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 actually started working on them in the early 1970s, with full development starting in 1980. Indeed, one engineer told us 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 of ever there was one).
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 scope of the program was to design a station wagon
type vehicle that was not derived from another vehicle; i.e. 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 FWD which afforded 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.
When work on the minivan first started, Chrysler still dominated the full-sized van market, with a market share of 45 percent. Their market share was due to offering carlike conveniences, such as power windows, locks, and seats, good stereos, and rear window defrosters. This led to the idea of a downsized van for families, one which would not cannibalize full sized van sales, but would instead steal sales from station wagons - which Chrysler was not selling much of anyway.
Glenn Gardner, Dodge Truck product planning manager in the late 1970s, was given the job of turning the concept of a "Super Wagon" 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 fewer than 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. (Glen Gardner was later to lead the highly successful LH car project.)
While
there were many rear wheel drive components available off the shelf
(and a very small development budget), there was practically nothing
for front wheel drive. The K cars were just being developed. The Horizon, while it had an advanced suspension and front wheel drive, had been developed by the former Rootes Group and Simca. The slant six engine,
natural for a minivan, would have required rear wheel drive to be
practical. Initial drawings indicate that the Horizon platform was
considered, but the minivan was eventually to be based on the K
platform, which was developed at about the same time. (See the image
above, contributed by Chrysler.)
Research conducted in 1978 showed that other customer-based needs included the ability to park in the average garage, a large interior space (at least four feet high, five feet wide, and ten feet long), a side door opening at least 30 inches, 48 inches between wheel wells for the proverbial 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 for versatility. 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. Most people wanted bucket seats, and side door entry. 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).
Though most wanted a V6, Chrysler would not have one ready for 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 . A 2.5 liter turbo
later became optional, and the 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 very quickly, 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.
Hal Sperlich was a major force in the minivan creation. Lee Iaccoca also made a contribution, committing 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 - and still is - too slow, lumbering, and inefficient 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.”) 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. 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. 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, and extended-wheelbase versions (a year later to be dubbed the "Grands.") 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. (To order a retrofit kit, call
Pomoco Chrysler-Plymouth at 757-833-8087. They sell at 20% off list,
about $114. Mention Allpar! Get two kits if you want to do both
middle and rear 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.
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 sale of the Renault Espace (designed by Matra when it was owned by Chrysler!). In 1992, production in Austria began, with a turbodiesel version starting in 1993. Foreign sales have been small, despite an Austrian factory, a diesel engine, and a manual transmission. Still, by 1994, Chrysler had 23% of the small European market.
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 (as of 2006, the time of writing).
The
first major redesign was in 1991, and included major changes to the
suspension and steering, as well as optional antilock brakes, standard
shoulder belts for all passengers, and optional all wheel drive. The
next year, driver air bags were made standard, and an integrated child
seat was offered. Stay tuned for a lengthy introduction to the 1991 editions.
In 1993, the first electric minivan, the TEVan, was introduced for fleet use only. The vehicle is very rare, with 56 built. James Wolfe wrote that it used a 180 volt battery pack (either nickel-iron or nickel-cadmium batteries), and was sold mainly to electric utilities. After they were used, they could be sold or scrapped; James bought one at a public auction. He wrote that there are about a dozen TEVans in private hands, four or five of which are still in use. His Web site has more information. A V6-powered minivan that ran on compressed natural gas was produced starting in 1993 as well.
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 based on the Neon's engine (which produces the same power as the old Turbo 2.5 but without turbo lag or premium gas - and also without the performance potential). All the Chrysler-made V-6s have been receiving regular power upgrades.
Chrysler's second electric minivan, the EPIC (pictured below; information from James Wolfe), was introduced in July 1997, and was leased to government and utility fleets.
Chrysler's minivans, their K roots and T-115 label long forgetten,
remain the most popular minivans in North America, despite constant
challenges from nearly every major auto company.
The 2001 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 engine option (for the first time), superior handling, and many "fine tuning" improvements designed to keep Chrysler minivans at the pinnacle. We have gobs of information on these vans.
In 2003, the Grand Caravan was repackaged to form the Chrysler Pacifica, which ran through 2008, produced on the same assembly line as the Grand Caravan. The Pacifica originally featured a 3.5 liter V6 not used on other minvans.
The 2005 long-wheelbase vans introduced 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 a finally-competitive Toyota Sienna, new Ford and Nissan minivans, and the expected revision of the trouble-prone Honda Odyssey. The feature was so well received that Chrysler has 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 vans were expected to leapfrog the popular
Toyota Sienna and the reliability-impaired Honda Odyssey, but despite the new six-speed automatic transmission and 4-liter engines, they have received mixed praise; the swivel seats have gotten considerable interest, but driving dynamics are not up to the outgoing models.
Who invented the minivan?
Chrysler invented the modern minivan (as opposed to the compact van, whose creation is often credited to Volkswagen) - twice. 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, GM and Ford vans, and Dodge’s own A-vans.
It is worth noting that 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.
Chuck Green wrote: I bought a third turbo minivan. This is a 1989 Dodge Caravan SE...I got it from the second owner, 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 seem to 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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Minivan links
Minivan discussion page | Main minivan page | Grand, Standard, 2000 Town & Country reviews | 2001+ Minivans | Engines | Timing belt and water pump replacement
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