Ford Aerostar

At Ford, development of a minivan began in the early 1970s, starting life as a companion model to the third-generation Ford Econoline/Club Wagon.[2][3] As its full-size van was slated to grow in size for its 1975 redesign, Ford explored the concept of a "garageable van", using a roofline with a height to easily fit through a typical garage door opening. Additional objectives for the vehicle would include increased interior space over station wagons and more attractive styling over full-size vans.[3]

Dubbed the Ford Carousel, a prototype was tested from 1972 to 1974.[2][3] To achieve its "garageable" status, its roofline was lowered approximately 12 inches in comparison to a standard-wheelbase Ford Club Wagon (placing its height close to that of the Ford Windstar/Freestar). Along with restyled A-pillars and a completely new front fascia, the Carousel received a wagon-style roofline (with wraparound window glass); in a key indication of its future as family-oriented vehicle, the Carousel wore a rear tailgate with a drop-down rear window with simulated exterior woodgrain trim. Inside, it was fitted with two rear bench seats with interior trim similar to the Ford Country Squire and Mercury Colony Park.

While the Ford Carousel received a positive response by many Ford executives for a potential 1976 introduction, it ultimately would not reach production.[3] While financial constraints forced the company to divert funds towards critical projects (such as the Fox platform and Panther platform), the 1973 energy crisis played a major role as well (the prototype was fitted with a 460 V8, shared with full-size Ford vehicles and one-ton Ford trucks[4]).

In 1978, Lee Iaccoca and Hal Sperlich both departed Ford and were hired by Chrysler; the Chrysler minivan project was approved by the end of 1979. While adopting the basic "garageable van" concept of the Ford Carousel prototype, the resulting 1984 Dodge Caravan and Plymouth Voyager were far different vehicles in terms of layout and engineering.

During the early 1980s, as the American automotive industry learned of the development of the Chrysler minivans, Ford commenced development of its own vehicle in response. The energy crises of the late 1970s had made fuel economy a high priority of vehicle design; as such, producing the Ford Carousel (downsizing the Ford Club Wagon to a lower height) would not be a competitive option for Ford.

While using the 6-foot height of the Carousel as a starting point in concept, the 1980s Ford "garageable van" was a completely clean-sheet design. In a major shift, the new design shifted mechanical commonality from full-size trucks and vans to the compact Ford Ranger in an effort to reduce weight. In what would be a major break from the Chrysler and GM minivans, the Ford minivan received a distinct chassis (with model-specific front and rear suspension).[5] To further improve fuel economy, Ford added a number of lightweight materials for the body, using plastic bumpers, fuel tanks, liftgate doors, and hoods; aluminum was used for the driveshaft, axles, and wheels.[5]

In 1984, the Ford Aerostar name was first used as Ford unveiled a concept vehicle previewing the final production minivan.[6]

1987 Ford Aerostar XLT

The Ford Aerostar used the rear-wheel drive Ford VN1 platform, developed specifically for the model line. The first Ford light truck designed with a unibody chassis, the VN1 chassis (the first Ford chassis given an alphanumeric designation) was reinforced with full-length integrated frame rails. The hybrid chassis design provided the Aerostar with the same 5,000 pound tow rating as the Chevrolet Astro/GMC Safari (​2 ¹⁄₂ times the capacity of the Chrysler minivans).[6][7] To lower development and production costs of the model line, the Aerostar shared multiple suspension and powertrain components from the Ford Ranger and Ford Bronco II (later the Ford Explorer).

Ford Aerostar rear

The first Ford light truck to shift away from Twin I-Beams, the front suspension of the Aerostar more closely matched Ford full-size sedans, including unequal-length A-arms and coil springs. The rear suspension was a live rear axle fitted with a three-link configuration with coil springs (similar to the Panther-platform cars of the time).[5] During its production, the Aerostar was the only minivan sold in North America with coil springs at all four wheels.

For its 1986 launch, the Aerostar was introduced with two engines shared with the Ranger/Bronco II. A 100 hp 2.3L inline-4 (also shared with the Mustang) was standard with a 115 hp 2.8L V6 (from Ford of Europe) offered as an option; as a running change during 1986, the 2.8L engine was replaced by a 145hp 3.0L V6 (shared with the Ford Taurus/Mercury Sable).[8] Initially intended as an option, the four-cylinder turbodiesel of the 1984 concept vehicle was dropped after prototype testing.[6] For 1988, the 2.3L engine was discontinued, with the 3.0L V6 becoming the sole engine offering (with the Aerostar becoming the first minivan offering only V6 engines). For 1990, coinciding with the introduction of the E-4WD option, a 160 hp 4.0L V6 was introduced; the engine was paired with the all-wheel drive system and was an option on higher-trim rear-wheel drive vehicles.

Sharing its transmissions with the Ranger/Bronco II, the Aerostar was available with a five-speed manual until 1995 (nearly exclusively in cargo vans and XL trim); in contrast to Chrysler minivans, all automatic transmissions were 4-speed overdrive units. For 1997, a 5-speed overdrive automatic transmission was introduced for the 4.0L V6 (a first in the minivan segment).

During the 1990 model year, Ford introduced an all-wheel drive system for the Aerostar, called E-4WD (Electronic 4-Wheel Drive)[9]

In contrast to four-wheel drive systems in the Ranger/Bronco II, E-4WD was not intended for off-road driving (no low-range gearing was provided[9]), but provided increased traction in adverse weather conditions without driver input. Using a Dana TC28 transfer case with a center differential (regulated by an electronically controlled electro-magnetic clutch), all four wheels were given traction at all times. To accommodate the added weight and friction losses, the option was paired with the higher-torque 4.0L V6 and automatic transmission.

Developed specifically for the Aerostar, the E-4WD system was offered from 1990 to 1997 on XLT and Eddie Bauer trims; Ford would not again offer all-wheel drive as an option for a van in North America until the 2020 Transit.

1989–1991 Aerostar XLT

Distinguished by its sloped-nosed design, the Ford Aerostar utilized a "one-box" design similar to the Renault Espace and the Ford Transit; in contrast to its European counterparts, the Aerostar had much shorter overhangs with the wheels placed at the corners. In an effort to further improve its fuel efficiency and aerodynamics and lower its curb weight, several plastic body parts (bumpers, rear hatch) that were utilized in the 1984 concept car were adopted for production.

As a response to the Dodge Grand Caravan and Plymouth Grand Voyager, an (unnamed) extended-length version of the Ford Aerostar entered production for 1989. Sharing the 119-inch wheelbase with the standard-length version, the extended-length Aerostar added 14 inches to the rear body. During the 1990s, the extended-length Aerostar would become the most popular version of the vehicle.

While the Ford Aerostar would never see a full redesign over its 12-year production run, it would see a number of detail changes to bring it in line with other Ford trucks. For 1988, the nameplate badging was changed, moving it from each fender to the tailgate; it was changed from chrome to silver in color. In 1989, the chrome grille was replaced by a black-trim grille; the bracketed towing mirrors were replaced by integrated powered sideview mirrors. In 1992, an extensive facelift redesigned the grille, bumpers, wheels, and replaced the sealed-beam headlights with replaceable-bulb composite units (the amber turn signal lenses were changed to clear-lens units). As it was becoming a federal requirement, a center brake light was added for 1994. As the Aerostar had been slated for discontinuation after the 1994 model year, few visible changes were made afterwards. For 1997, the amber rear turn signal lenses were deleted; XLT models were given optional 14x6" seven-hole alloy wheels.

In contrast to its radical exterior design, the interior design of the Ford Aerostar adopted many industry-standard features. For example, the seven-passenger Aerostar was configured with the 2-2-3 seating layout popularized in both Chrysler and General Motors minivans. Borrowing features from full-size conversion vans, XLT-trim versions were available with second-row bucket seats; another option allowed both rear bench seats to fold down to make a bed; both rows of rear seats were removable.

However, the interior also featured several European-influenced designs: the Aerostar was fitted with a floor-mounted shifter for both automatic and manual transmissions and was equipped with a handbrake (which would become a feature in all US-market Ford minivans); in a fashion similar to the Volkswagen Vanagon, the second-row windows slid open. While cupholders were relegated to an optional armrest in the third-row seats, the Aerostar could be specified with up to six ashtrays and two cigar lighters; the interior may have been designed with a smoker in mind.

In 1992, coinciding with the exterior updates, the interior also saw a major upgrade. Along with the addition of a driver's side airbag and three-point seatbelts for all six outboard seats, the dashboard was redesigned with improved controls (many shared with the 1992 Econoline) and a new instrument panel. In 1993, integrated child safety seats were introduced as an option.

Along with a cargo van (distinguished by its available double rear doors and lack of side windows), the Aerostar passenger van (called the Wagon) came in two trim levels: base-trim XL and deluxe-trim XLT (in keeping with the Ford truck line). Many features standard on the XLT were available as extra-cost options on the XL, such as power windows, mirrors, and locks, air conditioning, and privacy glass.

XLT-trim Wagons also included the following features as extra-cost options:

• Overhead trip computer with auto-dimming rearview mirror (featuring: Distance to Empty (English/Metric), Trip Mileage, Average Fuel Economy, Instant Fuel Economy, Average Speed (English/Metric), along with dual map lights)
• Rear climate control
• Second-row Captain's chairs (quad seats)
• Fold-flat second and third-row bench seatbacks
• 8-speaker AM/FM stereo with cassette player
• Premium AM/FM/cassette sound system with 7-band equalizer and rear-seat headphone jacks
• Rear-wheel anti-lock brakes
• Electronic four-wheel drive (see section)
• Two-tone paint
• 14" aluminum wheels

1989 Ford Aerostar Eddie Bauer

Introduced during the 1988 model year, the Aerostar was one of the first Ford vehicles to feature the outdoors-themed Eddie Bauer brand as a trim package. Marketed above the XLT, the Aerostar Eddie Bauer was the first minivan marketed towards luxury buyers (for 1988, the Chrysler Town & Country was produced as a compact station wagon, not becoming a minivan until the 1990 model year).

The Eddie Bauer trim combined the interior convenience features of the XLT trim with two-tone exterior paint (tan as the accent color on the rocker panels and wheel trim) and a tan outdoors-themed interior. As on the XLT, cloth seating surfaces were standard; as part of the 1992 update, leather seats became an option. A standard feature of the trim package (an option on the XLT) was a feature allowing the second and third row bench seats to fold flat into a large bed across the rear half of the interior. However, a large number of Eddie Bauer Aerostars were ordered with the optional second-row bucket seats/captain's chairs.

Following the introduction of the extended-length wagon in 1989, the Eddie Bauer trim was available in both body configurations. After 1989, the option package came with the 4.0L V6 standard, though buyers could choose between rear-wheel drive and all-wheel drive powertrains.

After the 1996 model year, the Eddie Bauer trim was discontinued as the Aerostar trim line was consolidated to the cargo van and the Aerostar XLT.

1992–1996 Ford Aerostar XL Sport

In 1992, the Aerostar Sport was introduced as an option package available for any non-Eddie Bauer Aerostar Wagon. Similar to its Chevrolet Astro RS/GMC Safari CS and Dodge Caravan ES counterparts, the Aerostar Sport was largely a cosmetic upgrade. Distinguished by their silver-accented paint and "Sport" pinstriping, the Sport featured integrated running boards with a color-matched front air dam and color-matched rear mud flaps. On darker colors, the front grille and chrome was painted body color.

The trim version of an Aerostar Sport is most easily identified by its wheels: XL Sport Wagons, with full wheel covers; XLT Sport Wagons (less common), with aluminum wheels.

The Aerostar name was first revealed as a concept vehicle was shown in 1984,[6] with Ford predicting up to 40 mpg in production versions with four-cylinder diesel engines.[6] With a drag coefficient of Cd=0.37, the Aerostar was one of the sleekest vehicles designed by Ford, besting the Ford Mustang SVO and the Lincoln Continental Mark VII.

Ford engineers chose the front-engine layout for a variety of reasons. In terms of safety and engine access (in comparison to German and Japanese imports), the company found that potential buyers preferred the configuration over rear and mid-engine vehicles.[6] Ford also chose a rear-wheel drive layout for the Aerostar; this provided it with a 5,000 pounds (2,300 kg) tow rating, 2½ times the capacity of the Chrysler vans.[6][7]

In the change from concept to production, very little of the exterior design would change, except for the window glass, headlights, and grille.

Introduced at the 1987 Frankfurt Auto Show,[10] the HFX (High Feature Experimental) Aerostar Ghia was a prototype of future minivan design. Two running prototypes were built from the collaboration of Ford and Ghia;[11] both used the stock 3.0L Vulcan V6 and A4LD automatic transmission. The HFX concept borrowed some features used in other Ford vehicles, such as four-wheel air suspension and electronic climate control. From there, some of the technologies showcased in the HFX had never before been seen in a minivan; this included run-flat tires, adjustable pedals, power-sliding side doors, electric power steering, ABS, traction control, seatbelt pretensioners, and movable grille shutters.[11] On the rear, an LCD display was installed for the use of displaying 12 pre-programmed warning messages.[11]

Link to HFX Aerostar Ghia images.