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109-614: Introduced a year before the second-generation Chrysler minivans , the Lumina APV was the first American-market minivan to adopt the form factor of the Dodge Caravan and Plymouth Voyager. Though manufactured on a model-specific chassis, the Lumina APV was front-wheel drive, deriving its powertrain from GM sedans. In terms of size, the Lumina APV was slotted between the Chevrolet Astro and full-size Chevrolet Van . During its production,

218-481: A 27 hp, 65 hp max (48 kW) Separately-Excited GE DC traction motor coupled to a two-speed FWD trans-axle that featured Hi, Lo, Reverse and Park. The owner's manual referred to it as a 'semi-automatic transmission' although it used a clutch. The motor controller was also manufactured by GE. Two different battery types were available for the TEVan during its production; weighing in at 1,800 pounds (820 kg),

327-555: A 5-speed manual transmission. In 2001, Nushen ended production of the JB6500. Chrysler minivans (AS) The second-generation Chrysler minivans are a series of minivans that were manufactured and marketed by Chrysler Corporation in North America and Europe from 1991 to 1995. Officially designated the AS platform by Chrysler, the second-generation minivans were an extensive revision of

436-486: A CNG-fuel version of its minivan in 1994. Using the 3.3L V6 and 4-speed Ultradrive transmission powertrain, the CNG minivans underwent several modifications to accommodate the change in fuel. Along with modifications to the engine valvetrain, four 3000PSI CNG fuel tanks were added to the vehicle, taking the place of the spare tire well and gasoline tank, holding the energy equivalent of 8.5 gallons of gasoline. The Chrysler TEVan

545-582: A bed); both rows of rear seats were removable. However, the interior also adopted several European-influenced design features. At its launch, the Aerostar used a floor-mounted shifter for both its manual and automatic transmissions; it was equipped with a handbrake (which remains a feature in all US-market Ford minivans). In a fashion similar to the Volkswagen Vanagon , the second-row windows slid open. While cupholders were relegated to an optional armrest in

654-409: A color-matched front air dam and color-matched rear mud flaps . On darker colors, the front grille and chrome was painted body color. The trim version of an Aerostar Sport is most easily identified by its wheels: XL Sport Wagons, with full wheel covers; XLT Sport Wagons (less common), with aluminum wheels. The Aerostar name was first revealed on a 1984 concept vehicle. Serving as a close preview of

763-620: A diesel option in North America, however. On the AS platform, some voyagers could be found with Plymouth's “Eggcrate” grille. In a shift from the first generation, Chrysler stylists began to give the Dodge Caravan and Plymouth Voyager separate divisional identities. The Dodge Caravan adopted the Dodge "crosshair" grille as the Plymouth Voyager returned a restyled version of the Plymouth eggcrate grille. All Voyagers were styled with chrome-trim grilles;

872-551: A gold pinstripe and a Town & Country fender script) as the design began to fall out of favor with buyers. In 1993, for MY 1994, Chrysler introduced a version of the Town & Country with a body-color grille alongside the woodgrain side trim. Outside North America, as Chrysler does not own the rights to the Dodge or Plymouth brands, exports of the Chrysler minivans were done under the Chrysler nameplate. In Europe, Chrysler began sales of

981-557: A key selling point of the vehicle. To further live up to the first half of its name, the Aerostar adopted integrated plastic bumpers (also previewed by the Aerovan), in contrast to the attached metal bumpers of the E-series. To further improve fuel economy, Ford used multiple lightweight materials for the body, including plastic fuel tanks, liftgate doors, and hoods; aluminum was used for the driveshaft, axles, and wheels. In 1984, Ford debuted

1090-625: A large B-pillar also allowed for large window area. Beyond the drawing board, the design of the Aerostar progressed further by the introduction of two Ghia-designed 7-passenger concept vehicles, the 1982 Ford Aerovan and the 1984 Ford APV. Both derived from the Ford Escort: the Aerovan was a two-door wagon; the APV was a three-door MPV/van. While smaller than the American van project, the 1982 Ford Aerovan previewed

1199-515: A light truck). Alongside minor exterior styling changes, the minivans were given dual airbags, four-wheel disc brakes with ABS, and side impact beams in the front and sliding doors. In another set of revisions, Chrysler sought to make the vans quieter, improving fit and finish. The second-generation Chrysler minivans are officially designated the Chrysler AS platform (matching the Chrysler shift to two-letter platform designations in 1990). Largely

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1308-472: A major revision of the exterior, lowering the exterior coefficient of drag from 0.43 to 0.39. While the styling changes were largely evolutionary, the AS-platform vans shared only the front doors and sliding door with the first-generation S-platform vans. The exterior saw the most extensive changes to the front fascia, as the front fenders were redesigned. Along with a lower hoodline, a smaller, sleeker grille

1417-400: A minor revision, distinguished by revisions to the front bumpers (dependent on trim) and side trim. The AS-platform minivans underwent a complete redesign of the interior from the previous generation. To accommodate the introduction of a driver-side airbag, the dashboard was reconfigured; along with an all-new steering wheel, primary and secondary controls were relocated within closer reach of

1526-411: A permanent member of the minivan model range, intended as its flagship. Produced only in the long-wheelbase body configuration, the Town & Country was equipped with woodgrain trim, body-color mirrors, and alloy wheels; the Town & Country is the only version of this generation produced with a digital instrument panel . As with its Chrysler New Yorker and Imperial counterparts, the Town and Country

1635-416: A redesign, as Chrysler added a passenger-side airbag (a first for the minivan segment ). Along with the relocation of the glovebox (replacing the previous passenger knee bolster), the dashboard adopted larger HVAC vents. In another change, the integrated child safety seats were modified, allowing for a recline position (closer to a standard carseat). From the first-generation minivans, Chrysler carried over

1744-464: A response to the Dodge Grand Caravan and Plymouth Grand Voyager, Ford released an (unnamed) extended-length version of the Aerostar for the 1989 model year. Extending the rear body 14 inches in length, the option shared the 119-inch wheelbase with the standard-length body. During the 1990s, the extended-length Aerostar would become the most popular version of the vehicle. For 1989, the exterior

1853-430: A single generation. For Ford Motor Company, the development of the minivan began life in the early 1970s as a companion model to the third-generation Ford Econoline/Club Wagon , under development for the 1975 model year. As the full-size van was slated to grow in size, Ford explored the concept of a "garageable van", designed with a roofline to easily fit through a typical garage door opening. Additional objectives for

1962-500: A smaller all-new design could accommodate several design features desired in the marketplace. The new van project adopted a rear-wheel drive layout for two primary reasons. While the new van was to given a carlike ride (its 119-inch wheelbase largely placed the wheels at all four corners), another key objective for the design to tow 5000 pounds (matching the Ford Ranger , then also in design). To lower production and engineering costs,

2071-508: A substantial revision of the first-generation S-platform minivans, the AS chassis retained the 112.0 inch wheelbase for standard-wheelbase vans and 119.1 inches for extended-wheelbase "Grand" vans. Structurally unrelated to the (discontinued) Chrysler K-cars , the second-generation minivans shared mechanical commonality with its larger derivatives, adopting engines and transmissions from the Chrysler AA platform (Dodge Spirit/Plymouth Acclaim) and

2180-447: A successor, Chrysler would produce the 1997–1999 EPIC (Electric Powered Interurban Commuter Vehicle), based upon the third-generation minivans. Rebadged models, mostly from Japanese or Korean manufacturers – Rebadged Chrysler/Plymouth models for external markets Ford Aerostar The Ford Aerostar is a range of vans that was manufactured by Ford from the 1986 to the 1997 model years. The first minivan produced by Ford,

2289-496: A tan outdoors-themed interior. As on the XLT, cloth seating surfaces were standard; as part of the 1992 update, leather seats became an option. A standard feature of the trim package (an option on the XLT) was a feature allowing the second and third row bench seats to fold flat into a large bed across the rear half of the interior. However, a large number of Eddie Bauer Aerostars were ordered with

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2398-506: A three-engine lineup, adopted from the Ranger/Bronco II. A 2.3L inline-4 was to be standard, along with a 2.8L V6; as a first for an American-produced minivan, a 2.3L turbodiesel inline-4 was to be offered as a second option. To officially launch the model line in the summer of 1985, Ford used the "Ford Aerostar Airlift", using eight Lockheed C-130 Hercules transport aircraft to simultaneously airlift Aerostars into eight cities across

2507-550: A trim package. Marketed above the XLT, the Aerostar Eddie Bauer was the first minivan marketed towards luxury buyers (for 1988, the Chrysler Town & Country was produced as a compact station wagon, not becoming a minivan until the 1990 model year). The Eddie Bauer trim combined the interior convenience features of the XLT trim with two-tone exterior paint (tan as the accent color on the rocker panels and wheel trim) and

2616-526: Is a battery electric vehicle developed between Chrysler and the Electric Power Research Institute. First unveiled as a concept in 1992, an unknown number were produced between 1993 and 1995 (between 56 and 80). Deriving its name from the original T-115 codename for the Chrysler minivans and EV, the TEVan was sold nearly exclusively to fleet buyers; the vehicle was based on a standard-wheelbase five-passenger Dodge Caravan. The TEVan used

2725-740: The Eurostar joint venture factory between Chrysler and Steyr-Daimler-Puch ). For the 1996 model year, the AS-generation minivans were replaced by the NS platform , marking the first complete redesign of the Chrysler minivans since their 1984 introduction. Introduced in November 1990, the second-generation Chrysler minivans were marketed by the Dodge, Plymouth, and Chrysler divisions. The Dodge Caravan and Plymouth Voyager nameplates returned, with both short-wheelbase and long-wheelbase (Grand) body configurations. As with

2834-609: The "garageable van" included increased interior space (over station wagons) and more desirable styling (over full-size vans). Dubbed the Ford Carousel, a prototype was tested from 1972 to 1974, using the 124-inch wheelbase chassis of the Club Wagon. To achieve its "garageable" status, the roofline of the Carousel was lowered approximately 12 inches in comparison to a standard-wheelbase Ford Club Wagon, placing its height close to that of

2943-415: The 1984 concept car were adopted by the production vehicle, including the bumper covers, fuel tank, and rear hatch. For 1988, the exterior saw a minor detail change to exterior badging, relocating it from both fenders to the tailgate; it was also changed from chrome to silver in color. In another revision, the "V6" and "Electronic Fuel Injection" badges were deleted (as both features were now standard). As

3052-668: The 1997 discontinuation of the model line, Ford did not offer all-wheel drive as an option for North American-market vans until the 2020 Transit. Distinguished by its sloped-nosed design, the Ford Aerostar utilized a "one-box" design similar to the Ford Transit and Renault Espace; in contrast to its European counterparts, the long wheelbase of the Aerostar placed the wheels near the corners, minimizing body overhangs. In an effort to further improve its fuel efficiency and aerodynamics (and lower its curb weight), multiple plastic body parts from

3161-425: The 34-pound rear seats of the Lumina APV were individually removable and each seatback folded flat. To supplement the cupholders of the interior, each seatback was fitted with two built-in cupholders. As part of the 1994 revision, 7-passenger versions were offered with the option of integrated child seats. For 1996, the five and six-passenger configurations were deleted. While sharing most of its dashboard design with

3270-406: The APV model lines largely benchmarked the extended-length Chrysler vans, closely matching their length, width, and height (on a shorter wheelbase). To expand its market potential (and to mitigate any potential model overlap), GM sought to make distinct marketing objectives for each model lines. The Lumina APV was to compete directly with the higher-volume Voyager/Caravan, serving as a "volume leader",

3379-538: The APV's taillamps were mounted in the D-pillars, the CHMSL ended up being the lowest-situated of the three brake lamps. For this model year, the Lumina APV (and its counterparts) introduced a power-operated sliding door via remote control, the first American-market minivan to offer this design. They were originally planned to debut in the 1993 model year but failed to do so because of numerous quality control problems, which delayed

Chevrolet Lumina APV - Misplaced Pages Continue

3488-467: The Aerostar nameplate on a concept vehicle. Nearly identical to the production vehicle, the 1984 concept was styled with a two-slot grille and composite-lens headlamps; along with skirted rear fenders, the concept differed in detail changes related to the taillamps, windows, and door handles. Intended for an early 1986 model-year introduction (prior to the Taurus), the production Aerostar was intended to have

3597-608: The Aerostar trim line was consolidated to the cargo van and the Aerostar XLT. In 1992, the Aerostar Sport was introduced as an option package available for any non-Eddie Bauer Aerostar Wagon. Similar to its Chevrolet Astro RS/GMC Safari CS and Dodge Caravan ES counterparts, the Aerostar Sport was largely a cosmetic upgrade. Distinguished by their silver-accented paint and "Sport" pinstriping, the Sport featured integrated running boards with

3706-461: The Aerostar was also one of the first vehicles to introduce all-wheel drive to the segment in North America. The model line was sold in multiple configurations, including passenger and cargo vans, along with an extended-length body. Sold primarily in the United States and Canada, a limited number of vehicles were exported outside of North America. The Aerostar was replaced for the 1995 model year by

3815-654: The Astro/Safari and the Van/Vandura, the Lumina APV chassis uses a chassis design similar to the Pontiac Fiero and Saturn SL , with a galvanized steel spaceframe supporting exterior body panels. The Lumina APV has a 109.8 inch wheelbase, sized between the Lumina sedan/coupe and the Astro/Safari. In line with the Chrysler minivans, the Lumina APV was fitted with independent front suspension with MacPherson struts. The rear beam axle

3924-579: The B-pillar to the windshield, the roof was painted black; on examples with tinted glass, this design was to mimic the style of the glass roof from the 1986 Trans Sport concept. The Trans Sport had its entire roof painted black (with the exception of a band joining the B-pillars) again mirroring the glass roof of the 1986 concept, whereas the Silhouette had body-color A-pillars and black B-pillars. Two-tone versions of

4033-563: The CL trim was renamed LS; the Lumina APV badging was removed from the doors. For 1994, the model underwent a mid-cycle revision and was renamed the Chevrolet Lumina Minivan (in place of the APV suffix). The final vans rolled off the assembly line on June 27, 1996. The Chevrolet Lumina APV is a GM U-body vehicle , using the GMT199 platform designation. In contrast to the unibody design used by

4142-747: The Caravan and the Voyager was the ES (for both versions of the Caravan) and the LX (for the short-wheelbase Voyager). Sharing its model features with LE-trim models included as standard equipment, the LX/ES trims served as a cosmetic upgrade similar to namesake trims in the Plymouth Acclaim and Dodge Spirit . In place of woodgrain trim, the LX was given color-keyed two-tone exterior; the ES

4251-547: The Caravan was offered with either chrome or body-color grilles (dependent on trim). The Chrysler Town & Country shared its headlamps (and taillamps) with the Plymouth Voyager with a model-specific waterfall-style grille. With the exception of the Dodge (Grand) Caravan C/V cargo van (sold as the Mini Ram Van in the Netherlands), Dodge and Plymouth marketed the Caravan and Voyager identically across comparable trim levels. With

4360-605: The Carousel prototype; through the rest of the 1970s, the company continued to see potential in "garageable vans", pursuing further design and market research on the subject. By 1980, Ford committed to a smaller vehicle, partially as the American automotive industry learned of the development of the Chrysler minivans; following the 1979 gas crisis, the company felt a 1980s release of the Carousel (a rebodied E-Series) could be an uncompetitive decision. Along with potential fuel economy increases, in its marketplace research, Ford discovered

4469-531: The Celebrity and Monte Carlo into a single model line, with the Lumina APV replacing the Celebrity station wagon. At its 1990 introduction, the Lumina APV was offered in two trim levels; a base trim and an up-level CL trim. There was also the Chevrolet APV cargo van , a two-seater commercial vehicle. Base-trim versions featured red exterior trim while CL versions were produced with chrome exterior trim. For 1993,

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4578-468: The Chrysler AC/AY platform (Chrysler New Yorker/Fifth Avenue/Imperial and Dodge Dynasty). Retaining the unibody construction of the first-generation minivans, the second-generation minivans are fitted with a MacPherson strut front suspension with coil rear springs; all-wheel drive versions have 4-wheel independent suspension with a leaf-sprung rear axle. During the development of the platform, attention

4687-598: The Chrysler Town & Country and all-wheel drive vans, the 3.8L engine became an option on the Grand Voyager/Grand Caravan. In January 1992 a 2.5-liter turbodiesel built by Italy's VM Motori was made available in Austrian-built Voyagers. Initially deleted from the model line for 1991, the 5-speed manual transmission made a return for 1992 through 1994 on base-trim or cargo vans. The 2.5L engine

4796-495: The Dodge Caravan for 1994. As part of the 1994 model revision, the liftgate badging was changed from a stamped silver-on-black badge to a smaller embossed silver font; this was the first change to badging since 1984. Chrysler Town & Country versions retained their script-style badging. At one point, there were plans for Chrysler's nascent Eagle marque to market a variant of the AS platform minivan; test shots show that this unnamed Eagle minivan would've been fairly identical to

4905-497: The Ford truck line). Many features standard on the XLT were available as extra-cost options on the XL, such as power windows, mirrors, and locks; air conditioning; and privacy glass. XLT-trim Wagons also included the following features as extra-cost options: Introduced during the 1988 model year, the Aerostar was one of the first Ford vehicles to feature the outdoors-themed Eddie Bauer brand as

5014-544: The Lumina APV and its Pontiac and Oldsmobile counterparts were assembled at the North Tarrytown Assembly facility, becoming the final vehicles produced there prior to its closure. For 1997, Chevrolet adopted a distinct nameplate for its front-wheel drive minivan, replacing the Lumina APV with the Chevrolet Venture .    In response to the first-generation Chrysler minivans , General Motors introduced

5123-509: The Lumina APV is nearly 10 inches (250 mm) lower than the Astro and 3 inches (80 mm) narrower. Coinciding with the use of a galvanized steel spaceframe (in place of a conventional unit-body design), the Lumina APV was fitted with composite plastic (SMC) body panels. Developed for the Pontiac Fiero and later expanded in use for the Saturn SL , the manufacturing technique largely eliminated

5232-460: The Lumina APV were available; an early configuration featured a blacked-out upper body. For 1992, Chevrolet standardized the folding sideview mirrors of the CL trim. For the 1994 model year, the Lumina APV underwent an exterior revision, shortening the front overhang by nearly three inches. Largely intended to visually shorten the angle of the hoodline, the Lumina Minivan (dropping the APV suffix)

5341-526: The Mustang) was standard with a 115 hp 2.8 L V6 (from Ford of Europe) offered as an option; as a running change during 1986, the 2.8 L engine was replaced by a 145 hp 3.0 L V6 (shared with the Ford Taurus/Mercury Sable). Initially intended as an option, the four-cylinder turbodiesel of the 1984 concept vehicle was dropped after prototype testing. For 1988, the 2.3 L engine

5450-404: The Ranger/Bronco II, the Aerostar was available with a five-speed manual until 1995 (nearly exclusively in cargo vans and XL trim); in contrast to Chrysler minivans, all automatic transmissions were 4-speed overdrive units. For 1997, a 5-speed overdrive automatic transmission was introduced for the 4.0 L V6 (a first in the minivan segment). 4-speed automatic 5-speed automatic The Vulcan V6

5559-540: The Trans Sport was to be the sporty minivan equivalent of sporty Pontiac sedans, and the luxury-trim Silhouette was intended as a more contemporary competitor to the Chrysler Town & Country and Ford Aerostar Eddie Bauer. At the time of its 1990 release, the Lumina APV was marketed as a bodystyle of the Chevrolet Lumina model line. For the 1989 model year, Chevrolet introduced the Lumina, effectively consolidating

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5668-524: The Trans Sport/Silhouette, the Lumina APV featured its own instrument panel design (derived from the Corsica ). As a consequence of its sloped windshield design, the depth of the dashboard of the Lumina APV (and its counterparts) was among the highest ever seen in a mass-produced automobile. For 1991, the dashboard padding was revised to address complaints about glare. For 1992, the external radio antenna

5777-494: The U platform) was dedicated to the Chevrolet, Pontiac, and Oldsmobile minivans, sharing primarily engines and transmissions with other GM vehicles. In place of the official GMT199 platform designation, GM began to use the APV name, standing for All Purpose Vehicle. Chevrolet would receive the Lumina APV, Oldsmobile would receive the Silhouette, and Pontiac adopted the Trans Sport name from the 1986 concept van. During its development,

5886-516: The United States. In total, the entire development of the model line would cost Ford over $ 300 million; though lower in cost than the development of the Chrysler minivans, the Ford Aerostar was developed at the same time as the Ford Taurus (costing Ford $ 3.5 billion ) The Ford Aerostar (developed under Ford model code VN1, the first Ford chassis given an alphanumeric designation) uses a rear-wheel drive chassis configuration. Developed specifically for

5995-518: The Voyager in 1988. As with its first generation counterpart, the second-generation Chrysler Voyager is largely related to the Dodge Caravan in trim. Initially produced by St. Louis Assembly, in late 1991, Chrysler began sourcing the Voyager from Eurostar in Austria. In January 1992, the Chrysler Voyager began production with a 2.5L VM Motori diesel engine. The Chrysler minivans have never been sold with

6104-599: The Voyager, excepting the grille (which instead was a Jeep -style grille with the "eagle head" emblem in the center). This model ultimately never made it to market; Eagle instead marketed the Eagle Summit Wagon (also sold by Dodge and Plymouth as the Colt Vista and by Mitsubishi as the Expo LRV ) as a minivan alternative. As part of the introduction of the second-generation minivans, the Chrysler Town & Country became

6213-533: The automotive industry, including the 1971–1996 Chevrolet Van and 1984–2001 Jeep Cherokee XJ . In a break from Ford light-truck precedent, the Aerostar did not use Twin I-Beam front suspension, instead using unequal-length A-arms and coil springs for the front suspension. The rear suspension was a coil-sprung live rear axle fitted with a three-link configuration (similar to the Ford Panther-platform chassis of

6322-428: The battery pack brought the curb weight the minivan to 5,060 lb (2,295 kg). The 180 V nickel-cadmium pack consisted of 30 SAFT STM5-180 6 V 180 Ah batteries in six removable pods under the floor of the car, delivering over 50 miles (80 km) of range, and used an automatic watering system for easy battery maintenance. The nickel-iron pack consisted of 30 Eagle-Pitcher 6 V 200 Ah batteries in six pods under

6431-420: The body. In line with the front fascia, the rear of the vehicle underwent several major changes, centered around a redesigned rear liftgate. To improve aerodynamics, the edges were reshaped and rounded; the rear window was enlarged, introducing a center/third rear brake lamp (at the base of the rear window) and the rear windshield wiper was updated to feature intermittent modes. For 1994, the exterior underwent

6540-427: The configuration over rear and mid-engine vehicles (used by German/Japanese imported vans). The rear-wheel drive platform was engineered with class-leading payload and towing capacity over front-wheel drive minivans, with a 2000-pound payload and 5000-pound tow rating (2½ times the capacity of the Chrysler minivans). In the change from concept to production, very little of the exterior design would change, except for

6649-473: The controls were improved (many shared with the redesigned 1992 Econoline), introducing a column-shift automatic transmission. For 1993, integrated child safety seats were introduced as an option. Along with a cargo van (distinguished by its available double rear doors and lack of side windows), the Aerostar passenger van (called the Wagon) came in two trim levels: base-trim XL and deluxe-trim XLT (in keeping with

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6758-497: The development of the Fox platform , Panther platform , and 1980 Ford F-Series . Along with it not replacing an existing Ford model line, the Carousel did not compete against an existing GM or Chrysler vehicle. Developed during the 1973 energy crisis, the Carousel was fitted with a 460 V8, shared with full-size Ford vehicles and one-ton Ford trucks. In 1978, Lee Iacocca and Hal Sperlich both departed Ford and were hired by Chrysler. At

6867-909: The driver. Dodge and Plymouth vans were offered with two different analog instrument panels; the Chrysler Town & Country was fitted with a digital instrument panel as standard equipment. As a first for the model line, a glovebox was added to the dashboard (the underseat storage drawer made its return). For 1991, seating configurations were revised slightly from 1989 to 1990 production. Five-passenger seating remained available on base-trim vans, with seven-passenger seating becoming standard on all SE/LE-trim vans (regardless of wheelbase). In another change, all outboard seating positions were fitted with 3-point seatbelts (a change mandated by federal passive safety standards). The Chrysler Town & Country dropped its second-row bench seat in favor of second-row bucket seats (in line with other high-content minivans and luxury conversion vans). Marketed as "Quad Command" seats,

6976-593: The exception of the steering wheel, AS-platform Dodge and Plymouth minivans of equivalent trims share essentially the same interior; Dodge Caravans are fitted with a four-spoke steering wheel while Plymouth Voyagers use a two-spoke steering wheel. Along with the base-trim 5-passenger vans, both divisions continued the mid-grade SE and deluxe-trim LE. LE-trim vans included many features available on SE-trim vans as options as standard, along with additional sound insulation; long-wheelbase ("Grand") vans and all-wheel drive models were equipped with 15-inch wheels. The top trim in

7085-401: The first-generation chassis and body. As before, passenger and cargo configurations were sold by Dodge, Plymouth, and Chrysler divisions. The first minivans offered with driver-side airbags (in 1991) and with optional integrated child safety seats (in 1992), the second-generation Chrysler minivans offered all-wheel drive as an option for the first time; a manual transmission would be offered for

7194-408: The first-generation minivans, base-trim examples were equipped with 5-passenger seating, with 7-passenger seating as standard in higher-trim versions (SE, LE, ES/LX, and all Town & Country vans). For 1994, the model range underwent a mid-cycle revision, primarily intended to comply with 1998 upgrades to US federal safety standards for cars (although the entire model range was officially considered

7303-420: The floor and delivered over 60 miles (97 km) of range. The TEVan owner's manual stated 80 miles (130 km) of range. The TEVan's on-board charger was a PFC Martin-Marietta and accepted 120 V AC@20 A or 40 A, 240 V AC@20 A or 40 A, and as high as 220 V AC@40 A three-phase inputs. The TEVan had an 8.8 kW three-stage ceramic electric heater . The 120 A DC/DC converter provided all the 12 V power, there

7412-586: The front-wheel drive Ford Windstar ; Ford sold both model lines concurrently through the 1997 model year. The role of the Aerostar cargo van was left unfilled, with the Ford Transit Connect serving as the closest successor (in terms of size and capability). For its entire production, the model line was assembled by the St. Louis Assembly Plant in Hazelwood, Missouri . In total, 2,029,577 vehicles were produced across

7521-420: The front-wheel drive form factor used by the Chrysler minivans. This concept would eventually be put into production as the first-generation GMT199 (U) platform minivans, although some design elements from the concept were not utilized on the production models. In contrast to the Astro/Safari, which used a variety of components from Chevrolet/GMC light trucks, the front-wheel drive GMT199 platform (also known as

7630-406: The last time in the North American market. As with its predecessor, Chrysler assembled second-generation minivans at Windsor Assembly in Windsor, Ontario, Canada, with additional production at Saint Louis (North) Assembly in Fenton, Missouri from 1990 to 1994. In 1992, to supplement exports from the United States, the Chrysler Voyager and Dodge Mini Ram Van began production in Graz, Austria (in

7739-408: The later Ford Windstar/Freestar. The Carousel also received a more steeply raked windshield, a new, longer, front fascia, and a wagon-style roofline, with wraparound window glass. In a key indication of its future as a family-oriented vehicle, the Carousel had a rear tailgate with a drop-down rear window; like the LTD station wagon, it was fitted with simulated exterior woodgrain trim. The interior of

7848-612: The max cargo capacity was 1,135 pounds (515 kg). Of the three GMT199/APV vans, only Chevrolet offered a cargo van configuration. Chevrolet marketed the Lumina APV in China from 1993 to 1996, selling a number of examples in the country. In 1996, Jiangsu Nushen Automobile (Nushen) debuted the Nushen JB6500. While nearly identical in dimensions and exterior design, the JB6500 is a rear-wheel drive vehicle, powered by an 87 hp (64 kW) Chrysler-designed 2.2-liter inline-four , paired to

7957-669: The model line was marketed against the Chevrolet Astro/GMC Safari and the first two generations of the Chrysler minivans . Introduced shortly before the Ford Taurus , the Aerostar derived its name from its slope-nosed "one-box" exterior (although over six feet tall, the body of the Aerostar retained a drag coefficient of  C d =0.37, besting the Lincoln Mark VII ). The first minivan powered exclusively by V6 engines,

8066-462: The model line, the chassis combines unibody chassis construction with full-length frame rails. While using unibody chassis construction to reduce weight, the hybrid frame design provided the Aerostar with a 5,000-pound tow rating ( 2 + 1 ⁄ 2 times the Caravan/Voyager, and matching that of the Chevrolet Astro/GMC Safari . The design has been utilized by other widely produced designs in

8175-458: The optional second-row bucket seats/captain's chairs. Following the introduction of the extended-length wagon in 1989, the Eddie Bauer trim was available in both body configurations. After 1989, the option package came with the 4.0L V6 standard, though buyers could choose between rear-wheel drive and all-wheel drive powertrains. After the 1994 model year, the Eddie Bauer trim was discontinued as

8284-414: The powertrain from their 1990 predecessors. The standard engine was a naturally-aspirated Chrysler 2.5L inline-four, producing 100 hp; this engine was standard on standard-wheelbase passenger vans and all cargo vans. A Mitsubishi-produced 3.0L V6 (producing 142 hp) was an option on short-wheelbase vans. Introduced in 1990, the Chrysler 3.3L V6 (producing 150 hp; increased to 162 hp in 1994)

8393-479: The previous trim levels essentially unchanged (the Mini Ram Van was replaced by the Dodge Caravan C/V, although the nameplate continued to be used in the Netherlands). Although once a distinguishing feature of the Chrysler minivans in the 1980s, simulated woodgrain trim began to fall out of favor in the 1990s. In 1992, woodgrain became a delete option from the Chrysler Town & Country and removed entirely from

8502-538: The production model line, the 1984 Ford Aerostar was one of the most aerodynamic vehicles designed by Ford (at the time); with a drag coefficient of  C d =0.37, the Aerostar was sleeker than the Ford Mustang SVO and the Lincoln Continental Mark VII . The front-engine configuration of the Aerostar was chosen for multiple reasons. In its research, Ford found that potential buyers preferred

8611-414: The production of this feature until the 1994 model year. Distinguished from its counterparts by trim, the interior design of the Lumina APV was centered around its modular rear seating system. Four configurations were offered: a two-seat cargo van, a five-seat passenger layout (2+3), six seats (2+2+2), and seven seats (2+3+2). In contrast to removable rear bench seats (a design derived from full-size vans),

8720-482: The prototype was fitted two rear bench seats trimmed similar to the Ford Country Squire and Mercury Colony Park . While the prototype would receive a positive response from many Ford executives, for a potential 1976 introduction, the Carousel did not reach production under any model name. At the time of its development, financial constraints forced the company to divert funds towards critical projects, such as

8829-483: The rear-wheel drive Chevrolet Astro (and GMC Safari) for the 1985 model year. Sized closely to the short-wheelbase Chevrolet Van, the Astro was marketed in both passenger and cargo van configurations. In 1986, GM unveiled the Pontiac Trans Sport concept vehicle, largely serving as a preview of the APV model lines. While far more radical in body design, the 1986 Trans Sport concept was the first minivan to adopt

8938-490: The rear-wheel drive configuration allowed shared mechanical components with multiple Ford light trucks. While Chrysler and GM small vans shared chassis commonality with other model lines (to varying degrees), the Ford small van received a model-distinct chassis (with model-specific front and rear suspension). The design of the Aerostar carried over two primary design features of the 1972 Carousel prototype, including its approximate 6-foot "garageable" height and long wheelbase;

9047-408: The sealed-beam headlights with replaceable-bulb composite units (and clear-lens turn-signal lenses). While remaining 14 inches in size, nearly all versions of the Aerostar received restyled wheels. In anticipation of withdrawing the model line after 1994, few changes were made to the Aerostar after 1992. To comply with federal regulations, the body received a center brake light for 1994. For 1997,

9156-410: The seven-passenger configuration was an option on higher-trim (LE and LX/ES) Dodge and Plymouth vans. For 1992, Chrysler introduced integrated child safety seats as an optional feature for vans with second-row bench seats; a first in the minivan segment, the feature was introduced (in various forms) by other manufacturers. For 1994, the interior underwent a mid-cycle update. The dashboard again went

9265-437: The sloped-nose front fascia of both the Aerostar and the larger 1986 Ford Transit. While designed by its European-owned styling firm, the design of the Aerovan received a positive response from the public, leading Ford to progress with a highly advanced design for the exterior. Though the company would ultimately trail the Chrysler minivans by nearly two years in its introduction, Ford considered innovative design and features as

9374-519: The stock 3.0L Vulcan V6 and A4LD automatic transmission. The HFX concept borrowed some features used in other Ford vehicles, such as four-wheel air suspension and electronic climate control. From there, some of the technologies showcased in the HFX had never before been seen in a minivan; this included run-flat tires, adjustable pedals, power-sliding side doors, electric power steering, ABS, traction control, seatbelt pretensioners, and movable grille shutters. On

9483-603: The taillamps were revised for the first time (with the deletion of the amber turn signal lenses); XLT-trim vehicles received newly designed 14×6" seven-hole alloy wheels. In contrast to its contemporary one-box exterior design, the Ford Aerostar adopted many industry-standard features in its interior design. Sharing the same 2-2-3 seven-passenger layout of its Chrysler and GM competitors, XLT and Eddie Bauer-trim vehicles were offered with optional second-row bucket seats (a feature popularized from full-size conversion vans). Another option allowed both rear bench seats to fold down (making

9592-450: The third-row seats (and a later console on the engine cover), the vehicle could be specified with up to two cigarette lighters and six ashtrays. For 1992, the interior underwent a revision alongside the exterior. Coinciding with the addition of a driver-side airbag (and three-point seatbelts for all six outboard seats), the dashboard underwent a complete redesign. Both analog and digital instrument panels were replaced by more legible units;

9701-404: The threat of corrosion and damage from minor dents and dings. The manufacturing also allowed GM to style the Lumina APV separately from its Pontiac and Oldsmobile counterparts at low cost; each model line is externally distinguished by its hood and front fascia. Along from its front fascia, the Lumina APV is distinguished from its Pontiac and Oldsmobile counterparts in the styling of its roof. From

9810-446: The time, the company had worked on its own "garageable van" project for a year, leading to its approval for development for 1979. While Chrysler would adopt the basic concept of the Ford Carousel prototype, in terms of its height and seat configuration, the resulting 1984 Dodge Caravan and Plymouth Voyager would be very different vehicles from the Carousel in terms of layout and engineering. In 1974, Ford management ended development of

9919-411: The time, though not sharing commonality). During its production, the Aerostar was the only minivan sold in North America with coil springs at all four wheels. Through its production, the model line was fitted with front disc brakes and rear drum brakes. For its 1986 launch, the Aerostar was introduced with two engines shared with the Ranger/Bronco II. A 100 hp 2.3 L inline-4 (also shared with

10028-412: The window glass, headlights, and grille. In a notable change, the turbodiesel engine option (projected to provide up to 40mpg), was dropped from the engine lineup before production. Introduced at the 1987 Frankfurt Auto Show , the HFX (High Feature Experimental) Aerostar Ghia was a prototype of future minivan design. Two running prototypes were built from the collaboration of Ford and Ghia; both used

10137-428: Was available with a 3-speed TorqueFlite automatic, along with the 3.0L V6. The 4-speed Ultradrive overdrive automatic transmission was fitted to both the 3.3L and 3.8L V6 engines. The Europe-only turbodiesel was only available with a five-speed manual transmission. 3-speed A413 automatic (TorqueFlite) 1994–1995: 194 lb⋅ft (263 N⋅m) (export) In an extensive redesign, the second-generation minivans featured

10246-450: Was discontinued, with the 3.0 L V6 becoming the sole engine offering (with the Aerostar becoming the first minivan offering only V6 engines). For 1990, coinciding with the introduction of the E-4WD option, a 160 hp 4.0 L V6 was introduced; the engine was paired with the all-wheel drive system and was an option on higher-trim rear-wheel drive vehicles. Sharing its transmissions with

10355-458: Was discontinued. Distinguished by its large windshield and sloped hoodline, the Lumina APV was of a "one-box" design, a configuration similar to the Ford Aerostar and Renault Espace . In line with the Aerostar and Chrysler minivans, the Lumina APV was configured with a single sliding door and a rear liftgate. Closely matching the 1987-1990 Chrysler "Grand" minivans in length, width, and height,

10464-399: Was fitted with a crystal Pentastar hood ornament. Along with tufted leather interior trim, the Town & Country was fitted with "Quad Command" seating, replacing the second row bench seat with bucket seats matching those of the front row. Although woodgrain trim had been associated with the Town & Country nameplate since the 1940s, in 1992 the feature became a delete option (replaced by

10573-445: Was fitted with coil springs (the only other minivan besides the Ford Aerostar and Renault Espace at the time). As an option, Chevrolet offered the Lumina APV with load-leveling rear air springs, utilizing the air compressor that inflated the rear air springs for auxiliary use with an air hose kit. The front brakes were vented discs, with drum brakes at the rear; anti-lock braking (ABS) was introduced for 1992. During 1994, traction control

10682-566: Was given a new hood, larger grille, and much larger headlights (shared with the Pontiac Bonneville SSEi ). 15-inch wheels became standard, with the LS offering a (restyled) version of the 16-inch wheels of the Beretta Z26. The roof was restyled slightly, adopting painted A-pillars and a full-length body-color roof. Additionally, a center high-mount stop lamp (CHMSL) was added to the liftgate. As

10791-686: Was given nearly monochrome trim (as with the Dodge Spirit, ES-trim Caravans were fitted with white-painted wheels). In line with the European Chrysler Voyager, the Dodge Caravan ES was not fitted with a stand-up hood ornament (with a body-color Chrysler Pentastar affixed directly onto the hood). Following the production of CNG-fuel ( compressed natural gas ) van prototypes derived from the Dodge Ram Van in 1992, Chrysler began production of

10900-415: Was introduced as an option (with the 3.8L V6). Upon its 1990 release, the Lumina APV was powered by a 3.1L V6, producing 120 hp (89 kW); a 3-speed automatic was the sole transmission offering. For 1992, a 170 hp (127 kW) 3.8-liter V6 became an option, introduced with a 4-speed automatic. For 1996, both engines were replaced by a 180 hp (134 kW) 3.4-liter V6; the 3-speed automatic

11009-439: Was no auxiliary (12 V) battery. Gauges included motor temperature and SOC (state of charge, akin to "Fuel Level") using the stock instruments. It was also equipped with electric air conditioning (R-134a), regenerative braking, power brakes using a Delco electric vacuum pump, power steering , AM/FM Stereo , and airbags . The original equipment tires were LRR, (Low Rolling Resistance), Goodyear P205/75R15 Momentum at 50 PSI. As

11118-422: Was paid on refining the handling over the first-generation vans, in order to improve stability, maneuverability, and steering feel. For 1991 to 1993, a disc front/rear drum brake configuration was utilized, with a four-wheel disc brake system introduced in 1994. All versions were fitted with anti-lock brakes. With the lone exception of the Chrysler 2.5L Turbo I inline-4, the second-generation minivans returned

11227-448: Was provided, the system provided increased traction in adverse weather conditions without driver input. The E-4WD system used a Dana TC28 transfer case with a center differential (regulated by an electronically controlled electro-magnetic clutch); all four wheels received traction at all times. To accommodate the added weight and friction losses, the system was paired with the higher-torque 4.0L V6 and automatic transmission. Following

11336-516: Was replaced by an integrated design mounted between the headliner and the roof. The 1994 revision brought an update to the instrument panel, lower dashboard (and center console controls), and introduced a driver-side airbag (replacing the steering wheel of the Lumina Z34 with one from the Camaro). From mid-1990 to 1996, Chevrolet produced the Lumina APV as a cargo van , known simply as APV (no Lumina badging

11445-502: Was standard on all Grand Voyagers/Grand Caravans, Town & Countrys, and vans with all-wheel drive; the 3.3L V6 was offered on short-wheelbase as a second option. For 1994, the AS-platform minivans adopted the 3.8L V6 engine from the Chrysler Imperial. A larger-bore version of the 3.3L V6 tuned for additional torque output, while producing the same 162 hp of the 3.3L V6, produced 213 lb-ft of torque. The standard engine of

11554-467: Was the only engine for the 1988-1989 Aerostar. During the 1990 model year, Ford introduced an all-wheel drive system for the Aerostar, called E-4WD ( E lectronic 4-W heel D rive). Developed specifically for the model line, the E-4WD system was offered from 1990 to 1997 on XLT and Eddie Bauer trims. In contrast to the four-wheel drive systems in other Ford light trucks, E-4WD was not configured nor intended for off-road driving. While no low-range gearing

11663-538: Was updated for the first time, with the chrome grille replaced by a black-trim grille; bracketed towing mirrors were replaced by power-operated mirrors. For 1992, the Aerostar received its second (and most substantial) exterior update. The grille was changed slightly in color from 1989 to 1991, with the Ford Blue Oval relocated from the center to the top slot of the grille (similar to the Ford Explorer); Ford replaced

11772-466: Was used on the exterior). Slotted below the Astro/Safari, the cargo van competed against the Grand Caravan C/V. While sharing an identical body with its passenger-van counterpart, Chevrolet deleted the rear interior of the cargo van to include a flat rubber-mat floor; the rear glass windows were replaced by body-color plastic panels bonded in place. The cargo space held 133 cubic feet (3.8 m) and

11881-405: Was used; composite headlamps made their return, wrapping into the fenders. In an effort to lessen rust and improve fit and finish, front and rear bumpers were redesigned, with wraparound plastic bumpers replacing steel and rubber-ended bumpers. For 1991, the exterior door handles were carried over from the 1984-1990 vans; for 1992, the door handles were replaced by a larger design, fitted flush with

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