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

1995 Ford Aerostar review

1995 Ford Aerostar
New life for an old favorite

By Professional Test Driver

Overview

What you're looking at here is a minivan that al-most wasn't. And if the Aerostar looks like a minivan you might want to own, you can thank your Ford dealer that it's still with us.

When Ford's new front-drive Windstar was ready for production, the company planned to drop the rear-drive Aerostar from its lineup. It wasn't that there was anything wrong with the Aerostar, it was a clear shortage of production facilities - a factory gap.

The drop may have made good business sense to Ford, but not to Ford dealers, who complained long and loud that taking the Aerostar out of the game would send their rear-drive customers straight to General Motors' Chevrolet Astro and GMC Safari.

Ford is good at listening to its dealers, as well as to its customers. And as a result, the Aerostar survived.

Why is a rear-drive minivan important? Because when it comes to heavy jobs, particularly towing, rear-drive beats front-drive every time.

Like the Astro and Safari, the Aerostar is a workhorse. It's roomy and comfortable enough for family travel. But it doesn't have the carlike feel of the front-drive minivans. If that's your priority, there are plenty to choose from, including two very good ones from Ford.

On the other hand, when the loads and/or trailers start getting heavy, the Aerostar is one of your best bets.

Walkaround

The reason why rear-drive is good for towing all has to do with Mr. Archimedes and his principles of leverage.

The higher the weight of the trailer, the higher its tongue weight - the part that attaches to the tow vehicle's hitch. The higher the tongue weight, the higher the leverage on the tow vehicle's rear end, which in turn tends to raise the front end of the vehicle.

When this occurs with front-drive, even slightly, it affects the vehicle's front suspension geometry, which, in turn, affects handling and traction. And as you might guess, the effect is not positive.

So that's why the Aerostar has a higher maximum towing capacity - 4400 lb. - than anything in the front-drive arena.

The Aerostar also offers the availability of full-time all-wheel drive, which has obvious advantages in climates that have real weather. However, the system does add about $2000 to the bottom line.

Keeping the Aerostar around meant simplifying the model range. It will still be offered in standard and extended-length (stretched by 15.4 in.) versions, and there will still be a cargo van (standard length only). However, the basic XL and Eddie Bauer models have been dropped - only the midrange XLT survives. The 5-passenger version is gone, too. All Aerostars will have seating for seven.

A positive feature of the reshuffling is that the better-equipped XLT costs about the same as the '94 XL.

Powertrain options are largely unchanged from '94. The base engine is a 3.0-liter V6 with a 4-speed automatic transmission. The 5-speed manual transmission, which was previously standard equipment, has been dropped.

There's considerably more muscle on tap in the optional 4.0-liter V6, which we recommend. However, it's available only in the extended-length Aerostar, and it's paired with a heavy-duty version of the 4-speed automatic.

Interior Features

You sit high in the saddle inside an Aerostar, with a commanding view of the road ahead. That's a trait that's helped lure millions of Americans into trucks, and it's appealing here.

Ford seats are generally pretty good, and the optional quad captain's chairs in our test van were particularly comfortable for lengthy excursions.

Roominess is another Aerostar strong suit. Second- and third-row legroom is good even in standard-length Aerostars, and it was excellent in our stretched tester - considerably better than the Windstar, for example, which is the current legroom leader among front-drive minivans. For family or carpool use, that's a very telling plus.

Another plus is the Aero-star's cargo capacity. With all its rear seats removed, there's a 139.3-ft. flat-floored cargo well back there, just a tad smaller than in the Windstar.

The extended Aerostar expands this volume potential considerably, to 167.7 cu. ft.

A downside to this part of the Aerostar story is seat removability. It takes a little wrestling to get the seats out of there, and it's a two-person job. The Windstar's seats are easier to extract, and the GM front-drive minivans - Chevrolet Lumina, Pontiac Trans Sport, Oldsmobile Silhouette - are the easiest of all.

Another quibble with the interior was the placement of the power-window switches - low in the door panels, making them a little awkward to operate. A bigger quibble, however, is how difficult it is to get to the engine. There's not much room under the hood, and it requires real dexterity to reach the engine through the little access panel that's just below the dashboard.

Unless you're a home mechanic, this won't affect you much. However, considering how high service-facility labor rates have become, it could affect your checking balance if something breaks.

The Aerostar's major safety features are good, but not quite state of the art. There's a driver's airbag, but a passenger's airbag will have to wait for a redesign.

This is something that wasn't on the planning schedule, because Ford expected to drop the Aerostar. It's back on again, obviously, but it'll be awhile, certainly no later than the 1998 model year. That's when federal standards will require dual airbags in all minivans.

Ford has added side-impact door beams for 1995, and there's also an integrated child safety seat option. Anti-lock braking, however, continues to be rear-wheel only, though it's standard for all models.

Driving Impressions

The Aerostar's ride quality isn't as smooth as the Windstar's. It feels more like a van than an automobile in this regard, al-though it's not what we'd call harsh, and it's thoroughly comfortable in freeway cruising.

Handling, however, is surprisingly good. Like all tall vehicles, there's body roll during cornering, but not as much as we've experienced in many other minivans. The Aerostar's relatively firm suspension and sturdy chassis lend a sense of control to all maneuvers.

Rear-wheel drive doesn't offer the kind of wet-weather traction you get with front-wheel drive, of course, but on dry pavement the Aerostar tracks through corners with more authority than its front-drive counterparts.

Our test van's 4.0-liter V6 pulled with a will, and we think it's a much better bet than the standard 3.0-liter. This is the same engine used in the Explorer sport/utility, and it has the kind of low-rpm muscle needed for hard work.

The V6 offered in the Astro and Safari has a little more grunt, and it can haul even heavier loads. But the distinctions in all-around driving are pretty subtle.

Summary

We can see why Ford dealers wanted to keep this van in the lineup. It's very different from the Windstar. Like all the front-drive minivans, the Windstar is essentially a tall, roomy, front-drive station wagon, while the rear-drive Aerostar is more trucklike, with a stronger work ethic.

GM's Astro/Safari twins offer more power and higher load ratings, but the Aerostar is a little more modern and a little better looking. Both manufacturers offer all-wheel drive, and both offer plenty of comfort and convenience extras.

So the choice gets to be a matter of what's important to you. But isn't it nice that the choice still exists?

Source By :http://nctd.com

1995 Ford Club Wagon review

1995 Ford Club Wagon
This big boy remains a load-carrying classic

By Professional Test Driver

Overview

Our test van was equipped with a 5.8-liter gasoline V8 - not the most powerful engine in the lineup, but more than strong enough for ordinary use.

All engines drive the rear wheels with a variety of automatic transmissions. With the right options, a Club Wagon can pull trailers weighing 10,000 lb.

On the safety front, Ford augments the expected 3-point seat belts with a driver's airbag. Anti-lock brakes (ABS) are standard on all models.

Walkaround

In front, the Club Wagon passenger compartment is definitely driver-oriented. Like the Ford truck with which it shares so much hardware, the Club Wagon sports a carlike dashboard, full instrumentation (speedometer, tachometer, oil pressure, voltmeter, water temperature and fuel level, all done in Ford's simple and readable corporate style) and controls for audio and climate systems angled toward the driver. Everything is within easy reach, clearly marked and well-finished. We wish all automobiles had this same array of instruments.

Seating arrangements vary depending on options chosen, but all seats are comfortable, well-shaped and covered with long-wearing materials. The rearmost seat in our Chateau tester could be folded down for use as a bed.

Air conditioning is standard on XLT and Chateau - optional on the XL - and is effective, though anyone planning to use a Club Wagon with a full load of passengers should order the optional rear A/C unit. All expected amenities are available. Properly equipped, a Club Wagon can be as plush as any passenger car.

Interior Features

In front, the Club Wagon passenger compartment is definitely driver-oriented. Like the Ford truck with which it shares so much hardware, the Club Wagon sports a carlike dashboard, full instrumentation (speedometer, tachometer, oil pressure, voltmeter, water temperature and fuel level, all done in Ford's simple and readable corporate style) and controls for audio and climate systems angled toward the driver. Everything is within easy reach, clearly marked and well-finished. We wish all automobiles had this same array of instruments.

Seating arrangements vary depending on options chosen, but all seats are comfortable, well-shaped and covered with long-wearing materials. The rearmost seat in our Chateau tester could be folded down for use as a bed.

Air conditioning is standard on XLT and Chateau - optional on the XL - and is effective, though anyone planning to use a Club Wagon with a full load of passengers should order the optional rear A/C unit. All expected amenities are available. Properly equipped, a Club Wagon can be as plush as any passenger car.

Driving Impressions

Herding a Club Wagon down the road is easier than you might think. Though there's a little too much power assist at freeway speeds - diluting road feel - the steering is reasonably precise and makes light work of maneuvers in confined areas. And with a van this size, "confined area" gets to be a pretty good-sized concept.

The ride is actually far more comfortable than you might expect, and with a little experience it's easy to judge where the vehicle's corners are. Al-though not especially fast, the Club Wagon picks up speed quickly enough to keep pace with traffic, and settles down to a comfortable cruising speed on the highway. Once in long-distance mode, the Club Wagon is surprisingly quiet, especially in our heavily insulated Chateau.

Stability is no problem for the Club Wagon - it goes where it's pointed and stops the same way. ABS helps during braking, eliminating the worry of judging brake-lock points with varying loads. Crosswinds do affect the big van to some extent, though the rounded body-corners help considerably.

As might be anticipated, given its high center of gravity and keep-the-passengers-happy soft springs, the Club Wagon does suffer from body roll when taken through corners, which makes handling a very deliberate business.

This can be remedied to a large degree by ordering the optional heavy-duty suspension. When so equipped, the Club Wagon's ride is firm - though not at all unpleasant - and easier on the driver.

Summary

Anyone with large-van experience will take to the Ford Club Wagon like the proverbial duck to water. It is as nice to drive as a large van can be, attractively styled - given the difficulties of making a large box look like anything other than a large box - and can be personalized to a degree that would simply amaze the owners of mere minivans.

These same attributes should appeal to those who might find use for a little more space than, say, a Windstar offers. An extra 4 ft. or so of overall length is something any competent driver can adjust to over time, and passengers will appreciate all the roam-around room the bigger van provides.

There are a few negatives to consider, and they apply to all full-size vans. Finding a downtown parking space isn't as easy, of course, and freeway lanes seem much narrower from the Club Wagon pilot's seat. Fuel economy is another problem: On its best day, one of these monsters will never see the happy side of 18 mpg.

But all things considered, the Club Wagon is an impressive package, and arguably the best of the big boys from the Big Three.

Build quality is excellent, with nary a squeak, rattle or groan escaping from hidden corners. Fit-and-finish, not an issue in the days when big vans were primarily bought by commercial customers, is now up to passenger-car standards.

And, given the amount of basic hardware and amenities supplied, our test Chateau's sticker price seems to represent good value.

With its combination of size, quality and value, the Club Wagon should be at the top of your list. Its versatility, comfort and driveability make it a fine choice for those who find the passenger, towing and load-carrying capacities of minivans to be inadequate.

Source By :http://nctd.com

1995 Ford Windstar review

1995 Ford Windstar
A maxi-mini that's as smooth as they come

By Professional Test Driver

Overview

If the essence of the minivan concept is comfort and driveability with cargo capacity - the theme Chrysler established in 1984 - then Ford's new Windstar is not only right on the money, it's ahead of the game. At least for the moment.

Besides being a little bit bigger than Chrysler's increasingly popular long-wheelbase minivans - the Dodge Grand Caravan and Plymouth Grand Voyager - the Windstar is also a tad more civilized in ride quality, handling, versatility and all-around comfort.

And even though appearance is always a subjective issue, there are those who say it's better looking, too.

This is not to say that Ford has revolutionized the world of minivans. Chrysler has been improving its minivans continuously since 1984, and its line includes a broad range of powertrain options, including all-wheel drive.

But the Windstar does represent a painstaking refinement of everything that made the front-drive minivan such a good idea to begin with. It's quiet, well-appointed, and roomy, and it has excellent road manners, as well as an impressive list of standard safety features.

And with a price range that matches the Chrysler Grands almost dollar for dollar, it's a must-drive for anyone interested in a king-size minivan.

Walkaround

Ford has been an industry leader in aerodynamic design since the creation of the Taurus, and that expertise shows to good advantage in the Windstar. Its sleek shape is not only pleasant to the eye, it's easy on the ears as well - aerodynamic efficiency equals reduced wind noise. The Windstar's combination of flush-mounted glass, flush-mounted wraparound bumpers, flush-mounted halogen headlamps, flush door handles, steeply raked windshield and sloping hoodline all help to make this one of the quietest minivans on the road today.

Good aerodynamics also help with fuel efficiency, and here, too, the Windstar posts impressive numbers. Its optional 3.8-liter V6 engine produces a bit more torque - the commodity that gets you off the line when the light turns green - than anything in the Chrysler powertrain inventory, and its fuel economy ratings are also tops in its class at 17 mpg city, 24 mpg highway.

The Windstar's league-leading statistics don't stop with aerodynamics. It also has the lowest front and rear step-in heights in the minivan business, as well as one of the smoothest sliding side doors.

And the rear hatch advances the state of the art. For openers, it features a door-type handle - you don't have to pull it open by using your key as a lever. It also has twin side-latches, rather than a single center-mounted floor latch, which helps keep the hatch closed in rear-end impacts.

When the hatch is fully raised, there's room enough for a 6-footer to walk under without having to crouch. And a convenient pull-down strap makes closures easy, regardless of your height.

Interior Features

Besides being easy to get into and out of, the Windstar provides excellent comfort when you settle in - comfort of the all-day variety. Ford's seating program is among the best in the business, and there's lots of legroom to go with it, particularly up front.

There's also plenty of room overhead, as well as from side to side. Both Windstar trim levels - the standard GL and the ritzier LX - feature standard seating for seven passengers.

The sweeping lines of the Windstar's instrument panel blend well with its aero exterior, flowing smoothly into the door panels for an integrated appearance that's unusually sophisticated in a minivan. Secondary controls - sound system, climate controls - are angled toward the driver, enhancing operation. And the high-mounted climate controls feature rotary knobs that are easy to set, even when you're wearing gloves.

Our LX test van also featured digital electronic instrumentation, plus a trip computer that helps keep track of useful info such as fuel economy, average speed and distance to empty. And of course there was a very nice AM/FM/cassette sound system, with headphone jacks for middle-seat passengers. The plus here is if your kids are into rap, you don't necessarily have to listen in.

The biggest part of the Windstar's inside story is its versatility as a cargo hauler. At the small end of the spectrum, it offers a locking glove box, a storage bin under the front passenger seat, seven cupholders - some of them adapted to accommodate both cups and juice boxes - plus an optional center console with a storage well and a power point for a cellular phone.

For bigger stuff, there's a good-sized space behind the third seat that can be expanded by sliding the seat forward up to 7 in. Both the second- and third-row seatbacks fold forward, something that can't be said for the Chrysler Grands. And if the load is really big, both the second- and third-row seats can be removed, yielding 144 cu. ft. of cargo cavern, a bit bigger than in the Chrysler minivans.

About the only criticism we can offer here is that seat removal is still a two-person job. GM's APV family - the Chevrolet Lumina, Pontiac Trans Sport and Oldsmobile Silhouette - still leads the pack on this point.

Driving Impressions

Thanks to an exceptionally rigid chassis, the Windstar has very good road manners. Straight-line stability is excellent, handling is positive and predictable, and ride quality is as smooth as any minivan going.

It behaves, in fact, very much as you'd expect a good-sized front-drive sedan to behave. Its responses are deliberate without being ponderous, and body roll is remarkably well-controlled for a tall vehicle. And even though a 40.3-ft. turning circle is a little wide for parking lot maneuvers, it's still almost 3 ft. handier than that of the Chryslers.

Another plus is standard anti-lock brakes throughout the Windstar line, as well as standard dual airbags, improved side-impact protection and 5-mph bumpers. Even though the Windstar, like all minivans, is classified by its manufacturer as a truck, it nevertheless meets 1997 federal passenger-car safety standards.

The final strong point is the Windstar's powertrain. Although the rest of the vehicle is all-new, the 3.8-liter V6 (a 3.0-liter V6 is standard in the basic Windstar GL) is a proven quantity, with an excellent service record behind it. Combined with a 4-speed overdrive automatic transmission and the latest generation of Ford's computerized engine management system, it delivers respectable acceleration and near-seamless operation.

All things considered, when you're behind the wheel of a Windstar, it's hard to remember you're towing around all that cargo volume behind you.

Summary

With a price range that starts at about $20,000, the Windstar isn't cheap. If you don't really need this much interior volume, you might want to consider a standard-size minivan. An alternative to Chrysler's offerings in this category is the joint-venture Nissan Quest/Mercury Villager.

And if heavy trailer towing is a consideration, a rear-drive minivan is a better bet. The Ford Aerostar and the Chevrolet Astro/GMC Safari are good choices.

But if you're in the market for an all-around maxi-mini that can handle the entire spectrum of family hauling chores, the Windstar delivers. More than that, it delivers quietly, efficiently and comfortably.

As with every vehicle category, the battle to be best among minivans never stands still. We're going to see all-new Chrysler minivans in early 1995 that we know will change the game.

But right now, the Windstar holds the high ground.

Source By :http://nctd.com

1995 GMC Safari review

1995 GMC Safari
A rear-drive minivan with a maxi work ethic

By Professional Test Driver

Overview

It probably comes as no surprise that lots of American families are thinking about a new minivan. But it is surprising that so few think about the GMC Safari or its mechanical twin, the Chevrolet Astro.

Maybe it's because we've been conditioned to think of minivans as front-wheel-drive vehicles that behave like cars. That's been the ethic since Chrysler invented these versatile station wagon substitutes back in 1984, and Chrysler still owns the segment.

Built on a truck-style chassis, the Safari and Astro are rear-drive and not very carlike. But they are robust and rugged, offering a combination of capabilities that most of the smaller, lighter front-drive minivans simply can't handle. The overall package is still well within the minivan size category, but the appetite for hard work exceeds anything in this class.

Walkaround

In 1985, the Safari was General Motors' initial hurry-up response to the challenge of the Chrysler minivans. There's been steady refinement since, including a front-end face-lift for '95, but it's still basically the same vehicle.

The Safari comes in three trim levels. In ascending order, they are SLX, SLE and SLT. It is also available as a cargo model with only two seats. We drove an upper-crust Safari SLT.

Engine options for 1995 have been reduced to one: a 4.3-liter V6 rated at 190 hp and 260 pound-feet of torque paired with an electronically controlled 4-speed automatic transmission.

This brawny powertrain means lots of muscle, and rear-wheel drive means it's a much better setup for pulling good-sized trailers. Maximum towing capacity is 5500 lb., much more than any front-drive minivan.

The only major powertrain option is a full-time all-wheel-drive system. It's expensive, but it does offer greatly enhanced traction on slippery surfaces, which makes it worth considering if you live in a cold-weather climate.

Functional changes to the powertrain include reduced engine noise, better low-end torque for more pulling power, transmission refinements for smoother shifting, and revisions to the power steering to make the Safari easier to maneuver.

As we mentioned, the front end has been restyled for 1995. There's a new grille, new fenders, some detail changes along the sides, and a spoiler below the front bumper.

Higher trim levels also have flush-mounted aero-style headlamps, though the basic Safari continues with traditional sealed beams.

A nifty feature that's carried over into the '95 models is the optional Dutch door at the rear of the van. The standard Safari doors are vertical, opening outward from the middle. That's good for access, but the rear window frames join to create a central pillar that interferes with rearward vision when the doors are closed.

The Dutch door has three sections: a glass upper hatch that swings up, with two half-doors below. Neat.

Besides its extra length, the '95 Safari includes more standard features such as air conditioning, an AM/FM radio, a driver's airbag and 4-wheel anti-lock brakes (ABS). GM deserves plenty of credit for this latter feature, a Safari standard since 1993. Even though ABS won't reduce stopping distances on dry pavement, it definitely helps maintain control in sudden stops on low-traction surfaces.

Interior Features

What the Safari offers, in quantity, is room, more of it than any other minivan you can buy. There's seating space for eight adults - real move-around seating space, with ample legroom at every position. And the maximum cargo volume of 170.4 cu. ft. is substantially more than even the largest front-drive minivans. The Ford Windstar, for example, maxes out at 144 cu. ft. The Safari is a tad more spacious than Ford's rear-drive Aerostar.

Getting into all this space does have some drawbacks, though. The Safari sits rather high off the ground, and the climb into the front seats requires pulling yourself up and in, just like a full-size van.

Once there, you'll see a dashboard design that's showing its age. The instruments themselves are easily visible, but some controls are awkward. You have to peer around the steering-wheel to see the climate controls; the power-mirror switch is a long reach away on the upper instrument panel; and the power-window switches are mounted flush on the doors, making them hard to see and awkward to use.

Another drawback to the interior is the narrow front footwells. The front fenders intrude a bit, which limits the amount of space for your feet.

However, there are lots of storage bins, map pockets, cubby holes and other places to stash personal items, and there are plenty of cupholders. And, of course, there are several sound-system options.

The seats in our Safari SLT were very comfortable, and moving around inside was easy, with a wide walk-through space from the front seats to the middle row.

And it's all put together well. Our Safari was devoid of rattles and squeaks, its doors closed with a solid thunk, and it had the solid feel that goes with good engineering and assembly.

Driving Impressions

The thing we liked most about driving our Safari was the commanding view of the road and the passing scenery. The seating position is high and the windows are big, giving you the sense of being above traffic rather than in it. It's the same kind of feeling that has helped convert lots of Americans from cars to sport/utility vehicles.

The ride isn't as carlike as front-drive minivans, but it's not quite like a truck, either. The Safari is at its best cruising down the freeway - it's a great long-distance vehicle. The ride is smooth and comfortable, and it eats up long miles effortlessly. With its roominess, visibility and comfort/convenience extras, our Safari SLT seemed to us to be the best family vacation vehicle on the market.

This is no compact car; its dimensions aren't really any bigger than a midsize passenger car. For example, our Safari was only 5 in. wider than a new Chevy Lumina sedan, and it was more than 11 in. shorter.

Handling characteristics - whether on highway, mountain road or city street - are competent and predictable. Like any tall vehicle, it feels a little awkward if it's hurried through a corner, but that's not what it's designed for.

The power-assisted steering does a better than average job of letting you know where the front wheels are pointed, and the ratio of 3.1 turns of the wheel from extreme left to extreme right helps in maneuverability.

For drivers who want a little tighter sense of control, there's a new FE2 touring suspension package, with gas-charged shock absorbers, bigger tires and a rear stabilizer bar.

While we scored the Safari's ride and handling as generally good, this vehicle's real strength is its 4.3-liter V6 engine. Although it's not the quietest or smoothest of minivan engines, it really offers up the power. Even pulling heavy trailers up long grades in summer heat, it's an able performer. This engine gives the Safari the strongest, most capable powertrain of any minivan on the market. Period.

Summary

The Safari isn't as modern as the newer front-drive minivans, including GM's own Chevy Lumina, Pontiac Trans Sport and Oldsmobile Silhouette, but it makes up for its small deficiencies with big volume.

It's not inexpensive, either. If you opt for the higher trim level and load it up with additional comfort and convenience features, like our test vehicle, the price can approach the mid-20s.

But if you need power in a tidy package, the Safari and Astro are tops in their class.

Source By :http://nctd.com

1995 Honda Accord Wagon review

1995 Honda Accord Wagon
An outstanding world car from Marysville, Ohio

By Professional Test Driver

Overview

The Accord is one of the best-selling car lines in America. No surprise there.

But it is surprising that the Accord Wagon doesn't contribute very much to this ongoing success story. It's surprising to Honda, which had somewhat higher expectations for this trim midsize wagon. And surprising to us.

Never mind. Coupe, sedan or wagon, an Accord is an exceptional automobile - cleverly engineered, thoughtfully designed and beautifully assembled.

The assembly, incidentally, takes place right here in the United States at Honda's manufacturing facility in Marysville, Ohio. It's interesting to note that Marysville has be-come the worldwide source of Accord wagons and coupes. Which tells you something about Honda's confidence in its Ohio workforce.

Walkaround

Completely redesigned for '94, the Accord family is now in its fifth generation. Though the wagon has only been in the lineup since '91, it benefits from 18 years of on-going development and refinement.

The Accord's 1994 makeover was arguably the most sweeping in the car's long history. Beyond the quietly stylish exterior, it included a redesigned interior plus extensive chassis stiffening.

Obviously, the wagon doesn't have the same clean, wedge-shaped look as the sedan and coupe. But the look is thoroughly contemporary. The rounded rear contours and molded-in taillights make it look like something other than an Accord sedan with an extra section grafted on.

With flush-mounted glass and cleaner lines, all the Accords have improved aerodynamic efficiency, which pays off in reduced wind noise and quieter all-around operation. The Toyota Camry Wagon may still hold a slight edge in this department, but it would take a very keen ear to pick up the difference.

The Accord Wagon is a little smaller than its principal competition - the Camry, Ford Taurus and Mercury Sable wagons. The Accord's more compact design and sophisticated suspension combine to provide better handling, but for larger family purposes one of the bigger midsize wagons might be a better bet.

Unlike the sedan lineup, there are only two Accord Wagon models: LX and EX. The LX is the middle grade in Honda's model designations and it includes as standard equipment most of the comfort and convenience features that make driving more pleasurable.

The EX version, of course, adds more - a power moonroof and standard anti-lock brakes (ABS), for example - and offers the option of leather upholstery.

The standard powertrain for the Accord LX Wagon is a 130-hp 2.2-liter 4-cylinder with a 5-speed manual transmission. EX editions get a more powerful VTEC version of this same engine.

Honda's smooth-shifting 4-speed automatic is an extra-cost option for both models.

Although our LX test wagon had the base engine and manual transmission, a word on Honda's VTEC and Grade Logic automatic transmission is in order here.

The VTEC engine extracts an extra measure of performance from the 2.2-liter engine by automatically shifting over to a second set of camshaft lobes at higher engine speeds. The effect is similar to the extra power provided by a turbocharger, without the turbocharger drawbacks in durability and operation.

Grade Logic is programmed into the computer interface between the engine and automatic transmission. When the computer sees that you've got your foot off the gas pedal but the car isn't slowing down - a condition you might encounter when descending a steep hill, for example - it automatically shifts down one gear so that you don't have to ride the brake all the way to the bottom.

Interior Features

Few carmakers can match Honda's expertise in control layout, and it's hard to think of any that exceed it. If you visit a Honda showroom, try this experiment. Sit down in an Accord, close your eyes and then reach out to where you think a particular control should be located. Chances are it'll be right at your fingertips.

Besides the presence of dual airbags, another nice feature of the Accord dashboard is its smooth surface. Although most passenger-car dashboards have an organic, flowing appearance these days, many of them have a fussy, patchwork look - lots of smaller pieces assembled to produce the whole.

The Accord dashboard, in contrast, seems to be one big molding, a subtle reinforcement of this car's excellent quality.

The wagon is equipped with bucket seats up front and a split bench in the rear. The front seats are well shaped, with relatively firm padding that seems to get more comfortable the longer you drive.

There's not quite as much lateral support as you might find in seats from other manufacturers, but Honda doesn't expect Accord Wagon buyers to be attacking back roads or mountain switchbacks. This is a family act.

Front-seat legroom is plentiful and headroom is very good throughout, but we found the wagon's rear seat to be a little restrictive for adults.

Access to the cargo area through the wide rear hatch opening is excellent. The lift-over is low, and there's a security cover for valuables.

Driving Impressions

Although the Accord engineering team saw the wagon's basic purpose as refined family transportation, this car is far from boring.

Its power steering system, which varies steering effort according to road speed - low effort for low speed, higher effort and increased road feel at freeway speeds - is unusually precise for a family wagon. And even though it can't be confused with, say, a BMW sport wagon, the Accord's handling responses are crisp and prompt.

Our test car had ABS as one of its few options, and as a result braking performance was very good. We'd prefer to see ABS included as standard equipment right across the line, but we'd recommend it regardless of price.

Honda chose ride comfort over sporty handling in tuning the Accord's suspension, and we endorse the priority. Our test car was smooth with no hint of mushiness. The overall feel was faintly European, and it enhanced our sense of control.

We also liked the Accord's large window area that gave us a good view of what was going on, particularly up front. This, too, is a Honda trademark.

The Accord's standard 2.2-liter engine doesn't deliver neck-snapping performance, but we think it might surprise some. With the 5-speed manual transmission - clean gear engagements, easy shifts - our tester moved along respectably, with effortless freeway manners.

Hitching the standard engine to the 4-speed automatic transmission diminishes performance, of course, but not as much as you might expect.

This is an exceptionally smooth engine, free from vibration at all speeds. It may be the best 4-cylinder in the business.

If you want V6 power, you'll have to shop elsewhere. A V6 engine option won't be available in the wagon for another year.

Summary

The Accord Wagon does have some limitations. It's not as roomy as its key competition, its price range is on the high side and the absence of a V6 engine option is a turnoff for some.

But you do get what you pay for, and then some. This is a refined, sophisticated automobile by any measure - quiet, comfortable and thoroughly competent. Inside and out, it's a festival of good design, and its quality is virtually flawless.

The best index to this quality story is how well Accords hold their resale value. That's easy to quantify: They're tops.

When someone says their next car is going to be an Accord, we always say, "Good choice."

Source By :http://nctd.com

1995 Honda Odyssey review

1995 Honda Odyssey
A minivan for Honda loyalists

By Professional Test Driver

Overview

Hondas have been many things over the years: innovative, well-made, well-engineered. The list of credits is endless.

But there's one thing a Honda has never been, and that's a minivan. Until now.

For 1995, Honda ends its absence in this popular sector of the market with a minivan of its own. And unlike the Rodeo sport/utility, another first for Honda but supplied by Isuzu, this vehicle was home-grown. There are elements borrowed from other Hondas, notably the Accord, but not from anywhere else.

That's bound to be a plus with people who have owned Hondas, particularly Accords.

Walkaround

As you'd expect of a Honda, this minivan is different. For example, it has four doors. This won't be a unique feature in 1995, because the next generation of Chrysler minivans will also offer a fourth door, though it'll be optional while Honda's is standard.

However, the Odyssey's rear doors are hinged, like a sedan's, which makes them a little easier to use. The Chrysler rear side doors both slide back, van style.

Because it uses a modified Accord chassis, the Odyssey will also have one of the most sophisticated suspension systems of any minivan. All Honda passenger cars have what Honda calls a double wishbone suspension, instead of the more common - and cheaper - MacPherson struts.

The advantage of the Honda system is that it minimizes undesirable wheel movements during cornering. This enhances the carlike driveability that's a must for front-drive minivans.

The Odyssey's engine is a 2.2-liter 4-cylinder, the same engine used in the Accord line but retuned slightly for this application - a little more peak horse-power and a little extra torque, the commodity that gets you away from stoplights and helps you haul heavy loads.

The 4-speed automatic transmission is essentially the same as the one used in the Accord, offering smooth shifting and the latest generation of Honda Grade Logic computer programming. Grade Logic uses sensors and a microprocesser to determine special driving situations. If you're driving down a steep hill with your foot off the accelerator, the computer tells the transmission to shift down one gear to help keep your speed in check.

Safety features, too, are up-to-the-minute. The Odyssey has dual airbags, 5-mph bumpers and 4-wheel disc brakes with anti-lock included as standard equipment. The doors are equipped with side-impact beams and meet 1997 federal side-impact standards for passenger cars.

The Odyssey will probably have a familiar look to folks who have owned Hondas over the years. With its short nose, raked windshield and tidy proportions, it resembles the old Civic station wagon, but on a somewhat grander scale.

The issue of size represents a problem for the Odyssey. Even before its introduction, there was criticism from some auto industry analysts who were allowed a preview and dismissed it as too small.

But Honda has always kept its vehicles as compact as possible. There's a near-phobic bias against excess space and mass in Honda engineering, and the Odyssey is true to its heritage in this respect.

However, the Odyssey is no midget. It's a little bigger than the standard version of the Dodge Caravan, a tad smaller than the Mercury Villager and about the same as the Toyota Previa.

The Odyssey will be offered in two models: the well-furnished LX and the loaded EX, which we tested. There's no real base model here.

Interior Features

Interior design has been a Honda strength for a long time, and the experience shows to good advantage inside the Odyssey.

This new minivan will offer seating for six or seven passengers. The standard arrangement is for seven with a bench seat in the middle row - and it's a versatile setup. The middle bench will fold up flat against the backs of the front bucket seats, and the rear seat can be folded down into a well in the rear cargo area, yielding a nearly flat floor.

If you want to convert the Odyssey into a quickie cam-per, you can fold the middle and rear seats down to make a bunk bed - Honda calls it a day bed. You can also flip the rear seat onto its back, creating a bench handy for picnics.

The optional seating package substitutes two captain's chairs for the second-row bench, reducing passenger capacity by one. With this layout, the second-row chairs are removable. They weigh about 25 lb. each, and it's a relatively easy job, although General Motors' front-drive minvans - Chevy Lumina, Oldsmobile Silhouette and Pontiac Trans Sport - still lead the industry for easy seat removal.

It's a clever design job overall, but we did find a couple of weak points with seating. Rear-seat legroom is a little confined, and getting into the third-row seats is awkward, although a low step-in height makes entry and exit very carlike for the other positions.

We also wish that Honda had found another place to stow the spare tire. It mounts inside the van at the right rear. Even though it's well out of the way, it does limit the rear cargo area to some degree.

Up front, the instrument panel is typically Honda. Control arrangement is logical and precise - everything easy to find, reach and operate.

Something else that's typical of Honda's attention to detail is the Odyssey's small-object storage. There are two good-sized glove boxes and a center storage bin up front, plus cupholders and storage pockets built into the armrests at all the outside seating positions.

Our EX test van included a wealth of standard features that would be extra in a lot of other minivans - front and rear air conditioning, an AM/FM/ cassette sound system and power everything, to just skim the top of the list.

Major additions that go with the EX model include a power sunroof, alloy wheels and a premium sound system with six speakers. But it's hard to imagine anyone feeling deprived with an Odyssey LX, and that's the model we'd recommend.

Driving Impressions

Although the Odyssey is only one of two minivans on the market without a V6 engine option - the Toyota Previa is the other - we think the performance of its 4-cylinder engine may surprise you - unless you happen to be acquainted with the Accord.

With its internal balance shafts to damp out vibration, this is just about the smoothest 4-cylinder engine imaginable, as well as one of the quietest. The only time it made any noise is when we pushed it hard for passing and during a couple of maximum acceleration runs.

The Odyssey is surprisingly peppy during this kind of work, and its 0-to-60 mph time of a little over 12 seconds compares favorably with the competition.

In normal driving, the Odyssey is exceptionally quiet. In fact, it may be the best of an increasingly refined breed.

And its expansive glass area provides nice vistas for all on board, as well as excellent sightlines for the driver, a subliminal safety feature.

But the Odyssey's strongest suit is its handling. It's not sporty like the Mazda MPV. But it does provide the same sense of competency, control and confidence that distinguishes the Accord - as well as the same smooth ride.

Summary

The Odyssey may face an uphill struggle in the crowded minivan market. It's not the roomiest, it lacks a V6 engine option, and it's far from inexpensive.

On the other hand, it's chock full of standard comfort and convenience features, as well as many clever design touches. It's smooth, supremely quiet, versatile, attractive and assembled with Honda's usual careful attention to detail.

And it's got the Honda name. For anyone familiar with this company, that may well be enough to clinch the sale.

Source By :http://nctd.com