage and organization throughout this vehicle. Swing-out map cases in the doors, a covered well in the left rear area and a floor console with cupholders and a storage slot were just a few of the practical touches.

Driving Impressions

During several days of testing, we took the Aerostar over everything from rut-filled dirt roads to rolling freeways. What we found was a vehicle with ample power, a firm but smooth ride and a superb sense of direction and stability.

In acceleration tests from standing starts and highway passing trials from 45 to 65 mph, the 4.0-liter, fuel-injected V6 responded quickly and aggressively and seemed to have plenty left in reserve. At 65 mph we observed that the engine was turning at a comfortable 2,500 rpm. We detected a little engine noise as well as minimal road and wind noise at higher speeds, but remember: This wagon was built on a work-van platform that can't offer the advantages of a sound-deadened luxury sedan.

Cornering and handling were the areas where our Aerostar really shone. We negotiated a sharply curved freeway exit ramp at 50 mph and we experienced absolutely no lean or sway. Darting in and out of freeway traffic, we found ourselves in command of a quick, nimble vehicle.

On bumpy dirt roads and stretches of slick pavement the computer-adjusted 4WD kept us on track without a trace of skidding or wheel spinning. The system had a full-time feature, which meant we never had to touch the switch. The computer locked the drive shaft of the slipping wheel to the shaft of the non-slipping wheels until normal traction was achieved.

The effective 4WD enhanced the braking on our Aerostar. Though our vehicle had only rear anti-lock brakes, we tested it on various slick surfaces and found we could easily stop on command.

Summary

Although Ford built the '94 Aerostar Eddie Bauer Wagon on a conventional minivan platform, a sophisticated vehicle emerged. From the state-of-the-art instrument display to the ingenious 4WD system, this vehicle is a tribute to the Ford engineering team.

The Aerostar also offers the room and handling that minivan buyers are looking for. And the optional 4.0-liter V6 provides some welcome punch.

All in all, this vehicle is a good way for the Aerostar line to retire and make room for Ford's new, highly touted 1995 Windstar minivan.

Source By : http://nctd.com

1994 Ford Club Wagon Chateau review

1994 Ford Club Wagon Chateau

By Professional Test Driver

Overview

Conversion shops are accustomed to the sight of a big Ford Club Wagon rolling through the doorway. It's a thoroughbred van that has all the basics and design integrity suited for the customer's creative juices.

Still, it says lots about a vehicle's character when that same full-size van, carrying a factory-installed package, can win over the showroom customer. And that will happen plenty with the 1994 Ford Club Wagon Chateau, a seven-passenger blend of comfort, convenience and sheer drivability.

This is a full-sizer that threatens to make enthusiasts permanently swear off even the sweetest of minivans, all because of one glorious element: space.

Ford uses it brilliantly on the Chateau, making sure that this van brings a surplus of comfortable seating and ultra-visible glass to a sound overall package. In fact, you get the distinct feeling riding in the Club Wagon Chateau that you're aboard a plush tour bus. It's a matter of room, ambience and a lot of little things that make the ride anything but routine.

Its MSRP was steep: $24,348 for a brass-tacks version, $26,597 when we threw in a recommended option package that included a 5.8-liter V8 to provide a boost in power and acceleration for basic towing assignments.

What Ford offers with the '94 Club Wagon is a fundamental, full-size van of substance and minimalist styling. Performance is more than adequate and compensates for a look that's, by and large, no-frills. And while that's going to be just fine with the conversion crowd, it's also enough to suit the smaller percentage of showroom buyers who'll like the brawn and brassiness of this van.

Walkaround

The Club Wagon Chateau's styling is basic delivery van, yet Ford has given it a certain swagger. A particularly smart touch is the chrome-topped, wraparound front bumper that's surrounded by a standard ensemble of plastic grille, bold headlights, turn signals and hazard lights. The overall look is stylish, raked-back, clubby.

For its plain and simple ways, there was a richness to our test vehicle, with its deep Emerald Green finish highlighted by a lower band of brown and red stripes.

There was nothing spectacular about the rear double doors or the swing-out right-side loading doors, but we liked the way the smaller right-side loading door's release latch was built into the frame rather than positioned on the floor of the interior, as is the case with so many vans. Another highlight: recessed door handles that were flush to the vehicle, clean and aerodynamic. There was, however, no side-door parking protection, and that causes any driver to wince.

The Club Wagon Chateau's b-1-g headlights and wraparound turn signals were just what lights should be-functional and stylish, accented by a one-piece curved taillight in the rear that lent a rare bit of distinctiveness to a vehicle that, decoratively speaking, was without pretense.

Interior Features

The major focus of our Club Wagon was glass. Lots of it. There were big, beautiful, aquarium-like panels of glass that combined with plush, high-riding captain's seats and a Mocha premium-cloth interior to give our test vehicle a hotel-suite feel.

Add to that a good six inches of headroom and the wide walkways between the front seats, and this ranked as the kind of vehicle that could take the sting out of a 2,000'le trip. Our van offered six-way power on the driver's seat, lots of up-front hip- and legroom, a trim but nicely arranged console, analog instrumentation, an AM/FM stereo with a CD player that had rear auxiliary controls, and power side-view mirrors that were a snap to adjust.

A console is vital on any van, and ours was good but not a knockout. We opened the large plastic door and all sorts of handy shelving appeared in tandem with the glove compartment. Included was a storage rack for CDs, and beneath it another well placed corn compartment for everything else. A tray that could accommodate two cups pulled out and became part of an overall platform of about 8 by 12 inches - just right for holding books or maps.

Other pluses: a power unit for a personal CD player or a Game Boy built into the armrest of the driver-side backseat captain's chair; a fold-down rear seat that could sleep an average-sized adult; an independent fan for rear temperature control; six ceiling vents for maximum circulation; map lights; cupholders; three sets of dome lights and a utility rack.

Driving Impressions

With the Club Wagon Chateau, the delivery-van comparisons only apply to its shape and size. The drive we experienced in our test vehicle was a realm away from any old-era van crudeness. It was simply a comfortable big-van drive-as nice as you can get from a vehicle of this size.

Certainly, the 5.8-liter V8 engine helped deliver a sense of smoothness. Because the acceleration was steady but not at all spectacular, we think the available 7.5-liter V8 would be a wise alternative for the Chateau. On the expressway, passing was breezy and, blessedly, quiet-even as we drove by 18-wheelers.

Ride and suspension were reassuring, although all it took was a wintertime drive on icy roads to remind us that vans aren't ideal snow-and-ice machines. There just wasn't enough weight on those rear wheels. But that was a minor van complaint compared with the exceptional comfort this ride offered. There was no bounce, no jarring, no boat-over-the-waves effect that too many vans historically have produced. The ride was a dream.

At first, our test van's standard antilock braking system seemed to grab, but it ultimately proved to be steady and predictable. Same for the electronic four-speed automatic transmission, which had an efficient gear ratio and a convenient overdrive setting at the end of the shift column. There was no reaching for a button on the dash, and no concern that overdrive would need to be monitored if we were towing a boat or trailer-it was defeated at about the 60-mph mark. All in all, an appreciated engineering touch.

Steering and maneuverability were a cinch with the Club Wagon Chateau, crisper, even, than on many cars. Making 30-degree turns at 55 mph was effortless, and cruise-control fanatics will like the way Ford's engineers have built a streamlined, at-your-fingertips system into the steering wheel.

Summary

Buyers of this full-size van will experience solid performance, extreme comfort and some of the best visibility this side of a Hawaiian tour bus.

The '94 Club Wagon Chateau is not to be confused with a glorified Greyhound. Rather, it's a new version of an old van concept, one that puts a premium on fundamental big-van tenets: a bruising engine to get the job done; a smooth, comfortable ride made nicer by smart use of ample room; and spectacular all-over visibility, enhanced by this vehicle's high-in-the-saddle ride.

It's a nice reminder that, vehicularly speaking, an American tradition thrives.

Source By : http://nctd.com

1994 Ford Taurus LX Wagon review

1994 Ford Taurus LX Wagon

By Professional Test Driver

Overview

The good news for wagon shoppers is bad news for domestic and import manufacturers who would love to unseat the auto industry's best-selling nameplate: The 1994 Ford Taurus LX Wagon, like the Taurus sedan, shows no signs of slipping. The formula that has kept it a strong seller is still in place.

That means the Taurus Wagon has retained its unique styling signature and nimble performance characteristics, not to mention a high level of workmanship that keeps wagon buyers buying.

What's more, Ford has strengthened the recipe with a heaping helping of safe and engineering ingredients. Most significant, Ford has added dual air bags and a handling advance called "speed assisted steering" to the 1994 version of the Taurus Wagon.

Perhaps the most remarkable trait about the LX Wagon is the fact that, besides its full roof and liftgate, it still looks a lot like the Taurus sedan. And our road tests showed even more similarities to the sedan in the way this wagon handled, performed and comforted its occupants. It was vintage Taurus in every category we tested.

Our test Taurus LX Wagon came to us bearing an MSRP of $21,345. Among other standard features, that price included a 3.8-liter V6 engine, air conditioning, bright cast aluminum wheels, a luggage rack and a six-way power driver's seat. It also featured options such as an AM/FM stereo with a cassette player, a leather-wrapped steering wheel, a power antenna, a rear-window defroster and wiper, and a remote keyless entry system.

Walkaround

As mentioned earlier, our basic impression of the Taurus LX Wagon was that its swept aerodynamic contours, raked windshield and sloping hood made it all but identical to the Taurus sedan.

For '94, Ford has deleted some chrome trim in favor of body-matched vinyl coverings that have made the wagon even more attractive. As further evidence of Ford's mission to minimize chrome and emphasize understated lines, a thin red accent stripe at the beltline replaced the chrome trim along the side of our test vehicle.

No matter what the vantage point, we found the LX Wagon's styling seamless and unified. The front bumper's ribbed vinyl protector was reprised along the sides of the vehicle in the form of bodyside cladding. The wraparound rear bumper was also protected by the same ribbed vinyl. All of these components perfectly matched our Taurus Wagon's rich, flawless Champagne Clearcoat Metallic finish.

Even the dual-action liftgate (we could raise the entire gate or just the window), with its graceful outward bow, didn't interrupt the LX Wagon's smooth look. Up top, we found a solid cargo-carrying roof rack that looked more like an aerodynamic spoiler than a functional piece of equipment. And the contemporary 12-spoke cast aluminum wheels added a touch of flare to our LX Wagon that just isn't there with many competing family vehicles.

Interior Features

Styling unity and sweeping curves were visible throughout the inside of the LX Wagon. From window glass to armrests to the instrument-panel housing, everything was subtly contoured.

The gracefully curved instrument panel housed the speedometer, tachometer, fuel and temperature gauges, and an extensive display of warning/function lights - all easy to see through the steering wheel (padded leather cover is optional).

Power control buttons for the windows and door locks were thoughtfully positioned on the front portion of the driver's left armrest, well within fingertip range. The 60/40 rear bench seats were curved to look and feel like bucket seats.

Regardless of the sports-car feel of the interior, Ford designers didn't forget they were creating a station wagon. That's borne out by the adequate shoulder- and legroom we found enough to comfortably seat six adults-and the generous carpeted cargo area behind the rear seat.

A portion of the rear seat folded down to handle long items such as skis, and the liftgate featured a fold out picnic table-which will make this wagon a popular tailgate site on football Saturdays.

Other interior touches we liked were the smooth hydraulic assists for the rear liftgate window, the deep cupholders and the cargo net in the concealed storage area.

Driving Impressions

On the road, the LX Wagon turned in an impressive performance: a combination of a smooth-as-silk ride, easy handling and reassuring performance.

With the LX version of the Taurus Wagon came a healthy 3.8-liter, sequentially fuel-injected V6 mated to an electronically controlled four-speed transmission. This power train brought our test vehicle close to matching the responsiveness of a sports car. From a dead stop, we made it to 45 mph in a jiffy. When passing on the highway, we moved briskly from 45 to 60 mph, with the engine breezing at a top range of 2,000 rpms. This performance was made all the more formidable by the large engine's EPA ratings of 19 city and 28 highway.

Stable cornering, nimble lane changes and easy steering have always been part of the Taurus performance package, and they were evident during our drive. Our favorite part of the test was negotiating a 90degree turn at 35 mph without the slightest hint of skidding or loss of control. Other maneuvers were even more gratifying, thanks to the new speed-assisted variable-power steering unit.

Although our test vehicle wasn't equipped with the optional four-wheel anti-lock brakes, braking was swift and free from any alarming lockups. We attributed that, in part, to the automatic transaxle that was part of our vehicle's front-wheel drive power transfer system.

As for wind, road and engine noise, they were virtually undetectable in the Taurus LX Wagon.

Summary

All of the things that have impressed us on the perennially popular Taurus were front and center on the '94 LX Wagon. The superb performance characteristics, particularly in steering and handling, may have even been superior to previous models. The balance between performance and fuel efficiency remained good, and the addition of dual air bags only added to our confidence in this wagon.

Building on the Taurus' front-running nameplate seems to have become an addiction at Ford. Our positive experience with the LX Wagon suggests that its creators are in no mood to kick the habit.

Source By : http://nctd.com

1994 Mazda MPV review

1994 Mazda MPV

By Professional Test Driver

Overview

The Mazda minivan, enjoyed a great deal of success-especially among import-happy Californians-when it was first introduced as a Japanese answer to the American minivan. After all, back then, most believed that the Japanese could top any American effort-even if the concept was generated in the United States.

The fly in Mazda's ointment, however, came later with the unveiling of its 4WD offerings. Compared with its American counterparts, the minivans suffered from a serious power shortage something pretty much unexpected from the makers of the powerful RX7 and 626.

Indeed, we found the Mazda MPV 4WD minivan to be slow and steady, and yes, the fuel-injected, 3.0-liter, 155-hp V6 engine could have used a little more punch. But despite its lack of get-up-and-go, this solid, heavily-built vehicle gave us confidence when driving in icy, snowy conditions. We found a number of annoying shortcomings with some of the vehicle's features-and the MPV is loaded with extra creature comforts and gadgets. Taken on their own, most of the problems were fairly minor. But added up, they could become bothersome, especially on long trips.

The base MSRP was $23,395 and included a driver-side air bag, rear anti-lock brakes (ABS) and alloy wheels. Optional equipment such as dual air conditioning and a power moonroof raised the sticker price considerably to $30,680.

Walkaround

From the front, our 1994 test MPV looked more like a sport utility vehicle with its slightly forward-pushing nose. The sides were well designed, with fender lifts atop lace spoked aluminum alloy wheels, tinted windows that gave the minivan a very private look and a third door on the side that swung rather than slid open.

Our MPV was a two-tone Hunter Green Metallic and Prestige Silver Metallic. The optional moonroof was a cool addition on this cruiser.

The optional towing package we added included automatic load leveling, a special heavy-duty transmission oil cooler, a larger engine cooling fan and a full-size spare tire.

Interior Features

The most striking feature of our test vehicle's interior was the leather upholstery in an attractive blend of light and dark tan that prevented all seven seats from looking monotonous.

Our driver faced an ergonomic, feature-rich control panel- vent and lighting controls, a remote lock transmitter, a hold button to help with towing and an easy-to-find 4WD switch on the transmission lever.

The front seats were extremely comfortable, and the hood line was dropped just the right amount to allow visibility of the front bumper when parking . However, it was in the driver's seat that we noticed several annoyances: First, the frontseat armrest was short and placed too close to the driver's body; second, finding the seat recliner handle underneath the armrest was awkward; and finally, the brightly lit instrument panel didn't have a dimmer switch-or so we thought. We finally found it to the far left of the instrument cluster.

Our MPV offered ample storage space on all doors and behind the front passenger seat, but we were disappointed with the small size of the glove box-there was room only for the owner's manual and insurance documents. And for you java junkies, our coffee actually tipped while we parallel parked due to a poorly designed front cupholder.

As is the case with most minivans, our MPV had a clear passageway on one side to enable access to all three rows of seats. Rear passengers had some degree of autonomy: They could activate heat for the vehicle's rear vents. And middle passengers had their own cupholders. Legroom was adequate, but middle passengers lost about two inches of headroom because of the moonroof.

Driving Impressions

We chose a slick day to check the MPV 's 4WD performance under adverse conditions. We found a lot of good gearing for acceleration in low speeds, but on the highway the vehicle lacked power when we went from 50 to 70 mph. The lack of power made merging into the fast lane a little too adventuresome for our taste. When we switched to 2WD at 60 mph, however, we got a little more acceleration at passing speeds.

When we took a turn off the highway at 70 mph, there was a fair amount of body roll, but we always felt secure. Throughout the ride, visibility was excellent, and driving at higher speeds was quiet, even when passing noisy vehicles. We opened the moonroof while driving at 40 mph and found that the wind deflector didn't prevent an annoying blowing sound, probably because the opening was so large.

Looking for a place to truly test the MPV's 4WD, we found a nasty, uneven road and locked the center differential to split the power evenly between the front and rear axles. This feature put the MPV a cut above other minivans, which usually don't offer this level of traction. If it weren't such a civilized minivan, the MPV could go toe-to-toe with some of the sport utility vehicles we've tested.

Winding up the ride, we braked and noticed a slight locking in the front wheels. We never really lost control but this vehicle could probably benefit from a four-wheel ABS as opposed to having it only in the rear.

The Mazda MPV boasts a 19.8-gallon fuel tank, and it gets a reasonable 15 mpg in the city and 19 mpg on the highway.

Summary

The 4WD MPV is more of a suburban family hauler than a long-distance travel machine-probably because its cargo-carrying capacity is a little smaller than some of the popular domestic minivan models. With the middle seat removed and the rear seat folded down, there is 6.5 feet of cargo length. When all the seats are in use, the rear storage space could accommodate a wheelchair or a few bags of luggage, but it's not ideal for a weekend ski vacation.

Another point to consider on the middle and rear seats: These could have benefited from a few mover-friendly touches. The middle seat would be best transported by two people rather than one, while the rear seat's bolted-in engineering requires a bit of time and sweat if you care to remove it. Unfortunately, no manufacturer has come up with a perfect solution to this problem, but with this vehicle you may find the aggravation factor unusually high.

Performance-wise, the MPV can't brag about being a powerhouse, but it does offer solid, steady performance, especially in 4WD. As a short-hauling people mover, it's definitely a luxurious way to go. just remember to watch out for the little problems - they could add up.

Source By : http://nctd.com

1994 Mercury Villager LS review

1994 Mercury Villager LS

By Professional Test Driver

Overview

With its car-like ride-and-drive, and with pick-of-the-litter looks, it's no wonder the Mercury Villager drew raves when it strutted onto the minivan marketplace early in the 1993 model year. Here was a definitively passenger-oriented van designed for ride, drive and sex appeal-a focus far-removed from the van world's usual cargo-carrying concerns. And what a hit the Villager has been. The outlook for 1994 is even better, but with a base price of $23,155, adding options to the Mercury Villager LS can become a pricey procedure. Our test version had a preferred equipment package that accounted for another $3,000 and included amenities such as a flip-open-liftgate window, aluminum wheels with locking lug nuts, an eight-way power driver's seat and auxiliary air conditioning/ heater controls in the rear.

Our Villager LS also had four leather captain's seats for $865 and a $900 premium AM/FM stereo with cassette and CD players. All told, our test model stickered out at a pulse-quickening $27,985.

Walkaround

The Villager LSs styling was clean. Front-end lines were similar to the beaks on past General Motors minivan models, but the Villager LS seemed to be better proportioned.

Our test vehicle was Electric Red with Silver Clearcoat Metallic accents. It had standard front cornering lamps that were activated by the turn signal lever to help light our way around corners-we liked that feature.

A light panel traveled all the way across the front end of the Villager LS between the headlights, giving the minivan a futuristic look. In the back were attractive, oversized brake and reverse lights.

On top of the Villager LS, an adjustable roof rack seemed more than adequate to handle a car-top carrier.

We were pleased with the general fit-and-finish of our Villager LS. The vehicle was comparable to the latest examples of minivan evolution.

Interior Features

Our Villager LS had large front doors, making entry and exit trouble-free. The side sliding door also provided adequate room for passengers, to get in and out.

The seats in our Villager LS were really comfortable, thanks to lumbar supports and armrests. However, our 6-foot test driver said his seat would have to be pushed back another three inches past the limit to be ideal. He enjoyed an inch and-a-half of headroom, though, and plenty of shoulder- and legroom.

Our Villager LS didn't have a center console, but Mercury remedied that situation with storage bins in the center of the dashboard. At the bottom was a tray that could hold six cassette tapes or-in our case-CDs; an ashtray sat above that, and then a handy change tray was next. Above these storage bins were controls for the stereo and the heating/air conditioning system.

It was apparent to us that Mercury made a point of placing everything within easy view and reach. Many controls were close to the steering wheel on stalks or keypads. Among them were the cruise control, washer/wipers and rear-window defogger. These were particularly handy to see and use.

The steering wheel also held the standard air bag. There wasn't an air bag for the front passenger, which came as a surprise to us considering the Villager LS's rather considerable price.

Our test Villager LS had an optional digital display. Most everything read out in numbers, but the tachometer worked with a kind of waterfall effect. There was also an onboard computer to calculate fuel mileage a feature that many drivers may find useful.

Panel lights in the vehicle were very bright, even in the daytime. There were also map and dome lights throughout the interior, which offered good illumination.

In back, the seats had their own controls for electric windows, temperature settings and speaker volume.

Overall, the Villager LS was very versatile, offering a total of 13 different seating and cargo carrying arrangements. The rear-seat bench not only reclined and folded into a tray table, but it also slid into three seating and two storage locations, thanks to an extended travel track.

Despite this versatility, we thought storage behind the seats was a bit too modest. Sure, there was room enough for five or six bags of groceries, but for a larger load, the rear-seat bench would have to be folded up and slid forward.

Driving Impressions

Like more and more vehicles we've tested, the Villager LS had a lock to prevent the vehicle from being put in gear without the brakes on.

With the electronic four-speed automatic transaxle, we got automatic overdrive. That could be locked out, however, to provide increased takeoff power.

There was also a control on the dash called the power E-AT switch that could be used to reprogram the transaxle to shift at higher speeds. We tried it hoping for a boost in acceleration, and we found the Villager LS to be particularly peppy with the E-AT engaged.

Unlike other Ford vehicles, the cruise-control on/off button was on the dash, and the set, resume and cancel speed controls were on a pod on the steering wheel. In the interest of continuity, we think everything ought to be in one place.

The Villager LS's ride was firm and the steering was quite tight, making for a fun drive on the highway-it felt almost sporty.

We took the Villager LS out on a cold, snowy day and liked the predictable handling. And at no time did this minivan feel as if it was going to break loose on slick roads, probably due in great part to its relatively low center of gravity and effective front-wheel drive. On one icy road, we hit the brakes hard at about 25 mph and could really feel the standard anti-lock braking system (ABS) kick in. The ABS was a little noisy but it worked well-we felt very much in control and braked in a straight line.

Our Villager had a decent turning diameter (38.7 feet) for its class. As testimony to this, we were able to back into a tight parking spot relatively easily.

Summary

At the end of several days with the Villager LS, we were still impressed with how comfortable it was. As we said before, this minivan was developed from the start as a passenger-oriented vehicle, not a converted cargo hauler.

As well as being comfortable, it also offered plenty of rich appointments and thoughtful features. On the road, we could barely hear the engine or feel the transaxle shift.

In many regards, the Villager LS shares a lot of traits with other Mercury vehicles. It is a rock-solid minivan-we simply couldn't find any rattles or squeaks. The overall engineering was superb-in fact, one member of our test-drive team thought the Villager LS was actually overbuilt.

For the price, buyers should expect nothing less.

Source By : http://nctd.com

1994 Plymouth Voyager LS review

1994 Plymouth Voyager LS

By Professional Test Driver

Overview

The Plymouth Voyager is more than one of America's best-selling minivans. Like the Dodge Caravan, the Voyager is a true original-a model that created an entirely new category in the automobile market during fall 1983. The Voyager offered itself as a scaled-down version of the van, with more modern conveniences and greater fuel efficiency. And after a few months of warming up to these newcomers significant numbers of people began buying the Voyager and Caravan.

Well, you know the rest. The minivan is now the top mode of family transportation in the industry, and Chrysler has sold more than 4 million of them. Success certainly hasn't changed the Voyager: Except for a slightly bigger engine, some structural reinforcement and interior improvements, the 1994 base model bears a strong resemblance to its groundbreaking ancestor.

On our test Voyager, we added an optional 3.0-liter V6 with an automatic three-speed transmission, a seven-passenger seating group, a luggage rack, air conditioning, a rear defroster and other amenities. That bumped the MSRP from almost $16,000 to $18,581, still a reasonable price for a vehicle that offers both significant roominess and car-like features.

Walkaround

The Plymouth Voyager, as we saidTearlier, has not strayed far from its original boxy design. Not the most radical of looks, but a sloping hood and tinted windows give it some sense of character.

Our vehicle was Light Driftwood in color, and though not excessively decorative, it did include bodyside moldings as an optional feature. The front and rear fascias were body-colored - some folks may favor contrasting fascias, but we liked the uniformity of this look. One thing that didn't particularly excite us, though, was the front grille-the chrome strips and metal screen combined to make too busy a design for a vehicle with a pretty basic look.

The headlight assembly was the same as on all Chrysler minivans: single halogen lamps, parking lights that wrapped slightly around the sides and amber turn indicators positioned directly below. Again, not a revolutionary design, but functional. The brake-light design was even more simple-there was no wraparound, and the lights were housed in red, rectangular plastic casings that sat above small white reverse-light strips.

We were very happy with the sliding door on our Voyager. It moved smoothly on its track and shut with authority. The liftgate also opened easily, thanks to an optional power release we chose for our vehicle.

Interior Features

Our Voyager featured the seven-passenger seating package that is optional on the base models. The front bucket seats were very comfortable, while the center and rear bench seats offered firm support. All were cloth with vinyl trim, but only the front seats offered headrests.

Head- and legroom were very generous in this Voyager. We had six people in the van at one time, and there were no complaints about anyone feeling cramped. People in the back two rows didn't get a lot of niceties - there were neither map lights, air-conditioning/heater controls nor the power vent windows that are available on other Voyager models. But the comfort level, although not luxurious, was good.

Up front, the clean-looking instrument panel featured analog gauges for fuel, speedometer and engine temperature, as well as the trip odometer. An information center - a thin, carved out section of the dashboard-sat just above the panel and housed warning lights and turn indicator lights. Because the lights were at eye level, we never forgot to click the signal off after switching lanes or after not completing a full turn.

The fine luxury steering wheel, as Chrysler calls it, gave us clear visibility of the instrument panel and was home to the standard air bag. The standard passenger-side air bag was enclosed in the dashboard - just above the glove box. After reading the brochure, we felt better knowing Chrysler included a diagnostic module that monitored the bags' status at all times.

The convenience group package we added to our test vehicle, which gave us power mirrors and locks, made us temporarily forget some of the things that were lacking in our base Voyager. After a while, however, we began to wonder why we didn't get a cassette player for our $18,000-plus, or why, when on the bi-level setting, the heater would only blow lukewarm air through the dash vents.

Those complaints aside, we did appreciate the room that this short-wheelbased (I 12.3 inches) Voyager packed in. Even with the seven-seat package, we still had 13.3 cubic feet of room in back-enough to store several bags of groceries and a gym bag, for example.

Driving Impressions

Once on the road, we were happy with our choice of the optional 3.0-liter multi-point injected V6. It showed great responsiveness: With six people in the vehicle, we went from 0 to 60 mph in a little more than 10 seconds. Later, with no passengers in the vehicle, we shaved a second off that time. For the minivan category, those were pretty solid performance numbers.

The engine worked well with the accompanying three-speed automatic transmission, exhibiting smooth passing power on the freeway. When hitting an open stretch, the optional speed control kept us at a steady 72 mph.

The Voyager, with its front-wheel drive and short wheelbase, was one of the first vans to incorporate a car-like ride in a utility vehicle. Our model certainly lived up to that reputation: We thought the Voyager handled just as well as smaller minivans we've tested, such as the Mazda MPV Power-assisted rack-and-pinion steering allowed us to handle sharp curves agilely and pull into tight parking spots.

The power-assisted brakes were adequate on a variety of slippery surfaces, but we wished Chrysler would make anti-lock brakes available on the base Voyager, even as part of an option package. The suspension was firm, with position-sensitive struts and coil springs in the front and gas-charged shocks and leaf springs in the rear. In fact, the only rattle we heard when traveling over broken-up roads came from our stopwatch on top of the dashboard.

Summary

The Plymouth Voyager has been at the top of the minivan mountain for a decade now, thanks to its efficient design, solid construction and good performance at a reasonable price. Our base Voyager may not have started out as the most dynamic vehicle around, but the addition of several option packages made it a responsive, slightly luxurious vehicle. There are some upgrades we'd like to see, but with Chrysler's all-new minivans on the horizon (about a year or so away), our expectations aren't too high.

Nonetheless, what the Voyager can currently offer buyers is the most value for the dollar of any minivan. The Voyager and Caravan are the standards in this segment; it's up to the competition to change that situation.

Source By : http://nctd.com

1994 Subaru Legacy Outdoor Wagon review

1994 Subaru Legacy Outdoor Wagon

By Professional Test Driver

Overview

Subaru calls its lineup of 1994 Legacy station wagons "active-lifestyle" vehicles, and there is evidence that the description is an apt one. Our test vehicle, the '94 Subaru Legacy Outdoor TI Wagon Limited Edition, sported a luggage rack with both ski and bicycle attachments, flexible rear-seat storage, front and rear mud flaps and a removable cargo net. To further set the mood for traversing into the great outdoors, there's even a decal on the side of the vehicle featuring pine-tree graphics.

And it's all reasonably priced. Our Legacy Outdoor Wagon's MSRP was $18,750. For another $2,250, we got an option package that included air suspension, a rear stabilizer bar and the aforementioned luggage rack. Subtract the factory savings and we ended up with a final price of $19,445.

Upon first inspection, we found a vehicle that was built for people on the go. But would the vehicle itself go-in terms of acceleration? Not really, especially when it came to highway passing. And while we could perhaps forgive the lack of zip-it's a station wagon, after all-there were other areas that couldn't be as easily dismissed, most notably a cumbersome steering wheel assembly and limited entry through all four doors.

Walkaround

Our White Pearl Legacy Outdoor Wagon was certainly a low rider, sitting barely six inches off the ground. This low stance, along with a protruding front bumper, slightly beveled sides and a windshield that swept back at a 45-degree angle, gave our wagon a sporty appearance to complement its owner's presumably active lifestyle.

Fit, finish and trim match were good, but the rugged-styled wheel covers that were part of the option package were a disappointment. They appeared to be made of a high-grade aluminum, but upon closer inspection we found they were just plastic.

The functionality of our Legacy Outdoor Wagon's external features was a mixed bag. The radio antenna was angled with the windshield, keeping it safely out of the way of cargo being transported on top of the car. However, the side molding offered little in the way of parking-lot protection due to the curve of the doors. And the rear doors extended over the wheel wells, further reducing the molding's effectiveness.

Things didn't seem to get much better-initially, anyway-when we opened the hood of our Legacy. We found it to be unusually heavy. Looking inside, though, we were happy to see that the battery, oil dipstick, coolant receptacle and wiper fluid reservoir were all easily accessible.

Interior Features

Our first impressions of the Legacy Outdoor Wagon's interior weren't good ones. First, it was not an easy vehicle to get into. Because it sat so low to the ground, we had to get into the car rear-first rather than the usual leg-first way.

Once inside, we struggled with the steering wheel. With an adjustment lever on the left of the wheel and a locking feature on the bottom, getting the wheel into position was awkward.

That said, much of the front suited us well. Legroom was fine, and our tall driver still had an ample two inches of headroom. The cockpit-like front console sported well-laid-out analog gauges and large, easy-to-use buttons.

There were a few more problems with the interior up front. The sun visors looked as if they had been cheaply made, there wasn't any lighting on the floor and when we pulled out the cupholder tray, access to the radio was blocked, thereby eliminating the possibility of enjoying a soda and scanning for your favorite tunes.

The rear of the vehicle was more thoughtfully conceived, though, with an emphasis on storage and convenience. Again, we had to enter rear-first, and the seats were more than firm, they were pew-like. However, legroom was good, even with the front seats all the back. Subaru says the Legacy Outdoor Wagon seats five, and we found that to be accurate.

Our vehicle boasted a 60/40 folding rear seat, so we could store skis inside while still transporting a passenger in back. By folding down the rear seats all the way, we increased rear cargo length from four to seven feet.

The cargo area offered the most detail in the Legacy Outdoor Wagon. Underneath the carpeting was a formfitting plastic tray, a pleasant alternative to the standard pegboard. A canvas cargo mat folded out from the back of the front seat to cover any valuables stashed in the rear.

The rear wiper fluid reservoir and tire jack were neatly placed on one side of the cargo area, with a storage compartment on the other and the spare tire sitting underneath the plastic tray. The lug-nut wrench was fitted into a piece of formed plastic just over the wheel well. Another nice touch: A dome light illuminated the back when we lifted the Legacy's hydraulic hatch lid.

Driving Impressions

Our Legacy Outdoor Wagon was powered by a 2.2-liter, four-cylinder engine that moved us from 0 to 45 mph quickly. This hinted at the possibility of some truly responsive highway passing, but unfortunately that extra oomph never quite materialized.

Going down expressway ramps, we tried merging across two lanes and experienced only slight acceleration. And at 60 mph in fourth gear, our driver had his foot to the floor. Responsiveness was much better in lower gears, though: We quickly darted around a stalled car while in second gear.

Despite this wagon's lack of overall power, our drive was quiet and pleasing. The Legacy Outdoor Wagon's five-speed manual transmission shifted smooth and the four-wheel independent suspension provided a firm, sure ride. Our test vehicle came with an adjustable air suspension feature. We used it, along with the standard four-wheel drive, to successfully tackle snowy terrain.

Our Legacy Outdoor Wagon was touted as a sporty vehicle, and its impressively small turning diameter gave proof to that claim. Our driver used just one finger to turn the vehicle in a relatively tight circle.

Visibility on the whole was good, but because the passenger-side windshield wiper extended so far onto the driver's side, we think there could be problems due to streaking if the wipers ever got excessively dirty.

Summary

Our '94 Subaru Legacy Outdoor Wagon was certainly geared toward active people. Thanks to the flexible luggage rack and the roomy, well-detailed cargo area, this vehicle could accommodate you and all your gear.

Unfortunately, other areas were lacking. Entering the vehicle was a bit of a struggle, and adjusting the steering wheel simply involved too much jockeying. The engine didn't boast much acceleration on the highway, often requiring far more rpms than should have been necessary. If Subaru would smooth out these kinks, it would be easier for us to recommend this otherwise well-outfitted sport wagon.

Source By : http://nctd.com