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 , 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 front-wheel drive Ford Windstar was introduced for the 1995 model year as the Aerostar's intended replacement, but 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

For Ford Motor Company, the development of the minivan began life in the early 1970s as a companion model to the third-generation Ford Econoline/Club Wagon, under development for the 1975 model year. As the full-size van was slated to grow in size, Ford explored the concept of a "garageable van", designed with a roofline to easily fit through a typical garage door opening. Additional objectives for the "garageable van" included increased interior space (over station wagons) and more desirable styling (over full-size vans).

To achieve its "garageable" status, the roofline of the Carousel was lowered approximately 12 inches in comparison to a standard-wheelbase Ford Club Wagon, placing its height close to that of the later Ford Windstar/Freestar. The Carousel also received a more steeply raked windshield, a new, longer, front fascia, and a wagon-style roofline, with wraparound window glass. In a key indication of its future as a family-oriented vehicle, the Carousel had a rear tailgate with a drop-down rear window; like the LTD station wagon, it was fitted with simulated exterior woodgrain trim. The interior of the prototype was fitted with two rear bench seats trimmed similar to the Ford Country Squire and Mercury Colony Park.

While the prototype would receive a positive response from many Ford executives, for a potential 1976 introduction, the Carousel did not reach production under any model name. By 1980, Ford committed to a smaller vehicle, partially as the American automotive industry learned of the development of the Chrysler minivans; following the 1979 gas crisis, the company felt a 1980s release of the Carousel (a rebodied E-Series) could be an uncompetitive decision.

The design of the Aerostar carried over two primary design features of the 1972 Carousel prototype, including its approximate 6-foot "garageable" height and long wheelbase; a large B-pillar also allowed for large window area. Beyond the drawing board, the design of the Aerostar progressed further by the introduction of two Ghia-designed 7-passenger concept vehicles, the 1982 Ford Aerovan and the 1984 Ford APV. Both derived from the Ford Escort: the Aerovan was a two-door wagon; the APV was a three-door MPV/van. While smaller than the American van project, the 1982 Ford Aerovan previewed the sloped-nose front fascia of both the Aerostar and the larger 1986 Ford Transit.

While designed by its European-owned styling firm, the design of the Aerovan received a positive response from the public, leading Ford to progress with a highly advanced design for the exterior. Though the company would ultimately trail the Chrysler minivans by nearly two years in its introduction, Ford considered innovative design and features as a key selling point of the vehicle. Nearly identical to the production vehicle, the 1984 concept was styled with a two-slot grille and composite-lens headlamps; along with skirted rear fenders, the concept differed in detail changes related to the taillamps, windows, and door handles.)

Overview

Chassis

left|thumb|1987 Ford Aerostar XLT

right|thumb|Ford Aerostar rear (1991 XLT)

The Ford Aerostar (developed under Ford model code VN1, the first Ford chassis given an alphanumeric designation) uses a rear-wheel drive chassis configuration. Developed specifically for the model line, the chassis combines unibody chassis construction with full-length frame rails. While using unibody chassis construction to reduce weight, the hybrid frame design provided the Aerostar with a 5,000-pound tow rating ( times the Caravan/Voyager, and matching that of the Chevrolet Astro/GMC Safari. The design has been utilized by other widely produced designs in the automotive industry, including the 1971–1996 Chevrolet Van and 1984–2001 Jeep Cherokee XJ.

In a break from Ford light-truck precedent, the Aerostar did not use Twin I-Beam front suspension, instead using unequal-length A-arms and coil springs for the front suspension. The rear suspension was a coil-sprung live rear axle fitted with a three-link configuration (similar to the Ford Panther-platform chassis of the time, though not sharing commonality). Developed specifically for the model line, the E-4WD system was offered from 1990 to 1997 on XLT and Eddie Bauer trims. In contrast to the four-wheel drive systems in other Ford light trucks, E-4WD was not configured nor intended for off-road driving. While no low-range gearing was provided, the system provided increased traction in adverse weather conditions without driver input. 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; 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.

Discontinuation

thumb|1995 Ford Windstar

thumb|Ford Transit Connect Wagon, final-generation Ford minivan in North America

Although the Ford Aerostar sold well, the minivan market segment was dominated by Chrysler minivans in the late 1980s. In 1988, Ford commenced design work on a successor to the Aerostar for a planned 1993 introduction. To compete more directly against Chrysler, what was to become the Ford Windstar adopted the form factor of the long-wheelbase Chrysler minivans and conceptually similar front-wheel drive sedan underpinnings, developed alongside the 1996 Ford Taurus.

With the Ford Windstar being readied for a 1995 model-year introduction, 1994 was set to be the final year for the Aerostar. As with the planned replacement of the third-generation Ford Mustang with the dissimilar front-wheel-drive Ford Probe in the late 1980s, negative reactions from Ford dealers and the public prompted Ford to instead sell the Aerostar and Windstar side-by-side.

On March 17, 1997, Ford announced the discontinuation of the Ford Aerostar, alongside the Ford Aspire, Ford Probe, and Ford Thunderbird/Mercury Cougar. 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. 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 (set to take effect on September 1, 1997), 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

  • Ford Aerostar TV advertisement (1985) - YouTube