Dodge Grand Caravan

It was 1995 and my BMW 5-Series, as nice as it was, didn’t serve the purposes of my growing family and even faster growing business,

I've been a Caravan fan for a long time. (Photo: Trevor Hofmann, Canadian Auto Press)

so I did what any five-times BMW owner would do in such a pre-X5 state of life, I drove down to my local Chrysler store and asked a salesman to get me one of those cool new Dodge Caravans with the dual sliding side doors in the same colour as my 5. Say what? Yes, and you’ve really got to appreciate the times. Minivans weren’t tainted with as much of the soccer mom stigma they suffer from now, and the new Caravan was actually considered sporty by family standards… appreciate that I grew up being toted around in wood-paneled full-size wagons.

The Caravan, a short-wheelbase model in Fern Green and featuring all of the necessary upgrades, such as power windows, air, and whatever else came with the just above base package, was faultless during the two-plus years I had it. With more than 160,000 kilometers of hard driving under its belt (80,000 per year being just a bit over the national average), I became a believer in minivans in general due to their unparalleled usefulness, and a believer in the Caravan specifically.

Now I know that not everyone has experienced trouble-free life with their Chrysler Group minivans, as I’ve been told numerous times and have read on forums and message boards across the web, but from what I understand these have been some of Chrysler’s most reliable products, and more often than not its Caravan, Town & Country and, back in the day, Voyageur customers have been well served and therefore loyally happy. If it wasn’t so, how would it have been possible for the two remaining models to completely dominate the segment after all these years, especially considering the many worthy competitors that have come and, in some cases, now left the segment?

In

The new van (right) looks miles more modern than the outgoing model... and it's miles better too. (Photo: Trevor Hofmann, Canadian Auto Press)

Canada, at least, Chrysler owns about 36-percent of the minivan market, which comprises 11-percent of Canadian vehicle sales, making its Caravan traditionally the 3rd highest selling vehicle in the country. Canadians purchased more than 4,200 of these things in June of this year alone, and in 2006 Chrysler Group sold 62,624 of the practical family haulers, and that out of about 171,000 total sales in the segment. That’s more minivan sales than Honda, Toyota, Ford and Mazda combined, and now Ford has completely dropped its Freestar after only 11,692 units sold in Canada during its last year of production, while GM, after nixing its recently revised Pontiac Montana SV6 and Saturn Relay vans, looks ready to leave the segment altogether as well, although its 43,278 unit sales in 2006 was much more substantial (although four different models were needed to reach this number so the cost of sale was much higher). With Ford gone and GM most likely out of the picture for the short term at least, there will be a number of disenfranchised, budget-oriented

Budget and sport-oriented driver's may prefer the look of the Caravan (left), where luxury buyers will probably step up to the new Town & Country (right). (Photo: Trevor Hofmann, Canadian Auto Press)

minivan customers in the market and Chrysler stands to gain some new conquest customers. But why should Chrysler buck the import dominating automotive trends by conquesting customers in a market where four powerful import brands, Toyota, Honda, Hyundai and Kia, have extremely good products? Simply, the Caravan and Town & Country are extremely good, and more budget-oriented than their competitors, possibly accepting the Koreans.

Yes, the new Caravan is extremely good, as is the new Town & Country, so good in fact that I believe it is once again the best duo of minivans in the segment. They do everything well from a practical standpoint, and look good doing it… or at least I think so. Their squarish profiles leave the previous vans’ seriously outdated ovoid shape so far back in the proverbial dust that I’ve already put them out of my jaded mind, a design that I was never particularly fond of when put beside their predecessors (the one that lured me into the minivan segment in the first place). No one will mistake the new Caravan for anything but a Dodge, its blocky crosshair grille and rectangular rear

Crossover SUVs just can't compete with minivans for interior space and overall practicality. (Photo: Trevor Hofmann, Canadian Auto Press)

end design offering up an almost truck-like toughness in a segment that is normally as soft and smooth as vanilla cream. This is a good thing, as it should help some moms and dads get over the silly aforementioned stigma minivans have acquired. After all, today’s parents are gobbling up crossover sport utilities like yesteryear’s mamas and papas bought into the minivan craze, so it’s only a matter of time before crossovers are seen as the “soccer mom” appliances that minivans are now, just like wagons were perceived so during the minivan heydays. To me, minivans are cool just because they are the ultimate in practicality, and the very fact that they aren’t trying to be something they’re not (crossovers rarely live up to their 4x4 image when off-pavement) gives them a self confidence unto themselves, a self-secure image that I believe mirrors the people who drive them.

And this one is a joy to drive, especially in top SXT trim. The smooth riding yet agile suspension is complemented by the same six-speed automatic transmission that transformed the Pacifica into a lively highway cruiser last year, although its top rated engine isn’t 4.0-litres in Canada, unlike the U.S., but rather 3.8 for 197 horsepower and 230 lb-ft of torque. Before discounting it as less than adequate to do battle with the Japanese and Korean competition due to its lower horsepower rating, torque is what matters in this class and 230 lb-ft is quite substantial, especially when mated to the only six-speed automatic in the segment. Still, I can’t help wondering why Chrysler Canada chose not to include the 4.0-litre V6 that’s in the top-line Town & Country, with its strong 251 horsepower and a class-leading 259 lb-ft of torque. I suppose the lack of this powerful mill in the Dodge lineup makes a good argument for moving up to the more luxurious Town & Country, but my beef

The new Caravan's squarish lines are a welcome change from more than a decade of ovoid vans. (Photo: Trevor Hofmann, Canadian Auto Press)

is that some folks (like me) would want the sportier design of the Dodge more than the classy T&C, and therefore will be put off by its less motivated powertrain. Now I’m left shaking my head in disbelief, wondering which marketing “guru” missed the meeting when the Canadian division signed off on such a bizarre move. Yes, I know that the American division separates its stores between brands, where in Canada we offer all three brands in one store allowing the belief that customers who want additional features will just move up to the T&C, but to me it seems that Chrysler Canada has entirely missed the opportunity to not only reach more potential buyers but also make more money from a large percentage of Dodge Grand Caravans. The brilliant 300C SRT8 aside, I’m more of a Dodge person than Chrysler (although that would change quickly if they put the Firepower into production), and I know many like me who sway one way or the other based on styling alone. Chrysler has the benefit of offering two unique van designs targeting different market segments, where its

The top-line SXT's chrome look is nice, but a little SRT grit might make for a fun family ride. (Photo: Trevor Hofmann, Canadian Auto Press)

Japanese competitors, Toyota, Honda and Nissan, only offer one apiece. Where the chrome-laden, upscale Chrysler will attract an older more established buyer more often than not, the sportier Grand Caravan will be more appealing to youthful families. And I don’t know about you, but from what I’ve been led to believe, horsepower sells well in the 30- to 40-something crowd that Dodge is targeting with the Caravan. Snubbing the 4.0-litre is also an odd move considering how much money Chrysler has put into building up Dodge’s image as the performance brand. In minivans, at least, Chrysler wins out on that front, with the Canadian Caravan ending up the undernourished child of the family.

Who knows, maybe a sport-oriented Grand Caravan RT is in the works (which would be brilliant being that “RT” is the internal code name for the new Chrysler Group vans), with the top-line 4.0-litre powertrain upgrade, a sport suspension, 18-inch aluminum wheels and a few additional go-fast options, or what about an SRT6,

On the road, the Caravan delivers an excellent ride and deft handling. (Photo: Trevor Hofmann, Canadian Auto Press)

complete with a few engine tweaks, a racier exhaust, an even sportier suspension, heavily bolstered SRT buckets up front, carbon fibre interior trim, double racing stripes over its hood and down its back, massive 20-inch alloys on low-profile rubber all-round, deep and dangerous ground effects, a rear spoiler atop the liftgate, a graphite black diffuser under the rear valance, and a big, fat hood scoop just behind the blackened honeycomb grille surrounded in body colour crosshairs. Hey, a family guy can dream, can’t he?

Back to reality, most folks will be more than happy with the acceleration the optional 3.8-litre V6 allows when leaving a stoplight. This is a really smooth drivetrain too, and I didn’t find it particularly thrashy in the upper rev ranges. If performance isn’t your thing Dodge offers a lower end model too, featuring the brand’s 3.3-litre V6 (the four-cylinder is now gone). It makes a reasonable 175 horsepower and 205 lb-ft of torque, and despite labouring through

This 4.0-litre van is a great deal more responsive than the 3.8... but Chrysler Canada won't let you have it. (Photo: Trevor Hofmann, Canadian Auto Press)

a four-speed automatic transmission, should move its occupants along quickly enough not to frustrate when merging onto the highway. I wasn’t able to drive it during the van’s intro in and around San Diego, so you’ll have to give me your feedback once you’ve driven it. My guess is that Canada’s top-line 3.8-litre drivetrain will be worth the extra coin if money isn’t a factor. Then again, having driven the U.S.-spec 4.0-litre Grand Caravan SXT on some of the same routes as the 3.8, and experiencing its comparative performance boost and only imagining its greater capability under load, and then factoring in that fuel economy hardly suffers, it’s no contest. The 4.0-litre is the way to go. Maybe Chrysler Canada will reconsider if enough of you ask for it?

Still, the question of power aside, try and name me one alternative that can haul seven adults in comfort, double as a cargo carrier, ride and handle much like a car and return an EnerGuide estimated 8.4 L/100 km fuel economy rating for $25K and change? OK, there’s actually two. Chevy’s long in tooth Uplander, bargain priced at $24,390, and Pontiac’s mostly cloned Montana SV6 at $25,060, but I’m not going to take the time to compare the GM vans to the Dodge, as the Caravan is all-new and the Uplander/Montana duo is a three-year old design that was nothing more than a refreshed Venture/Montana under the skin when it debuted (the designers didn’t even try to cover up this fact when allowing its rear end styling to continue forward unchanged). To be fair, there’s nothing particularly wrong with these reliable work horses, and some interior elements are actually quite nice (the “protein” leatherette on the door panels come to mind) while fuel economy has long been above average, but in most respects they pale in comparison to the new Grand Caravan, in standard Canada Value Package trim, that only costs a tiny bit more.

Even

Enough airbags for you? The new Grand Caravan is a safety leader. (Photo: Trevor Hofmann, Canadian Auto Press)

an SE model with the segment-leading Stow ‘n Go seating system, which, if you haven’t heard, folds both rear rows of seats neatly under the floor for an entirely flat loading area, can be had for less than $28,000. Putting this into perspective, you’ll still need to dig $2,000 more from your wallet if you want to “aspire” to a Kia Sedona and will need an additional $200 for the base Hyundai Entourage. Toyota and Honda? You guessed it, the former starts at $31,750 and the latter for $33,300. And the Japanese vans aren’t exactly loaded… far from it in actual fact.

For instance, where the Sienna doesn’t include traction and stability control or four-wheel discs in base trim the Caravan does, but I suppose it’s unfair to compare these vans on one or two issues, despite their importance for safety’s

Yes Essentials stain and odour resistant antistatic seat and trim material fabric is the way to go. (Photo: Trevor Hofmann, Canadian Auto Press)

sake, as each includes features that one-ups the other, and contrarily omits some seemingly obvious items from the standard list. The Caravan seems to be hitting more on the mark, mind you, with standard ABS to go along with those four-wheel discs, traction and stability control, plus standard side-curtain airbags, tire pressure monitoring, and power locks with remote keyless entry (an absolute must in a vehicle this size and with so many doors). I couldn’t see ordering a minivan without power windows in the rear (power front windows are standard), as the kids often can’t reach when you need rear ventilation, although these are available with a move up to the top-line SXT model.

Yes, even if you get the middle of the pack SE with the Grand Caravan’s fabulous Stow ‘n Go seating system (the base van gets Stow ‘n Go for the rearmost third row) that allows both rear rows to fold completely flat into the floor, and when the seats are upright opens up unsurpassed under-floor storage in the covered bins the seats would otherwise occupy, plus YES Essentials stain and odour resistant antistatic seat and trim material, a centre floor console, cruise control, body colour exterior mouldings and a roof rack, you still won’t be able to get power windows in the rear. I would have said that this would be the most popular package if it weren’t for this packaging oddity, but my money is on the top-line SXT being the one most Canadians spring for, if not just to get the power windows, which are also now integrated into the sliding side doors, but also for its steering wheel mounted audio controls, power adjustable foot pedals, extra chrome trim on the grille and side mouldings, upgraded 16-inch alloy wheels, and leather wrapped steering wheel and shift knob. The fact that it’s still less expensive than most of its competitors will make the SXT the Caravan to have. Incidentally, it also comes with a

The Caravan's interior design is attractive, but it's time for Chrysler to up plastics quality or be left behind. (Photo: Trevor Hofmann, Canadian Auto Press)

premium instrument cluster with a tachometer, a trip computer with a compass and ambient temperature display, power foldaway mirrors, front fog lamps that really dress up the van’s face, and a remote start system ideal for cold winter mornings (or alternatively good for cooling the van off before leaving the Steamworks Brewing Company in Durango, Colorado on a hot spring afternoon – been there done that).

The van I was driving in and around San Diego was even more loaded than this, with the top-line V6 and six-speed automatic under the hood, 17-inch chrome alloy wheels, a trailer towing package, three-zone climate control (the third being for rear passengers), heated front and second row seats (not that they were needed), window shades for the second and third rows (must-haves if you have an infant or small children), an Infinity Acoustic 9 audio system with an outrageously powerful 506-watt amp connecting through to eight speakers and a subwoofer (the latter a minivan-exclusive), 7.1 surround-sound, Sirius satellite radio (rotating between First Wave 22 and Lithium 24), an aux plug, USB connection, 115-volt inverter, and 20-gig MyGIG hard drive, rear-seat entertainment with twin eight-inch video screens, a DVD player (with live television featuring three channels of Sirius Backseat TV: Disney, the Cartoon Network and Nickelodeon – U.S. only), wireless headphones, aux plug-ins for video games, all running on separate channels, plus Bluetooth cell-phone connectivity, key-fob-activated remote-starting capability (and what a nice looking key fob it is), a backup camera, Homelink parking garage opener, security system, not to forget power sliding side doors and a power rear liftgate, the latter two part of the Power and Remote Entry Group, which also includes a personal favourite for long trips, manual lumbar support that just happens to come with a powered driver’s seat.

Alternatively

A USB slot and aux plug are indicators of how advanced the Caravan's infotainment system is. (Photo: Trevor Hofmann, Canadian Auto Press)

to Stow ‘n Go, you can now get the new Chrysler Group exclusive Swivel ‘n Go seating system, bringing back the days of playing cards in the back of our customized Econoline while Dad drove to a remote campsite… we never had a VW Westfalia van, but those who grew up with one will certainly have similar memories. The back seat swivels around 180-degrees and a two-piece table can be pulled out from under the second row and assembled without much difficulty, allowing rear passengers to hang out and do fun family activities (a heck of a lot better for growing minds than the DVD entertainment system) while you're on your way to a fun family activity (like the exotic animal ranch we were taken to on our journey or, even more fun, a man-made surf park on the beach in San Diego. Still, with very little legroom when the seats are facing each other, a fun game of UNO could quickly turn into a rugby scrum of skinned shins and crying siblings (best for kinder, gentler families). That table can be fixed onto the rear tailgate for camping or picnics too, with the liftgate offering shelter from a storm. An additional benefit with Swivel ‘n Go is the ability to spin them halfway to allow for easier ingress and egress by elderly or handicapped passengers. Once in place at a 90-degree angle,

Fish, anyone? (Photo: Trevor Hofmann, Canadian Auto Press)

you can just swivel them to the forward facing position and lock the seat into place. An aftermarket feature that does this will set you back thousands. Integrated child booster seats are also available (although you can’t get them with the second row Stow ‘n Go either), and will probably prove quite popular with new government regulations for booster seat use. And yes, there are a number of other standard features and options available that I’m not going to go into right now, but you can at www.dodge.ca if you are so inclined.

One thing I will mention is that the old standard wheelbase Caravan (the one I used to own) is no longer available, so go “Grand” or go home. And this one is even grander than the last, with a wheelbase that’s been lengthened nearly five centimeters (two inches), the front track widened by 64 mm (2.5 inches) and 38.1 mm (1.5 inches) added to the rear, while its overall length has been stretched by two inches. The body structure rides on a completely reworked suspension with struts up front, plus a larger stabilizer bar for more controllable turn-in, and a twist beam setup with coil springs in the rear. Additionally, the new Grand Caravan, along with its T&C sibling, is the only minivan to offer self-leveling shocks.

Through the arid mountains of Southern California the new Grand Caravan was sure footed, helped along by those optional 17-inch rims, and then further on in the day while driving around town it was certainly easy to negotiate, even in La Jolla’s heavy late afternoon traffic. I love the combination of SUV-like visibility and car-like ride and handling minivans offer, and the Caravan is especially enjoyable to drive thanks to the rally-inspired positioning of its gearshift lever that sits up high on the dash, within

The switchgear is a big move up from the old van. (Photo: Trevor Hofmann, Canadian Auto Press)

easy reach of the steering wheel. I was even able to keep my hands on the wheel while shifting through its AutoStick manual mode with my fingers (only the Koreans offer manual mode in a van, btw). The YES Essentials fabric covering the seats and trim left me hardly wanting leather despite my luxury leanings, as it looks cool and is literally cooler in the summer and warmer in the winter than hides would be. Still, leather will be a late delivery option, so check with your dealer to see when it will be available.

The van’s switchgear is also a big move up from the last generation, the chrome detailing is a nice touch, and the optional overhead ambient lighting and airliner-like swivel spot lamps are really upscale. What isn’t upscale is the plastics quality, once again. Chrysler Group needs to move its game up in this regard, especially considering Volkswagen, the leader in entry-level interiors, will be sharing the framework of this very van for its upcoming North American-only Eurovan replacement. According to designer Ralph Gilles, who I pulled aside for a one-on-one during the Caravan launch program, they are preparing to do just that with the Caravan’s mid-cycle upgrade in about two years time. I, for one, can hardly wait. I should mention, mind you, that everything fit together nice and tight, with no rattles of any kind and no concern for the van’s overall quality. It’s just the perception of quality that misses the mark, so if you’re not one to worry about soft surfaces, I’m sure the Caravan in its current state won’t offend. And to be realistic, neither the Odyssey nor Sienna is much better in this regard. Hyundai and Kia? Well, that’s another story. Still, none comes with a removable, cordless, rechargeable flashlight in the cargo area… take that Japan!

Plus

New electronic key fob is a cut above. (Photo: Trevor Hofmann, Canadian Auto Press)

you can’t get navigation in either of the Koreans, and I used the optional voice-activated system to get around roadways that I don’t know all that well, made especially obvious when I took a wrong exit and piloted my co-driver onto the I-5 instead of where we wanted to go. Near standstill traffic forced us to get off or just sit and wait, and the trust we had in the system allowed us to take the next exit and venture down to the waterfront with the confidence of knowing we’d find our way back to the hotel without problem. We did.

If we hadn’t we would have been easy to find, the only ones traveling around aimlessly in So Cal in an Inferno Red Crystal Pearlcoat ’08 Grand Caravan (or at least one of only a few). There are seven other colour options, incidentally, with the regular silver, black, white and beige tones available, of course, plus a few interesting hues including dark and rich Modern Blue Pearlcoat, bright and

Dodge perfects the perfect family vehicle... almost. (Photo: Trevor Hofmann, Canadian Auto Press)

lively Marathon Blue Pearlcoat, and my personal favourite, and the colour I’d choose to base my SRT6 version on, Sunburst Orange Pearlcoat. Yes, a beautiful burnt orange minivan, for those proud of their parental status. Interiors come in only two combinations of two-tone shades, including Dark Slate and Light Shale, or Medium Slate Grey and Light Shale.

Even completely loaded (minus the leather seating surfaces which can’t be purchased yet) the Grand Caravan SXT only costs $37,220, plus $1,350 for the destination fee. This puts it in the same price league as well-optioned compact SUVs that don’t get as much passenger room or storage capacity, obviously, but also don’t offer the same level of family friendly features.

Truly, while vanity might cause us to want to play into the current crossover SUV trend, if we allow practicality to win over we’ll most likely be a great deal happier with life. After all, there’s nothing on wheels more convenient than a minivan, and Dodge’s new Grand Caravan is probably the most convenient of all. With its myriad seating possibilities and almost endless combinations of features, one that is certain to fit your family’s lifestyle, it’s difficult to beat. This should keep the Caravan atop the sales charts in Canada and the U.S. for years to come.

Specifications:

• Price Range (MSRP): $ 25,495 – $37,220
• Destination: $1,350
• Body Type: minivan
• Layout: front engine, FWD
• Base Engine: 175-hp, 197 lb-ft of torque, 3.3L, 12-valve, DOHC V6
• Opt. Engine: 197-hp, 230 lb-ft of torque, 3.8L, 12-valve, SOHC V6
• Transmission: 4-spd auto (opt. 6-spd auto)
• Brakes (front/rear): disc/disc, ABS, EBD
• Exterior Dimensions (L/W/H/WB): 5,144 / 1,953 / 1,750 / 3,078 mm (202.5 / 76.9 / 68.9 / 121.2 in)
• Track (frt/rr): 1,664 / 1,646 mm (65.5 / 64.8 in)
• Turning Radius: 11.6 m (38.0 ft)
• Curb Weight (est.): 2,033 kg (4,483 lbs)
• Seating Capacity: 7
• Cargo Volume (3rd row/2nd row/1st row): 915 / 2,339 / 4,072 L (32.3 / 82.6 / 143.8 cu ft)
• Towing Capacity (w/ tow package): 816 kg (1,800 lbs)
• Fuel Economy (city/hwy): 12.6 / 8.4 L/100 km (13.3 / 8.7 L/100 km w/ 3.8L)
• Warranty (mo/km): 36/60,000 comprehensive - 60/100,000 powertrain
• Competitors: Chevrolet Uplander, Chrysler Town & Country, Honda Odyssey, Hyundai Entourage, Kia Sedona, Nissan Quest, Pontiac Montana SV6, Toyota Sienna
• Web Site: www.dodge.ca