A Brief History of the Chrysler Minivan
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Chrysler minivan development and history, 1977-2008
(Plymouth Voyager, Dodge Caravan, Chrysler Town & Country)
The Dodge Caravan and Plymouth Voyager were first introduced to the world in 1983, but Chrysler had started working on them in the early 1970s. Indeed, one engineer said that the launch was originally to be in 1981, but that the minivan project was put on hold for the Y-body Imperial (an interesting choice). Not until 1980 did full development begin.
Burton Bouwkamp, Chrysler's Director of Product Planning from 1968 to 1975, wrote in a 1998 letter to Automotive News (which both parties gave us permission to reprint):
In the early and mid-1970s, our Advance Design, Advance Engineering and Advance Product Planning offices designed first generation versions of the mini-van. The program was to design a station wagon type vehicle that was not derived from another vehicle; e.g. from a passenger car sedan or a commercial van.
The first generation designs were rear wheel drive because we did not have front wheel drive engines
or transmissions at that time. Product planners, designers and
engineers were enthusiastic about the mini-van (which we called a
"garageable van") but were unable to get management approval to go
forward with a unique product concept which had a special tooling bill, not including facilities, of over $100 million. The first designs
never went beyond the clay model, advanced design and seating buck
stage - but the interest in the concept in the Design and Product
Planning offices at Chrysler continued.
The second generation design in the late 1970s was essentially the
production design and was done by Chrysler Design Office personnel
under the capable and enthusiastic direction of Hal Sperlich. By then
we had front wheel drive Omni/Horizon vehicles underway so the mini-van
design became front wheel drive, which allowed significant improvements in overall
height and interior package dimensions.
Hal Sperlich contributed greatly to the success of the program with his enthusiastic involvement, esthetic input, and overall guidance of the program. Lee Iacocca gets credit for his support and the "guts" decision to go ahead with a now even more expensive FWD product at a time when the Corporation was having trouble paying its bills and maintaining product competitiveness in existing market segments.
In summary, Hal Sperlich and Lee Iacocca should get credit for the final design execution and the decision to go ahead with production of the mini-van program at Chrysler - but not the idea.
Buyers and Chrysler were both fortunate that Burton Bouwkamp was Director of Body Engineering. He wrote:
I resolved not to go into production with a less than fully developed product, regardless of pressure. At times, I was unpopular when I told Hal Sperlich (President in 1982-3) that we weren't ready for production. Hal trusted me and supported me even when I did not tell him what he wanted to hear. He then had a bigger problem than I did because he had to tell Lee (Iaccoca).
When work on the minivan first started, Chrysler dominated the full-sized van market, with a 45% market share, due largely to offering carlike conveniences, such as power windows, locks, and seats, good radios, and rear window defrosters. This led to the idea of a van for families, which would not cannibalize full sized van sales, but would attract station wagon buyers.
Glenn Gardner, Dodge Truck product planning manager in the late 1970s (and future leader of the LH car project), was given the job of turning "Super Wagon" concept into a real vehicle. By 1978, it was included in the long-range product plan. Full-size clay models and engineering studies were created by around 100 designers from a variety of Chrysler organizations. Aerodynamic extremes were rejected by customers in research. Customers also were uncomfortable with having engines tunneling into the cabin and with high floors, leading engineers to decide that front wheel drive was the only way to go.
There were practically no components at Chrysler for front wheel drive cars when the minivan project was first launched. The K cars were being developed. The Horizon, while it had an advanced suspension and front wheel drive, had been developed by the former Rootes Group and Simca and their engines were not powerful enough. The slant six engine, natural for a minivan, was too large and would have demanded rear wheel drive. The Horizon platform was considered, but the minivan was eventually to be based on the larger K platform. (Burton Bouwkamp pointed out: “K-Body and T-115 (minivan) were different platforms. They did have a common East-West FWD powertrain but the vehicle body structures were different. To have common platforms the front wheel position, base of windshield (cowl height) and driver's ‘H’ point must be identical.”
Research conducted in 1978 showed that customers needs included parking in the garage, large interior space (at least four feet high, five feet wide, and ten feet long) with a side door opening of at least 30 inches, 48 inches between wheel wells for plywood, the ability to seat three people across, a flat floor, the ability to walk from one end of the van to the other, and removable seats.
The sliding door was used based on customer input: people felt it was safer when dealing with children. It would not blow closed, it provided plenty of access room, and it was less likely to trap fingers. Two sliding doors were originally proposed, though the second door would not arrive for many years, according to Burton Bouwkamp:
When I was Director of Body Engineering, I repeatedly recommended that we built the first mini-vans with an opening left rear door. I guess I made a pest of myself because Hal Sperlich (my boss) took me aside and told me privately not to bring up that proposal again.
In Product Planning we always envisioned the T-115 to be a "peoplemover" with four side doors and a hatch. (The right side only sliding door on the 1984 model was to be sure that the mini-van appealed to commercial customers.)
Hal didn't want to build the vans with both three and four door versions because of the increased manufacturing complexity; and it would have increased the tooling bill. Money was a problem at that time. The Finance Office (Bill McGagh) told Lee Iacocca that we couldn't afford the mini-van [at all]. Lee told Bill to "find the G--- D--- money - that's your job!".
Most people wanted bucket front seats. The rear opening preference was divided between a one-piece lift-gate (preferred by sedan owners) and a station-wagon type two-part gate (preferred by station wagon owners).
The windows were mounted relatively flush, cutting aerodynamic drag and associated noise. Burton Bouwkamp, head of body engineering at the time the LeBaron was developed, wrote,
We had to delay the "H" Body (LeBaron GTS / Lancer) more than six months when Hal Sperlich (my boss) saw the latest Toyota Tiger (I think?) and Nissan Leopard cars at the Tokyo Auto Show. After that trip he decided to move the glass planes outboard on the mini-van by 3/8" to make the side glass more flush with exterior door and quarter sheet metal. That involved a complete redesign of glass drop mechanism and door/window seals as well as exterior sheet metal changes.
Though most wanted a V6, Chrysler would not have one ready for five years. The first vans had the new 2.2 liter four, starting at 86 hp and eventually rising to 93, and an optional Mitsubishi 2.6 with barely more power. Weight was around 3,000 pounds, a little under that with the base model and a little over with the premium model, and the four-cylinders were “good enough” for the time — at least, until something better was available.
When the Caravan and Voyager were finally introduced in 1984, three price classes started with a five-passenger minivan, with AM radio, five-speed stick, and power steering; the SE had an upgraded interior and options such as seven passenger seating; and the LE had a standard woodgrain exterior treatment, better seats and other interior trim, and standard features. Special attributes were the large interior, compact exterior; seating flexibility and comfort; handling; visibility; and gas mileage, as well as "fun-to-drive." Despite the boxy styling the minivans had a low drag coefficient of .43. Voyager and Caravan were clearly based on the Reliant, and shared a surprising number of parts, including interior trim pieces, the instrument panel, and engines.
A 2.5 liter turbo later became optional, and the base 2.2 was replaced by the closely-related but more torquey 2.5. The 2.5 turbo was an interesting option, since the transmission tended to shift too early, so that the engine only reached full power when the driver floored the gas. A manual transmission was available with the turbo engine, but minivans equipped that way are quite rare - and valued by enthusiasts. (See the "turbovans" section near the bottom of this page.)
Eventually V6 engines became the norm - a 3.0, 3.3, and 3.8, with a 2.5 (later a 2.4) four at the base - and the five speed manual was dropped. The first generation used a trustworthy three speed automatic transmission that was not phased out completely until 1996. (The 3.3 was standard on the long wheelbase models, and the 3.8 was only available with the long wheelbase). In the first generation vans, the engine choice is marked on the front fender: four cylinders have no markings, the 3.0 V6 has a V6 symbol, and the turbo is denoted with decals.
Lee Iaccoca committed to get $500 million in funding. The whole project was to cost $700 million. (Compare that to the Ford Contour, which reportedly cost nearly $3 billion.)
By the time the minivan was introduced, General Motors and Ford had already started on the Astro/Safari and Aerostar, which would come out in 1985, but these were both rear wheel drive and truck-like. The Vanagon was even more slow, lumbering, and inefficient than Astro/Safari and Aerostar, compared with the Voyager.
Applauded by automotive magazines, the "T-115" minivans became a major success from their debut in 1983 (as 1984 models), with 209,895 sold in North America in 1984. With production starting in October 1983, they had an official introduction in January 1984, so that amazing number was based on a part-year production run!
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The vans really were quite amazing (hence the term “Magic Wagon” used in advertising and by some journalists). While a normal station wagon rode on an extended wheelbase, the minivan was not much different on the outside from the Reliant; it had a full foot of wheelbase to its advantage, but it was not as long as the wagon, and almost exactly the same as the Reliant sedan.
The minivans made it to Car and Driver’s Ten Best list for 1985, quite a feat for a vehicle whose acceleration was sluggish at best — at least until the V6 showed up — and whose cornering was good for a 1985 vehicle of its interior space, but was not typical of other Car and Driver choices. Production was massive; Windsor was put onto three shifts, and St. Louis North made minivans on three shifts (the minivans were moved from St. Louis North to St. Louis South in 1991 or 1992; Windsor has built minivans from their dawn.)
On the inside, the minivan had a clear space advantage; not only was it far roomier, but the wheelhouses took up much less space, and the extra usable length and height really made a difference both in actual capacity and in "feel." For the first time, it was fairly easy to climb into the back seats or cargo bay from the front seat, too. By pushing the wheels to the four corners, Chrysler also achieved its first “cab forward” design a decade before the release of the LH which would be the first car to get that moniker (to be fair, European and Asian cars had been reducing front and rear overhang, the main element of cab forward, for quite some time).
Until 1989, transmission choices were a five-speed manual with overdrive, which greatly helped the vans’ speed and gas mileage, and a TorqueFlite automatic (wide-ratio from 1986 onward), which was not bad for around town but tended to be sluggish on the highway; the top gear ratio of 1:1 did not do much for gas mileage, either.
Seating configurations for the minivans allowed for anywhere from five to eight seats; models in 1986 were base, SE, and LE. A Convert-a-Bed was available, though it is rare to find one. Gas mileage was better than the Gran Fury, yet the interior was far bigger in terms of usable space, and parents could get into the van and walk around, fastening child seats and cleaning up. The squarish shape might have made the van noisy at highway speeds — though no noisier than the late A-bodies had been — but it also maximized interior space and provided excellent headroom in every row.
In 1986, all wheels moved to the new, superior five-stud mounting, and a fixed intermittent feature was added to the liftgate wiper/washer. Electronic cruise control was added, with a speed range of 25 to 80 mph and a 2 mph “tap up” feature; safety features included cutoffs for rapid deceleration and wheelspin. A load-sensing brake proportioning valve system was added, as well. Towing remained at 1,000 pounds (2,000 pounds for the 2.6 engine).
Three new colors were added, and a new fully integrated air dam was used for aerodynamics (though the vans continued to have considerable wind noise and wind resistance at speed). Two new interior colors, almond and cordovan, were added as well. Options included bi-level air conditioner, cruise, intermittent wipers, dual remote control mirrors, tilt wheel, privacy glass, electric rear defroster, tonneau security covver, roof luggage rack, forward locking console, power doors and locks (with new switches), power windows, six-way power driver's seat, power liftgate release, bigger battery, remote rear vent windows, Converta-Bed, and the usual large variety of stereos. Standard features included a message center, remote gas cap release, tethered gas cap, front seat storage drawer, bi-level heater/defroster, power brakes (drum rear, disc front), and liftgate wiper/washer.
| Minivan engines, 1986 | Compression |
Horsepower | Torque lb-ft | Manual mpg | Auto mpg |
|---|---|---|---|---|---|
| 2.2 liter, TBI | 9.5 | 97@5,200 | 122@3,200 | 21/27 | 20/23 |
| 2.6 liter (Mitsu), 2-barrel | 8.7 | 104@4800 | 142@2800 | (not sold) | 19/22 |
Major changes through the years included the 1987 introduction of a (Mitsubishi) V-6 engine, fuel injection on the base 2.2 in 1987, a short-lived 2.5 turbo option, extended-wheelbase versions (the "Grands,") and the supposed “first luxury minivan,” the original Town & Country. These versions were fourteen inches longer, and soon accounted for half of minivan sales. The 2.5 liter engine finally replaced the troublesome Mitsubishi 2.6; it was basically a 2.2 with longer stroke and balance shafts for smoother operation, which better suited the vans' torque requirements and were to become the standard engine until the new 2.4 liter engine arrived in 2000 The new 2.4 would survive through model-year 2009 but would only be used in the PT Cruiser (and Russian versions of the Dodge Stratus) after model year 2007.
1989 Buyers |
Voyager |
Grand Voyager |
Median Age |
39 |
39 |
Under 35 |
33% |
28% |
Median Income |
$44,700 |
$52,700 |
College Graduate |
49% |
54% |
Prof/Tech/Mgr |
34% |
38% |
Female |
52% |
44% |
Single |
9% |
3% |
In 1989, a rear shoulder belt retrofit kit was made available through dealers (part number 4571683 for standard vans, 4571687 for Town & Country and Grand models). The rear shoulder belts would not become standard until 1991. (Retrofit kits are sold by discount Mopar parts dealers for around $114 per set of seats.) This kit requires drilling 1" diameter holes, so you will probably need some help getting them in - your local body shop will be puzzled but possibly happy to help. The rear shoulder belts are positioned very low and are not suitable for adults.
The interior of the first generation minivans were almost identical to the Plymouth Reliant and Dodge Aries on which they were based; the instrument panel and many interior trim pieces were identical, cutting development and production costs on a vehicle whose success was far from assured. This changed in the 1991 redesign, which dramatically altered the look and feel of the minivans, inside and out, with many tuning changes. Indeed, Chrysler had to work hard when they actually created the 1996 minivans from the ground up to beat their own 1991 models.
Each new generation increased the space of the van and the power of
the engines, without lowering gas mileage, thanks to advances in
engineering, design, and internal corporate processes. Even under Bob Eaton and the DCX puppet CEOs, while the minivan got heavier and heavier, it didn’t lose acceleration or economy.
Roger Lister pointed out:
The A-604 electronically controlled 4 speed auto was introduced in 1989, and the AWD (all wheel drive) was introduced in 1991 with the 3.3 V6. AWD was offered on both short and long wheelbase vans, but I believe was only offered with the 3.3 and A-604.
Exports to Europe began in 1988, four years after the first Renault Espace was sold; the Europe-dominating Espace was created by Matra when that company was owned by Chrysler, and used a Chrysler-owned SIMCA as its basis. Matra has already sold soft-roader SUVs based on SIMCA chassis as well as SIMCA-based sports cars. Since Dodge and Plymouth were not sold in Europe at the time, the Plymouth Voyager minivan was rebadged and modified somewhat to become the Chrysler Voyager, a name that is still in use.
In 1990, a Chrysler-designed V-6, the 3.3, was added to the mix. This strong, durable engine proved to be very popular, and remained in the mix until (as of this writing in 2010) 2010 (possibly 2011).
The first major redesign was in 1991, and included major changes to the suspension and steering, optional antilock brakes, standard shoulder belts for all passengers, and optional all wheel drive. The next year, driver airbags were made standard, and an integrated child seat was added as an option. 1991-1996 minivans.
In 1992, Chrysler minivan production in Austria began, with a turbodiesel Chrysler Voyager appearing in 1993. The Austrian factory, a diesel engine, and manual transmission brought Chrysler 23% of the European minivan market in 1994. (After Daimler took over Chrysler, Mercedes took over the Austrian factory, and all minivans, regardless of their destination, were made in North America, and sales dropped; see European Chrysler minivans.)
In 1992, a Dodge Caravan with an airbag earned the best scores ever recorded for a van in the U.S. government’s crash test program. The roof racks were switched from chrome to black plastic.
In 1993, the first electric minivan, the TEVan, was introduced for fleet use only. It was sold mainly to electric utilities, which could sell or scrap them after their planned work life; many were sold at public auctions, and some are still in use. A V6-powered minivan that ran on compressed natural gas was also produced starting in 1993.
Though the second generation of minivans was drawing to a close, numerous changes were made to enhance the 1994-95 models.
1996 brought another major redesign, which greatly increased interior space, comfort, and reliability. The 2.5 liter engine was replaced by the new 2.4 liter four, bringing the power of the Turbo 2.5 without turbo lag or premium gas, and with better low-end torque. The Chrysler-made V-6s had power upgrades.
Chrysler's second electric minivan, the EPIC (pictured below) was introduced in July 1997, and was leased to government and utility fleets.
The 2001-2007 minivans were introduced to the world on January 10, 2000,
and featured more powerful engines (180 hp 3.3 and 245 hp 3.8), no
Mitsubishi engines, superior handling, and
many "fine tuning" improvements designed to keep Chrysler minivans at
the pinnacle.
In 2003, the Grand Caravan was repackaged to form the Chrysler Pacifica, which ran through 2008, on the same assembly line as the Grand Caravan. The Pacifica featured a 3.5 liter V6 not used on other minivans, with a 3.8 liter base engine in some years.
The 2005 long-wheelbase vans brought seats that fold into the floor ("Stow-n-Go"), a feature so popular that Chrysler started to record increased minivan sales despite the introduction of new Toyota, Ford, Honda, and Nissan minivans. The feature was so well received that Chrysler expanded production of the Stow-n-Go models to a second plant, the larger St. Louis plant, and put it into short-wheelbase models as well as long-wheelbase ones.
The 2008-2010 vans added a new six-speed automatic transmission and 4-liter engines to the top models; in 2009, retuning gave the four-liter engine the highest gas mileage of any minivan sold in 2009-2010, with 17 mpg city, 25 highway. The swivel seats gained considerable interest, but many felt the interiors and driving dynamics were not up to the popular 2001-07 minivans. The 2011 revisions were designed to solve these issues, and replaced the three existing V6 engines with one new 3.6 liter Pentastar V6, which outpowered and out-gas-mileaged all of them.
Who invented the minivan?
Chrysler invented the modern minivan (as opposed to the compact van) —twice, in two different continents, using entirely different bodies. Richard Moss pointed out that Chrysler Europe was working with Matra on a minivan in the late 1970s / early 1980s. When it was ready to go into production, Chrysler sold most of its European operations to Peugeot-Citroen (PSA), which dumped the fledgling minivan. Matra took the design to Renault, which modified it to fit the Renault 21 drivetrain...resulting in a calendar-year 1983 introduction and Europe's most popular minivan. If Chrysler had held on to Chrysler UK, it may well have had a greater European foot-hold - but that's another story. The American Plymouth Voyager and Dodge Caravan were also introduced in 1983, as 1984 models. (The full story is here!)
Richard Beck pointed out that the Chevrolet Corvair had a Greenbriar model, a few came with cargo area doors on the driver's side. "It is said they had a tendency to break in half at the midsection because of those two sets of double doors. What attracted me to the Voyager is the four banger engine with 100 horses and a five speed. Also it has a tow hitch and roof rack..it's my all-purpose all-sports car. Hauling a sailboat, or carry a canoe and bicycles, or sleep in it. I like the power rear vent windows and innovative sliding side door. I love the lift gate as a porch roof." (There were numerous small vans before the minivan, including the Volkswagen Microbus and Dodge’s own A-vans.)
At the time the minivan was brought out, Dodge still had a lock on the full-sized van market.
Turbovans
A large number of minivans were built with turbocharged 2.5 liter engines. These were all the Turbo I (not intercooled) variety and produced about the same horsepower as the Mitsubishi V6 available in similar years. The turbo was mainly a stopgap until the V6 was available, though both were sold in one year. The stock turbo performance was not impressive with the automatic, but it was good with a five-speed stick - a rare combination, unfortunately. Because the turbocharger system relies on vacuum control systems, it is easy for these vehicles to have performance problems as the tubes age and crack, and the control system parts are impossible to find at dealers. With the help of current owners, you should be able to reconstruct and improve on the system. Several people, notably the late Gus Mahon, used simple but very clever devices to bring these minivans to life - making them faster than most sports cars, and without the expense of, say, getting a Civic to beat a Neon R/T. A huge gain can be obtained by installing an inercooler.
Overall, the most interesting part of owning a turbo minivan is either the thrill of beating a "sporty" car at a traffic light (or on the highway), or the stares you get when you tell people you have a turbocharged minivan. As Chuck Green wrote: “I bought a third turbo minivan, a 1989 Dodge Caravan SE, from a master tech for a local Dodge dealership. Took her to the track a week ago today and she ran a best of 17.24 @ 79.24. [Editor's note: turbo minivan times vary quite a bit! There's a 12-second van out there...]
Concept minivans
1998 Voyager XG, Dodge Caravan R/T, and Chrysler Pacifica
| CC showed three minivan concepts, the Voyager XG, Caravan R/T, and Pacifica, at the Windsor assembly plant.
The Dodge Caravan R/T (pictured at right, click for higher resolution) includes the most powerful minivan engine (225 hp), two Dodge Viper hood scoops, a brushed aluminum instrument panel, racing-inspired accelerator and brake pedals, and black rubber flooring. The Plymouth Voyager XG was designed for outdoors people, and includes a removable ice chest. |
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The Chrysler Pacifica (pictured at right) has more luxury, including overhead storage bins and lighting, power leather seats with power foot rests, and roof-long skylights, not to mention the LHS grille. The roof-long skylights were picked up by the Nissan Quest, but were not used by Chrysler! |
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