We don't think we've ever tested a vehicle in which we had so many interior notes and so few driving impressions. But maybe that shouldn't be surprising. The
Dodge Grand Caravan is a transporting machine, not a driving one.
The main thing is, on the road, it's safe and stable. Electronic stability control is standard, and it activates fairly early.
Our SE test model had the smallest of the three engines, the 3.3-liter making 175 horsepower at 5000 rpm and 205 pound-feet of torque at 4000 rpm. For the way we drove it during our week, which we believe is the way most Grand Caravan owners drive, it offered enough acceleration and speed. The 3.3-liter can be fueled with E85, an ethanol mix.
Higher performance is available in the SXT, with the 3.8-liter making 197 horsepower, or the new aluminum SOHC 4.0-liter making a big 240 hp. These engines only get one less mile per gallon, still on 87 octane, so it's something to seriously consider. Also, the 3.8-liter and 4.0-liter use a six-speed transaxle, compared to the four-speed in our SE with the 3.3-liter.
The four-speed automatic with overdrive shifted smoothly and wasn't overworked by our suburban demands. Theoretically, the more speeds the better, but it depends on the programming; in some cases, more speeds means more snatches or rough spots. Certainly, with a six-speed the acceleration from a standing start will be crisper.
Also, theoretically, a manual mode allows smoother transitions because the driver can choose when he or she wants to shift. Our four-speed had a manual mode, controlled by reaching toward the center stack and notching the shift lever from side to side. But we found little need or occasion to use it, because minivan driving occasions demand less sporty performance. However, with more miles and more demands, we might change our tune. Chrysler invented the manual mode 10 years ago, and it's good to have.
Suspension-wise, the redesign has changed leaf springs to coil springs in the rear, and brought a new twist-beam rear axle with a track bar, not independent. (A Trailer Tow Package includes self-leveling shock absorbers.) Despite being less sophisticated than other minivans, the ride is good. Our SE didn't bounce, wallow, or strike any notes of discomfort, during three hours with six kids in the back, and more hours driving alone over freeway and city streets. Our $1995 Power and Remote Entry Group option included a power driver's seat with adjustable lumbar support, which complemented the ride.
The brakes are plenty big, and although the Grand Caravan is no heavier than the competition (some 300 pounds lighter than the Honda Odyssey), its stopping distance from 70 mph was the longest among the five minivans tested by Car and Driver magazine. next page