Chrysler minivans (NS) Specifications, Photos and Videos

The third-generation Chrysler minivans are a series of passenger minivans that were marketed by the Chrysler Corporation (later DaimlerChrysler) from the 1996 to 2000 model years. Designated the NS platform by Chrysler, these minivans were sold by Chrysler, Dodge and Plymouth divisions in passenger configurations; minivans were exported under the Chrysler brand. While the second-generation AS platform was a revision of the original vans, the NS platform marked the first ground-up redesign of the Chrysler vans since their 1984 introduction, ending the use of components from K-Car derivatives.

The first non-compact minivans in North America to adopt four sliding passenger doors, the third-generation Chrysler minivans saw its form factor adopted by many competitors. In addition to chief competitors Ford Windstar, Honda Odyssey, and Toyota Sienna, the NS-platform configuration was adopted by the Chevrolet Venture, Oldsmobile Silhouette, and Pontiac (Trans Sport) Montana, and the Mercury Villager/Nissan Quest.

In line with the first and second-generation minivans, the third-generation minivans were assembled at Windsor Assembly in Windsor, Ontario, Canada, with additional production sourced from Saint Louis (South) Assembly in Fenton, Missouri. To supplement exports from the United States, production of the Chrysler Voyager was sourced from Graz, Austria (in the Eurostar joint venture factory between Chrysler and Steyr-Daimler-Puch).

Development of the NS platform minivans commenced in 1990; with a team lead by Tom Gale and Chris Theodore, design work (by Don Renkert) was approved in September 1991 with a design freeze in May 1992. In addition to becoming the first all-new Chrysler minivan in a decade, the third-generation vans were also a response to the development of a front-wheel drive replacement for the Ford Aerostar (unveiled in 1994 as the 1995 Ford Windstar).

While the S/AS-platform vans did not share direct structural underpinnings with the Chrysler K-Cars, in contrast to their predecessors, the NS vans were the first generation designed from the ground up as a minivan. One of the first Chrysler vehicles designed with CATIA, which allowed for much tighter design tolerances.

In its effort to design the third-generation minivans, Chrysler benchmarked the vehicle from various sources of data, using customer input, warranty data, and research based on various other minivans (the Ford Aerostar, Mercury Villager, and Toyota Previa) During its market research, Chrysler sought owner feedback on adding a $300 driver-side sliding door option from minivan owners, with 85% of participants answering that they would buy the van with the second sliding door, even as an extra-cost option. Ironically, the feature was planned for the first-generation minivans, but was removed in 1980 due to concerns over additional tooling costs.

Alongside the sliding door, several designs underwent consideration for the floor layout. Initially, a lower floor height was considered (research feedback felt that the step-in height was too high), but was rejected as it jeopardized the higher driving position sought by buyers. For production, a compromise design was approved, retaining the same floor height as the previous generation eased into lower door sills. In addition to preserving the higher driving position, the floor design allowed the fitment of all-wheel drive without major modification, larger wheels and tires, CNG tanks, and batteries for electric vehicles.

While the V6 powertrains of the previous-generation platform were retained, during the development of the NS platform, several configurations underwent configuration. To improve the body structure, a mid-engine powertrain (in line with the Toyota Previa) was initially considered, but was rejected for cost and complexity considerations. A transition to a longitudinal-mounted powertrain (to simplify V6 engine access and all-wheel drive configuration) underwent strong consideration; the transverse layout was chosen in order to reduce overall length.

In an extensive shift from the boxy design of the first two generations, the body adopted cab-forward design, shifting the dashboard and windshield forward. In contrast to the controversial styling of the GM APV minivans, the roof was moved upward (nearly 3 inches) and the cowl moved lower, allowing for a less radical windshield angle. To move the base of the windshield back several inches (to further improve visibility), Chrysler designed the windshield wiper module/lower windshield cowl to be removable (allowing for improved engine bay access).

In total, the development of the NS platform would cost Chrysler Corporation $2.8 billion dollars (approximately $4.6 billion in 2017 dollars), the most costly vehicle ever developed by Chrysler at the time.

The third-generation Chrysler minivans use the Chrysler NS platform designation. Using a completely new unibody chassis, the NS platform uses a 113.3 inch wheelbase for standard-wheelbase vans (1.3 inches longer) and a 119.3 inch wheelbase for long-wheelbase vans (same as 1994-1995 AS-platform vans). Front-wheel drive is the standard drivetrain configuration with all-wheel drive offered as an option.

The suspension of the NS platform is a modified version of the previous two generations. In front, the use of MacPherson struts continued, with leaf springs and a beam axle in the rear. During its development, a number of suspension configurations were considered, including a 4-wheel double wishbone layout. Rear leaf springs were retained largely in an effort to provide an ideal handling balance with a load in addition to maximize interior load space.

In a major modification, the front track width was widened three inches, allowing for lower mounting of the engine and transaxle, reduction in turning radius, and a lower cowl height.

Front-wheel drive vans had front-wheel disc brakes and rear drum brakes. From 1997, all-wheel drive vans were fitted with four-wheel disc brakes.

For 1996, the Chrysler minivans received the first new four-cylinder engine in the powertrain line since 1987, with the introduction of a 2.4L engine (shared with the JA-platform cars). While smaller in displacement than its 2.5L predecessor, the 150hp engine nearly matched the 3.0L V6 in both output and fuel economy.

In states that did not observe California emission standards, the Mitsubishi 3.0L V6 was the standard V6 option. In those that followed California emissions standards, the Chrysler 3.3L V6 was the standard V6 option. In the Dodge Caravan ES and Chrysler Town and Country LXi, the 3.8L V6 was standard.

In 1999, the 3.8L V6 became optional on the Plymouth Voyager Expresso; in Canada, the 2.4L engine was dropped, with the 3.0L V6 becoming the standard engine.

In the United States and Canada, a manual transmission was no longer available, with a 3-speed TorqueFlite automatic fitted to the 2.4L and 3.0L engines. The 3.3L and 3.8L engines were fitted with a 4-speed Ultradrive automatic.

For the first time, export vehicles were fitted with different powertrains, with the standard engine being a SOHC 2.0L engine with an optional DOHC 2.0L engine (from the Neon); a VM Motori 2.5L inline-4 was offered, becoming the first diesel Chrysler minivan. All three engines were offered with either a 5-speed manual or an automatic transmission. In addition to the four-cylinder engines, export vehicles were offered the 3.3L and 3.8L V6 engines offered in American-market minivans. AWD models were not sold in the United Kingdom.

In an extensive shift from the second-generation minivans, the NS-platform minivans abandoned the boxy body design of the previous two Chrysler minivan generations. While (on average) three inches taller than their predecessors, the new design lowered the exterior coefficient of drag from 0.39 to 0.35 (matching the Ford Windstar, bested only by the GM APV minivans). In the redesign, no body panels were carried over, with all three brands adopting new model badging.

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