Charting The Rise And Fall Of The Minivan

Moving people since 1983

On November 2 1983, the first mini (also known as the MPV – that’s ‘multi-purpose vehicle’ – or, in Europe, the people carrier) rolled off Chrysler’s production line in Windsor, Ontario.

The new vehicle, sold as the Plymouth Voyager, Dodge Caravan and Dodge Mini Ram Van, was a sales smash. It had the economy of a small car, could carry an entire family and would even haul a whole 4’ x 8’ sheet of plywood with the seats removed.

It was an instant success, and the rest of the industry was forced to follow suit.

From the man who saved Chrysler

The lauded vehicle was championed by then-CEO Lee Iacocca – known as the ‘man who saved Chrysler’.

Of course, for the pedantic, the design was preceded by the Stout Scarab before World War Two and the DKW Schnellaster after, along with the Volkswagen Van (a.k.a. Microbus, Type 2, Transporter, Kombi…), Dodge A100, Chevrolet Greenbriar and others. The Chrysler version is the first true MPV as we know it, however.

There is a lot to love about the MPV, so let’s take a closer look at the history – and also the most exciting examples of the breed. Yes, there are some.

1974 Chrysler small van concept

Chrysler began working on a small family van around 1972. The concept shared much with the previous rear-wheel-drive A100 van and never progressed beyond sketches and models.

1972 Ford Carousel concept

Before he joined Chrysler, Lee Iacocca was president of Ford. He approved a ‘garagable family van’ project in 1972, intended to sit between the LTD Country Squire full-size estate and Club Wagon full-size van.

The Carousel had a roof height approximately 3.9-ins lower than the Volkswagen Microbus. A 7.5-liter V8 from the Lincoln Continental was selected for power.

Then 1973 happened and, along with it, the OPEC oil embargo. The drivable prototype was garaged for good.

1984 Plymouth Voyager

Henry Ford II fired Lee Iacocca in 1978. But across town, Chrysler was gasping its last breath and hired Iacocca to turn the company around. He secured a $1.5 billion government bailout in late 1979 and invested in the creation of cars customers might actually want to buy.

Enter the K-Car. A common K-platform was used extensively across the brand range. Many parts were interchangeable, reducing the variety needed and saving much-needed cash. The company in turn passed the savings along to customers, and the new designs were a huge success. The company repaid the loan several years ahead of schedule and taxpayers realised a $350 million profit on the deal.

Iacocca had secured the rights to the van concept from Ford and took it with him to Chrysler. Designer Hal Sperlich (father of the Mustang) had worked on the design and soon followed Iacocca. Using the K-platform as a base, the modern MPV was born.

Renault Espace

As non-pedants, we must bring up the Renault Espace, released mere months after the Chrysler. It was the 1970s brainchild of Chrysler UK designer Fergus Pollock.

In 1978, Chrysler Europe was sold to PSA Peugeot Citroen for the princely sum of $1, arguably too much given Chrysler’s massive debt. The nascent Espace was deemed too risky a design and was handed off to Matra, who brought it to Renault. The French people carrier debuted in July 1984.

Ford Aerostar

Back to the US. Ford learned that Chrysler was developing a capacious family vehicle in the early 1980s and looked again at its ‘garageable van’ concept. The oil crisis of the 1970s made the Carousel obsolete; it had been based on a full-size Econoline van and was no longer economical enough. The only thing that carried over to the new project was the six-foot height.

Ford mounted the powertrain from the rear-wheel-drive Ranger compact pick-up into a chassis designed solely for the new people mover, with model-distinct suspension. Plastic and aluminum were used extensively to save weight and improve efficiency.

The Ford Aerostar concept was unveiled in 1984 and went into production for 1985. The model shown is a 1991 Aerostar Sport.

Toyota Van

“But, wait!” exclaims the pedant in a haughty tone. “What about the Toyota Van?”

Toyota’s entry into the minivan segment landed on our shores in 1984, the debut year of the Dodge Caravan and Plymouth Voyager. It was originally designed as a cargo van for city use, and was lightweight, economical, and highly manoeuvrable.

In passenger guise, it never quite caught on. It was too small to be a passenger van and too van-like to be a minivan. It had a short wheelbase and the engine was under the passenger seat. The driver sat on top of the front wheels, and the whole driving experience was unfamiliar to most.

Quirks aside, the Van proved to be a charismatic and nearly indestructible companion. Like many Toyota trucks of the era, they are highly prized today.

Plymouth Voyager III concept

Even though Plymouth disappeared in the early days of the new millennium, this storied marque left an indelible imprint on automotive history.

Chrysler designer Tom Gale of Dodge Viper and Plymouth Prowler fame is also credited with the 1989 Plymouth Voyager III concept. It’s actually two pieces: the front acts as a tractor and the rear as a trailer. When separated, the tiny front section drops two hidden rear wheels for easy in-town maneuverability.

Each segment had an independent four-cylinder engine. When economy was needed, only one would operate. When power was needed, the units were electronically linked and all eight cylinders would rocket the Voyager down the road.

Renault Espace F1

You’d be forgiven for looking at this French bit of buffoonery and wondering, “Sacre bleu! What in the petites pommes de terre am I looking at?” It combines three of the most unpopular things in America and makes them cool: minivans, French cars and Formula One racing.

Back in 1994, Renault decided to celebrate the 10th birthday of its Espace by borrowing a V10 engine from its Formula One program. The result would hit 60mph in less than three seconds and rocket all the way to 194mph.

Toyota Previa

Adding a supercharger and all-wheel drive is a recipe for performance that we can get behind, even when the upgrades are installed in something as decidedly uncool as a pair of Crocs.

The Previa’s mid-engine design didn’t leave a lot of room for, well, engine, so Toyota engineers added a forward-mounted supercharger. All dressed up and ready to go, the four-banger churned out a blistering 161hp. That might not seem like much by today’s standards, but it was a full stable of rearing thoroughbreds back in 1954. Wait, this was 1995?

The minivan and the millennium

Minivan sales peaked in 2000 in the U.S., with 1.25 million units sold. Buyers loved the undeniable utility and ease of use of the one-box design. Every major manufacturer offered an example, and the segment made up 7.2 percent of the total market.

Industry analysts usually blame the demise of the minivan on the rise of the SUV. Although often using more fuel and offering less room that a minivan, American families – and car buyers the world over – flocked to the rugged image and feeling of imminent adventure.

Ford ceased minivan production in 2006, and GM followed in 2008. The Hyundai Entourage disappeared in 2009. By 2017, the entire segment was outsold by just one SUV in America: the Nissan Rogue.

Honda Odyssey

The Honda Odyssey was new for 2005 and good enough to contend for Motor Trend’s prestigious Car of the Year award, as well as Consumer Reports’ top minivan pick for the year. While other manufacturers were leaving the segment in droves, Honda redefined what we now expect from a modern vehicle.

All models had side-curtain airbags and electronic stability control, upping the segment’s safety game. Windows rolled down in the second row and there were sunshades in the rear doors. The straight second-row bench was gone, replaced by a – *gasp* – 60/40 split folding design.

The 3.5-liter V6 under the hood made 255hp and used active cylinder deactivation for economy. By 2008, the Odyssey was the best-selling minivan in America.

Kia KV7 concept

Kia fought back against the minivan’s ‘soccer taxi’ image with the KV7 concept vehicle in 2011. Debuting at the Detroit Auto Show, the design took a heaped helping of funk from its Soul stablemate, looking utterly unique and downright cool.

Inside, the Kia’s new MPV was aimed at ‘ringleaders’ – people who organise activities and outings for their friends. In essence, the company defined the influencer before the advent of social media (Instagram was only founded in October 2010).

The interior was open and loungey, with integrated wi-fi, internet connectivity, a multi-use display interface and plenty of LED lighting. This was heady stuff in 2011, and Kia completely nailed the future.

Chrysler Pacifica Hybrid

Fast forward to the present day and Chrysler (Fiat-Chrysler) is still king of the U.S. minivan game, although the Chrysler Pacifica and Dodge Grand Caravan face strong competition from the Honda Odyssey in the monthly sales charts.

The Pacifica has another neat trick up its sleeve: it was the first plug-in hybrid minivan on the market. There’s a full electric drive mode that allows families to take advantage of cheap electric power for personal transportation, while overall range is extended to 566 miles.

Volkswagen ID Buzz

This delightful take on the original Volkswagen Microbus is the I.D. Buzz concept vehicle. It showcases the VW Group’s electric vehicle tech and modular electric drive architecture (MEB).

The Buzz was designed from a clean sheet as an electric vehicle and makes the most of its platform, with wheels far out to the corners and short overhangs. The result is a larger and more versatile interior.

Expect to see a production version in 2022, as part of Volkswagen’s expanding I.D. electric car range.

Chrysler Portal concept

Perhaps seeking to change the dowdy reputation of the family truckster, Chrysler invented a new descriptive language for its Portal concept. Rather than being a visually stunning minivan designed for active millennial families on the go, the Portal is described as a ‘third space’ and ‘an alternative environment between work and home’.

Whatever you call it, it’s all-electric and expected to go 250 miles on a single charge. There are color-changing luminescent accents and trim on the exterior that can be animated, if desired. It will be capable of semi-autonomous operation. There’s facial recognition software installed so the infotainment system knows who the driver is and will access favorite programming.

Even better, the rumour mill indicates that it is actually going into production. It could arrive in 2021, taking the place of the 300 saloon.

Porsche Vision Renndienst

Sadly, the Porsche Vision Renndienst is one concept we’re unlikely to ever drive. The full-size model, destined to use electric power, was recently revealed in the Porsche Unseen book of design studies.

It seats six, with a McLaren F1-style central driving position and sub-optimal rearward visibility. Who needs practicality in an MPV anyway?