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For nearly 40 years, the various Ford minivan models have included the Aerostar, Windstar, Freestar, and Transit Connect, a history we look back on here.
Ford Minivans Through the Years
Though the family-friendly minivan continues to lose market share against the SUV and crossover segment there was a time when the minivan was in that position replacing the station wagon with its own perception of un-hipness. That time was the 1980s, and though Chrysler owns the spotlight for inventing the segment, the history of Ford minivan models shows that the Blue Oval worked hard to compete.
Ford and Chrysler have been Detroit rivals since, well, forever and have been trying to steal the product spotlight back and forth ever since. That was especially true in 1984 when Chrysler debuted the Plymouth Voyager and Dodge Caravan badge-engineered minivan twins, a then-new segment. It’s a storied history and one that we cover here, with one Lee Iacocca at the helm during this momentous occasion.
However, he had previously been working at Ford and prior to his ousting, had spearheaded a concept vehicle dubbed the Carousel. It was intended to be a “garage-able” alternative to the full-size van options at the time, one that would fit more cleanly into the family marketplace. Though the Carousel concept was canned due to the 1970s OPEC brouhaha, it’s a fair bet that Mr. Iacocca took the idea with him to Chrysler after he himself was canned by Ford.
And so, Chrysler jumped out front of Ford with its exciting new minivan offerings, an event that triggered Ford to dust off those Carousel plans. Rather than ape Chrysler with a front-wheel drive car-based vehicle, Ford spent 300 million bucks to create a unique platform for their new minivan. It combined unibody construction with full-frame rails and a solid rear axle that enabled 5,000 pounds of towing – more than twice what Chrysler offered – and a remarkably aerodynamic envelope.
Ford Aerostar: 1986-1997
In 1986, the first-generation Aerostar debuted as part of an, ahem, Herculean marketing effort. Specifically, eight Aerostars were airlifted into eight cities across the country via dedicated Lockheed C-130 Hercules military aircraft. The new minivan was powered by a standard 2.3L inline-4 making 100 horsepower with the option for a 115-horse 2.8L V6. That V6 was quickly replaced with a 145-horse 3.0L variant and in all cases, power was routed to the rear wheels.
A 4-speed automatic was standard, but these old-school Aerostars were also available with a 5-speed manual, which is quite rare in the world of minivans. The suspension consisted of control arms up front, a solid rear axle, and coil springs at all four corners, which was an exclusive setup at the time. In some respects, this configuration positioned the Aerostar more squarely against the Chevy Astro, a comparison we look at here.
The exterior was distinguished by a “one box” design with a steeply raked windshield and integrated bumpers that resulted in the Aerostar slipping through the air more efficiently than the period Lincoln Mark VII. Inside, the 7-passenger layout consisted of dual rear bench seats that could be folded flat to make a bed or removed for serious cargo-hauling capability thanks to the 2,000-pound payload rating.
Passenger models came in XL or XLT trim, the latter featuring power accessories, air-conditioning, and options like rear climate controls. In 1988, the four-cylinder motor was dropped and an Eddie Bauer variant was added atop the model hierarchy with two-tone paint and an outdoors-themed cabin. By 1989, an extended-length Aerostar was unveiled. It was 14 inches longer than its regular-length stablemate and quickly became the most popular configuration.
In 1990, Ford offered AWD on the Aerostar and added a new 4.0L V6 rated for 160 hp and 220 lb-ft of torque. A mid-cycle refresh in 1992 brought a driver-side airbag, 3-point seat belts all around, and a revised gauge cluster. Between 1993 and the end of Aerostar production, changes were few like the addition of a third brake light in 1994 and a 5-speed automatic in 1997.
Ford Windstar First Generation: 1995-1998
Though the Aerostar continued production until 1997, it was effectively replaced in 1995 by the all-new Windstar. Since 1986, Ford consistently remained in second place against Chrysler for minivan sales. Since they couldn’t beat ‘em, they joined ‘em by selling the Windstar that was far more similar to what its cross-town rival was selling.
The RWD was dropped in favor of a front-wheel drive layout. As well, the “one box” design was out, replaced by a “two box” style that clearly delineated the hood line and passenger compartment.
In a historically huge miss, the entire first generation of the Windstar was sold without a driver-side rear sliding door. Ford mumbled something about focus groups not needing such a thing, but it hurt Windstar sales out of the gate. On the flip side, these new Ford minivan models were a full unibody design with MacPherson struts up front and a torsion beam out back to deliver a more comfortable ride.
Anti-lock brakes were made standard, the existing 3.8L V6 was joined by a 150-horse 3.0L variant, and the manual transmission was no more. New features included automatic headlights, a keyless entry system, and heated exterior mirrors. For 1996, four-corner disc brakes were optional, and the bigger V6 was bumped up to 200 horsepower. In 1998, the final model year, a mild facelift was performed and the Windstar Limited debuted with a monochromatic exterior, 16-inch chrome wheels, and wood trim inside.
Ford Windstar Second Generation: 1999-2003
Sporting the 90s-tastic New Edge design language, the second-gen Windstar finally featured dual sliding side doors. Sitting on a new platform, the fully redesigned model also debuted side airbags for front-row occupants and reverse sonar. In 2000, the Limited model could be optioned with a VHS-based rear entertainment system along with premium leather upholstery and an in-dash 6-disc CD changer.
The following year, the 3.0L V6 was dropped leaving the 3.8L model as the sole engine offering. A new 4-speed automatic also showed up in 2000 as well as a center console to go with the optional second-row captain’s chairs. Dual power-operated sliding side doors were made lineup-standard in 2002 and for 2003, Ford left the Windstar alone as they were gearing up to unveil a fresh-faced F-lettered model.
Ford Freestar Third Generation: 2004-2007
To align with the rest of its F-lettered lineup, Ford renamed its minivan Freestar. Though the exterior was mostly the same as its predecessor with minor cosmetic enhancements, the fruits of a $600 million overhaul had blossomed under the skin. Intending to address driveline reliability issues that had stuck with Ford minivans since 1994, the new Freestar was toughened up. Highlights included heavier-duty drive axles, larger wheel bearings, and standard four-corner disc brakes.
A pair of new engines also arrived in the form of a standard 193-horse 3.9L V6 and an optional 201-horse 4.2L V6. An updated 4-speed automatic transmission continued to spin the front wheels. Also new for 2004 was the Mercury Monterey. This rebadged Freestar counterpart replaced the previous Mercury Villager which was actually a rebadged Nissan Quest with no Ford underpinnings.
Throughout its production, the Freestar standardized cruise control, a tire-pressure monitoring system, and stability control. That latter system arrived in 2007 along with brake assist and a nifty swiveling third row. However, it would also be the final year of these Ford minivan models due to poor sales. In fact, Ford would completely withdraw from the minivan segment in favor of new crossovers like the Freestyle, Taurus X, and Flex, until 2014.
Ford Transit Connect: 2014-2023
Technically, Ford imported its Tourneo van in passenger configuration starting in 2010, but these vehicles were used primarily for commercial purposes. Renamed the Transit Connect for North American shores, the 2014 model year brought a redesign that would arguably be the second-gen model, but as it was the first time there was room for seven, we’ll consider it the first-gen for this discussion.
The Transit Connect is clearly a half-baked attempt by Ford to grab a bit of minivan market share without trying too hard. Starting with an already long-in-the-tooth commercial van, the Blue Oval dropped in enough seats for seven and a modicum of creature comforts. Compared to a current Honda Odyssey, the Transit Connect (not to be confused with the full-size Transit that replaced the Econoline) is 15 inches shorter and 6 inches narrower.
So, this final Ford minivan model is more of an odd-duck offering in a segment populated by relatively huge options. It would prove not to work out as Ford will be discontinuing the Transit Connect after 2023. Though the handling is relatively spry and interior packaging is impressive, the Transit Connect can’t quite compete with this list of best 2023 minivans. And that, as they say, is that with the 2023 model being the final Ford minivan for the foreseeable future.
