Automotive Reviews
Posts tagged minivan
2003 Mazda MPV
Jul 21st
We like the MPV a lot, but we wish that Mazda would drop the insipid “zoom ZOOM zoom” jingle already. The biggest problem with the updated-for-2003 MPV minivan is that we can’t stop humming it while we drive.
To date, there hasn’t been a lot of design flexibility in minivans. The MPV is no exception; it looks more or less the same as it has since its last major update in 2000. In spite of the familiar face, the new MPV has been tweaked. A mid-year update last year added a 200-horsepower 3.0 liter engine, larger wheels, and new options like power sliding doors and a rear-seat DVD system.
With a tucked-under design front and rear, the MPV looks smaller than most minivans. It carries a lot of the same sporty styling cues as do Mazda’s cars, with a deeply contoured hood and a blacked-out trapezoidal grille. A second, rectangular grille below the bumper resembles the hot-rod Mazdaspeed Protégé sedan. Subtle fender flares and body cladding and a mini-spoiler are concessions to a sporty look. They don’t look out of place, either; the MPV looks like one of the Mazda family, nothing more. Our ES test van’s sporty five-spoke 17″ wheels look better than the smaller 16″ wheels on the LX model.
Dual power sliding doors are all but necessary for a minivan these days, and the MPV has them. They’re slow and sometimes hard to close, like most power sliding doors are; it’s up to you whether they’re worthwhile or not. Without the power assist, the MPV’s doors are light and easy to close. Just about everything about the MPV is light and easy to deal with, in fact. The rearmost seat folds flat into the floor with two levers–Honda’s Odyssey isn’t the only minivan that can do this trick. With four captain’s chairs (the second pair of which can be slid together to create a mini-bench) and a rear bench, the MPV’s interior is versatile. All three rows of seats are comfortable, even for six-foot tall passengers, and that’s no mean feat in a minivan either. The console between the front seats can be used as a small storage tray, or folded down out of the way. Hidden in the cargo area are a number of bulky-item-friendly tie-down hooks. The optional DVD system that’s new for 2003 has the now-familiar seven-inch screen which folds down from the ceiling, video game outputs and headphones. It will play both DVD and MP3 audio files.
Despite the more powerful engine, the MPV is still a bit sluggish, especially compared to the 215-horsepower Chrysler Town & Country. The 200-hp 3.0 liter V6 is a smooth 24-valve unit, and it’s a capable engine, but the MPV’s 3812-pound bulk seems to be a bit too much for it at freeway speeds. A five-speed automatic is a touch sportier than you’d expect a family hauler’s slushbox to be. Shifts remain crisp, but the MPV will downshift aggressively on demand. A “slope control” system keeps the tranny from upshifting on long grades, reducing the tendency to “hunt” for gears on the freeway.
Mazda has done well with the suspension. The MPV offers a bit more handling capability than the average minivan. MacPherson struts up front have control arms and a slightly offset axis. In the back, the stabilizer bar has been made thicker. These tweaks keep the MPV’s body roll to a minimum. The 205-series tires and 17″ wheels that are standard on the ES model have just enough bite to annoy your passengers in tight bends. Four-wheel anti-lock brakes are standard. The MPV is also available with traction control, which keeps the front wheels from losing grip when the going gets slick. Front and side airbags are also available.
The MPV is available in LX and ES flavors. Our test van was an ES model, starting at $27,192. Once the fog lights, roof rack and in-dash CD changer were added, the bottom line came to $28,662.
Specifications:
All specs are for the 2003 Mazda MPV ES, which we tested.
Length: 187.8 in
Width: 72.1 in
Height: 69.1 in
Wheelbase: 111.8 in
Curb weight: 3812 lb
Cargo space: 17.2 cu.ft (all seats up); 54.6 cu.ft (third row folded); 127.0 cu.ft (all seats down)
Towing capacity (if app.): 2000 lb
Base price: $27,192
Price as tested: $28,662
Engine: 3.0 liter DOHC 24 valve V6
Drivetrain: five-speed automatic, front wheel drive
Horsepower: 200 @ 6200
Torque: 200 @ 3000
Fuel capacity: 19.8 gal.
Est. mileage: 18/24
2001 Dodge Grand Caravan
Jul 13th
You’d think that Chrysler would be content to rest on its laurels when it comes to minivans. After all, the useful little boxes from Dodge, Chrysler and Plymouth have fairly dominated the market they helped to create from the beginning. The latest incarnation features a power-operated rear liftgate and a movable center console, among other surprise-and-delight features, and Chrysler has a van at every conceivable price level in the market, with dozens of trim level combinations to choose from. So what else is there to do?
Make ‘em easier to buy, of course. For 2001, Chrysler has chosen the most popular options and lumped them all together into one model–the Grand Caravan EX. Traction control, the power liftgate, removable console, and three-zone air conditioning are all included at a price that puts the Grand Caravan EX right in the middle of the minivan price spectrum. Chrysler hopes this will simplify the selection process, especially for online buyers. All of the standard equipment on the EX can be had on lesser models, but the overall package represents a savings of nearly $1500.
The really great part of the deal, of course, is that all that equipment comes attached to what we think is one of the best minivans to be had these days, at any price. The Grand Caravan is nicely styled, nicely built, and nice to drive, which is a great deal more than can be said for the majority of minivans.
The Caravan is all-new for 2001. It looks similar to the previous models, but larger head- and taillights give it more character. With its bold, cross-shaped Dodge-brand trademark grille, the Grand Caravan is instantly recognizable. Subtle character lines on the side make the van look less ponderous and box-like. Adding to the modern look is a body that curves gently at the rear, rather than ending in a squared-off box shape.
Inside, the gray-on-gray interior is loaded to the gills with convenience features. The instrument panel features black-on-white lettering and is very simple and straightforward. Turn signals and warning lights are located in a strip that runs across the top of the dashboard, just like they’ve always been in Dodge minivans. The smallish stereo equalizer’s controls are hidden by the shifter when it’s in gear, but we never had cause to fiddle with them. There was plenty of cause to play with the climate control, however; we couldn’t find a combination of blower and temperature settings that wouldn’t either roast or freeze us. Behind the driver’s seat, the Caravan is an errand-runner’s dream. Of course all of the rear seats–captain’s chairs in the second row and a split bench at the rear–are removable and have convenient rollers for easy removal, but there are also hooks to hold shopping bags molded into each and every one of them. The center console can also be removed, to make space for extra-long loads, or it can be mounted between the rear seats for convenience on road trips. Parents and children alike will appreciate Chrysler’s power sliding side doors, which don’t resist being opened by hand, unlike the heavy, power-all-the-time doors on Toyota Sienna and Chevrolet Venture.
Under the hood, a 3.6 liter V6 moves the Grand Caravan EX along with a distinct lack of effort. Thanks to the 215 horsepower motor, this minivan doesn’t feel as sluggish and ponderous as the typical example of the breed. It’s no stoplight dragster, of course, but in the city and on the freeway the Caravan moves eagerly along. Under hard acceleration, the V6 is a little bit noisy, but it never sounds as if it’s being truly overworked. Highway travel is marked by smooth operation from the four-speed automatic transmission. Lesser Caravans are available with a choice of 2.4 liter four-cyliner or 3.3 liter V6 engines, but the EX gets the more popular, most powerful V6. An all-wheel drive model is also available.
A smooth, comfortable ride is of course crucial in minivan-dom, given the people-hauling duty that most of them see. The Grand Caravan EX delivers with an independent front suspension and a beam axle rear. Like most minivans we found it to be happiest while traveling; even without a family of four to transport, the Grand Caravan makes a decent argument in favor of trekking long distances in search of exciting things to bring home. Antilock brakes are standard, but the four-wheel disc brakes are a little weak for our taste. Side airbags are optional.
With an as-tested price of $27,315, the Grand Caravan EX is one of the least expensive minivans we’ve ever driven. It’s also one of the best-equipped; power side and rear doors, the unique movable console and seats, a CD player and a whole host of neat interior storage solutions are all standard equipment. With the addition of Dodge’s excellent driving dynamics and a real personality (hard to come by in a minvan these days), the Grand Caravan EX proves that Chrysler is still tops in the minivan game.
Specifications:
All specs are for the 2001 Dodge Grand Caravan EX, which we tested.
Length: 200.5 in
Width: 78.6 in
Height: 68.9 in
Wheelbase: 199.3 in
Curb weight: 4450 lb (est.)
Cargo space: 158.5 cu.ft (all seats removed)
Towing capacity: 3500 (w/towing package)
Base price: $26,070
Price as tested: $27,315
Engine: 3.8 liter OHV V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 215 @ 5000
Torque: 245 @ 4000
Est. mileage: 17/24
2001 Ford Windstar
Jun 22nd
The Ford Windstar is the only of the Big Three’s minivans with only one permutation. Chrysler’s various minis are available as two different brands, with two different lengths. General Motors also produces similar minivans under three different imprints, in two lengths. But the Windstar stands alone. There’s no Mercury or Lincoln version, and no short-wheelbase model, either. The other two minivans sold under Ford’s umbrella, the Mazda MPV and Mercury Villager, are on completely different platforms.
That’s both good and bad. It’s good because it means that there are no shared flaws between these vehicles. For instance, if you don’t like the seating position in a Chevrolet Venture but want to buy from GM, you’re out of luck; the Pontiac Montana and Oldsmobile Silhouette share the same basic layout. Buyers who aren’t happy with the Villager might like the Windstar just fine. On the other hand, it’s been a while since the Windstar’s last major overhaul. The competition at Chrysler, GM, Honda and Toyota is all newer, and it shows.
That’s not to say Ford’s been ignoring the Windstar, of course. There are styling tweaks for 2001, as well as a tire pressure monitoring system and “smart” airbags which adjust their deployment depending on seat position, seatbelt use, and other factors.
The design is familiar, with its nicely proportioned nose, triangular headlamps, and chrome eggcrate grille like that of Ford’s trucks. The Windstar can be dressed down for the plain-Jane LX model, given a hint of sportiness with the SE Sport package which includes a blacked-out grille and five-spoke wheels, or dressed up with the high-chrome, two-toned Limited model. The Windstar’s 3.8 liter V6 nets Ultra Low Emissions Vehicle (ULEV) status for the minivan, and still makes 200 horsepower. That’s pretty impressive for an “old” overhead-valve design. The four-speed automatic transmission benefits from a much-needed improvement in smoothness and shift quality. With the optional towing package the Windstar can pull up to 3500 pounds.
Like the Toyota Sienna, the Windstar feels heavy and solid on the road. Also like the Sienna, it’s highly rated for safety in federal crash-tests. Dual-stage airbags and the aforementioned “smart” airbag system go along way toward this achievement. Standard antilock brakes and optional traction control and side airbags make the Windstar an even more compelling option for family safety. An interactive yaw control system will be added during 2001 as well.
The Windstar has a 26-gallon fuel tank and a 500-mile freeway cruising range. Ford clearly had traveling in mind when this van was designed. The optional Autovision entertainment center helps to keep parents sane while racking up those miles, with a 6.4-inch color monitor and a removable videocassette player. Headphones are also included. Luckily, the Windstar is also a comfortable car to drive. The chair-height seats are comfortable enough for hours of driving, and the long dashboard doesn’t glare on inside of the windshield. Dual power sliding doors are commonplace on minvans these days; the optional adjustable accelerator and brake pedals are anything but. Ford’s handy innovation (first seen on the Taurus and F-Series pickups) has yet to catch on with other manufacturers. Other Windstar surprise-and-delight features include mirror-mounted turn signals, optional heated seats and an obstacle-detecting system for backing up.
Specifications:
All specs are for the 2001 Ford Windstar SEL.
Length: 200.9 in.
Width: 75.2 in.
Height: 68.2 in.
Wheelbase: 120.7 in.
Curb weight: 4296 lb.
Cargo space: 136.4 cu.ft. (four-door, all seats removed)
Towing capacity: 3500 lb. (with towing package)
Engine: 3.8 liter OHV V6
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 200 @ 4900
Torque: 240 @ 3600
Fuel capacity: 26 gal.
Fuel economy: 18/23