Ford Aerostar

Ford Aerostar
1992–1996 Ford Aerostar
Overview
Manufacturer	Ford
Production	June 15, 1985 – August 22, 1997
Model years	1986–1997
Assembly	Hazelwood, Missouri (St. Louis Assembly)
Body and chassis
Class	Minivan
Layout	Front-engine, rear-wheel drive Front-engine, all-wheel drive (1990–1997)
Platform	Ford VN1 platform
Powertrain
Engine	2.3 L Lima I4 (1986-1987) 2.8 L Cologne V6 (1986) 3.0 L Vulcan V6 (1986-1997) 4.0 L Cologne V6 (1990-1997)
Transmission	5-speed manual 4-speed automatic 5-speed automatic
Dimensions
Wheelbase	118.9 in (3,020 mm)
Length	Standard-length:174.9 in (4,440 mm) Extended-length:190.3 in (4,830 mm)
Width	71.7 in (1,820 mm)
Height	72.2–74.0 in (1,830–1,880 mm)
Chronology
Successor	Ford Windstar Ford Transit Connect (for cargo van)

The Ford Aerostar is a range of vans that was manufactured by Ford from the 1986 to the 1997 model years. The first minivan produced by Ford, the model line was marketed against the Chevrolet Astro/GMC Safari and the first two generations of the Chrysler minivans. Introduced shortly before the Ford Taurus, the Aerostar derived its name from its slope-nosed "one-box" exterior (although over six feet tall, the body of the Aerostar retained a drag coefficient of Cd=0.37,^[1] besting the Lincoln Mark VII).

The first minivan powered exclusively by V6 engines, the Aerostar was also one of the first vehicles to introduce all-wheel drive to the segment in North America. The model line was sold in multiple configurations, including passenger and cargo vans, along with an extended-length body. Sold primarily in the United States and Canada, a limited number of vehicles were exported outside of North America.

The Aerostar was replaced for the 1995 model year by the front-wheel drive Ford Windstar; Ford sold both model lines concurrently through the 1997 model year. The role of the Aerostar cargo van was left unfilled, with the Ford Transit Connect serving as the closest successor (in terms of size and capability).

For its entire production, the model line was assembled by the St. Louis Assembly Plant in Hazelwood, Missouri. In total, 2,029,577 vehicles were produced across a single generation.

Development[]

Carousel: the garageable van[]

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 in (30 cm) 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.

Aerostar: all-new design[]

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.^{[citation needed]}

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]

Overview[]

Chassis[]

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 (1991 XLT)

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.

Powertrain[]

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 145 hp 3.0L V6 (shared with the Ford Taurus/Mercury Sable).^{[citation needed]} 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).

All-wheel drive (E-4WD) Aerostar (1990–1997)[]

During the 1990 model year, Ford introduced an all-wheel drive system for the Aerostar, called E-4WD (Electronic 4-Wheel Drive)^[8]

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^[8]), 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.

Body design[]

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Distinguished by its sloped-nosed design, the Ford Aerostar utilized a "one-box" design similar to the Ford Transit and Renault Espace; in contrast to its European counterparts, the long wheelbase of the Aerostar placed the wheels near the corners, minimizing body overhangs. In an effort to further improve its fuel efficiency and aerodynamics (and lower its curb weight), multiple plastic body parts from the 1984 concept car were adopted by the production vehicle, including the bumper covers, fuel tank, and rear hatch.

Exterior[]

1989–1991 Aerostar XLT

For 1988, the exterior saw a minor detail change to exterior badging, relocating it from both fenders to the tailgate; it was also changed from chrome to silver in color. In another revision, the "V6" and "Electronic Fuel Injection" badges were deleted (as both features were now standard).

As a response to the Dodge Grand Caravan and Plymouth Grand Voyager, Ford released an (unnamed) extended-length version of the Aerostar for the 1989 model year. Extending the rear body 14 inches in length, the option shared the 119-inch wheelbase with the standard-length body. During the 1990s, the extended-length Aerostar would become the most popular version of the vehicle.

For 1989, the exterior was updated for the first time, with the chrome grille replaced by a black-trim grille; bracketed towing mirrors were replaced by power-operated mirrors.

For 1992, the Aerostar received its second (and most substantial) exterior update. The grille was changed slightly in color from 1989-1991, with the Ford Blue Oval relocated from the center to the top slot of the grille (similar to the Ford Explorer); Ford replaced the sealed-beam headlights with replaceable-bulb composite units (and clear-lens turn-signal lenses). While remaining 14 inches in size, nearly all versions of the Aerostar received restyled wheels.

In anticipation of withdrawing the model line after 1994, few changes were made to the Aerostar after 1992. To comply with federal regulations, the body received a center brake light for 1994. For 1997, the taillamps were revised for the first time (with the deletion of the amber turn signal lenses); XLT-trim vehicles received newly designed 14x6" seven-hole alloy wheels.

Interior[]

In contrast to its contemporary one-box exterior design, the Ford Aerostar adopted many industry-standard features in its interior design. Sharing the same 2-2-3 seven-passenger layout of its Chrysler and GM competitors, XLT and Eddie Bauer-trim vehicles were offered with optional second-row bucket seats (a feature popularized from full-size conversion vans). Another option allowed both rear bench seats to fold down (making a bed); both rows of rear seats were removable.

However, the interior also adopted several European-influenced design features. At its launch, the Aerostar used a floor-mounted shifter for both its manual and automatic transmissions; it was equipped with a handbrake (which remains 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 (and a later console on the engine cover); the vehicle could be specified with up to two cigarette lighters and six ashtrays.

For 1992, the interior underwent a revision alongside the exterior. Coinciding with the addition of a driver-side airbag (and three-point seatbelts for all six outboard seats), the dashboard underwent a complete redesign. Both analog and digital instrument panels were replaced by more legible units; the controls were improved (many shared with the redesigned 1992 Econoline), introducing a column-shift automatic transmission. For 1993, integrated child safety seats were introduced as an option.

Trim[]

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

Eddie Bauer Wagon (1988–1996)[]

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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.

Aerostar Sport (1992–1996)[]

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.

Concept vehicles[]

Ford Aerostar (1984)[]

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.

HFX Aerostar Ghia (1987)[]

Introduced at the 1987 Frankfurt Auto Show,^[9] 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;^[10] 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.^[10] On the rear, an LCD display was installed for the use of displaying 12 pre-programmed warning messages.^[10]

Link to HFX Aerostar Ghia images.

Awards[]

The Aerostar was named Motor Trend magazine's Truck of the Year for 1990.^[11]

Discontinuation[]

1995 Ford Windstar

Ford Transit Connect Wagon, current-generation Ford minivan in North America

While the Ford Aerostar had proven successful in the minivan segment, by the end of the 1980s, Ford sought to gain a part of the significant market share held by the Chrysler minivans. In 1988, the company commenced design work on a successor to the Aerostar for a planned 1993 introduction. To compete more directly against Chrysler, in its new minivan, Ford adopted the form factor of the long-wheelbase Chrysler minivans. To further match Chrysler, what was to become the 1995 Ford Windstar adopted front-wheel drive sedan underpinnings, developed alongside the 1996 Ford Taurus.

As the Ford Windstar was being readied for a 1995 model-year introduction, 1994 was set to be the final year for the Aerostar. In a fashion similar to the planned replacement of the Fox-platform Ford Mustang with a Mazda-based coupe in the late 1980s, Ford received a negative reaction from its dealers and the public. In response, Ford announced it would sell both the Aerostar and Windstar vans for the upcoming future.

On March 17, 1997, Ford announced the discontinuation of the Ford Aerostar, alongside the Ford Aspire, Ford Probe, and Ford Thunderbird/Mercury Cougar.^[12] The final vehicle rolled off the St. Louis assembly line on August 22, 1997; a total of 2,029,577 were produced over 12 years.^[13] Alongside the production of the Ford Windstar, a primary factor leading to the cancellation of the Ford Aerostar was an impending requirement for the addition of dual airbags, which would have required a complete (and costly) redesign of the front dashboard and front crash structure.

The Ford Windstar (and later Ford Freestar) was offered in a cargo van configuration, but the first direct successor to the Aerostar Van, in terms of size and capability, is the Ford Transit Connect. Imported into North America since 2010, the front-wheel drive Transit Connect is also offered in passenger configurations; a 2014 redesign led to the first seven-seat Ford minivan since 2007.

References[]

External links[]

Wikimedia Commons has media related to Ford Aerostar.

• Ford Aerostar TV advertisement (1985) - YouTube