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):

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. 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.

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. 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.

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!

1984 Dimensions Minivans K-Cars K Wagon Wheelbase 112 100 100 Length 175.9 176 178.5 Width 69.6 68.9 68.0 Cargo bay length* 82 n/a 64 Min. cargo width 48 n/a 39 Turning Diameter 41 35.2 35.2 Headroom 39/38.5 38.6 / 37.8 38.6 / 38.5 Legroom 38.3/36.1 42.2 / 35.4 42.2 / 34.8 Max cargo volume* 125 cu ft 15 cu ft 67.7 cu ft * Minivan: no rear seats. Wagon: seats down.

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.

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, 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. (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.

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.

Chrysler minivan firsts

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).

In 1992, Chrysler minivan production in Austria began, with a turbodiesel Chrysler Voyager appearing in 1993. Foreign sales have been relatively small, but 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. (European Chrysler minivans)

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. See the 1991-1996 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. 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. 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) —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.

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! Chrysler Pacifica

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