Chrysler Grand Voyager 2008 Review

Not so much
>> Lacklustre petrol V6
>> Fussy and unresponsive six-speed automatic transmission
>> Adult comfort compromised in rear seats

Overall rating: 3.0/5.0
Engine/Drivetrain/Chassis: 2.5/5.0
Price, Packaging and Practicality: 3.5/5.0
Safety: 3.5/5.0
Behind the wheel: 2.5/5.0
X-factor: 3.0/5.0

About our ratings

OVERVIEW
Is it a car? Is it a bus? Is it a peoplemover? No, according to Chrysler, its new Grand Voyager was designed simply as a "living room on wheels". And sitting in a market segment that has consistently shied away from the conservative connotations of the peoplemover tag -- via products that like to be defined as combining sports aesthetics with crossover versatility -- the Grand Voyager is therefore an anomaly.

But whichever way you look at it, the Grand Voyager is basically a large box on wheels that can accommodate a mix of up to seven bodies and baggage, and transport them from A to B in comfort. It's all about utility and practicality, and making the journey as fuss-free as possible. To that end, the new model offers a vast range of seating options and comfort and convenience features, including the availability of a dual DVD entertainment system.

Mechanical changes are also focussed on improving comfort and driveability with a bigger and more powerful 3.8-litre V6 petrol engine, new six-speed automatic transmission and rear coil springs (replacing the previous model's leaf springs). The new model also has an eye on fuel costs, with the introduction of a diesel engine option for the first time.

Even design-wise, the vehicle has eschewed the curved aesthetic of its predecessor and gone back to a more squared-off design that harks back to the original 1983 Voyager to improve interior space and visibility. In short, it does what it says on the box.

PRICE AND EQUIPMENT
As with its predecessor, the new Grand Voyager is offered with a choice of three-trim levels with all models featuring seating for seven. There are, however, now two engine choices --with the diesel asking a $3000 premium over the 3.8-litre petrol V6. Both engines are mated to a six-speed automatic transmission.

So at the end of the day, what you pay is essentially determined by the level of comfort and convenience kit you are after.

Kicking off the range priced from $56,990 is the LX 3.8-litre petrol V6 model that comes standard with three-zone climate control, remote locking, cruise control, rear parking sensors, power mirrors and first and second row windows and the new MyGIG Multimedia Entertainment System.

This latter mouthful is basically the audio system that includes a 20GB hard drive, CD/DVD player, AM/FM radio, MP3 jack and bluetooth phone connectivity -- all controlled via a dash-mounted touch-screen. It also wincorporates a reversing camera.

The system can be upgraded to Infotainment (as opposed to Entertainment) which adds DVD satnav for $3070. To keep the kids entertained, a single, roof-mounted 8-inch screen (in front of the second row seats), DVD remote control and five sets of wireless headphones will set you back an additional $2000.

In keeping with Chrysler's mobile-living-room theme, the car also offers an alternative to the standard Stow'n'Go seating system (this standard fitment allows both the third-row 60/40 split three-person bench and second-row buckets to be folded and tumbled flat into the floor). The new $1500 optional (across the range) Swivel'n'Go system provides two larger second-row bucket seats that can be turned rearward to face the third row with a large removable table between the two -- perfect for those on-the-move Monopoly games.

The buckets in the Swivel'n'Go system do not fold into the floor but can be removed completely and will slide away on their own integrated wheels for easier transport.

The other major option for the base model is the $2000 power/remote entry package that adds electrical operation for the driver and passenger side sliding rear doors, tailgate, eight-way driver's seat and third-row vented windows.

The mid-range Touring model is priced from $62,990 and gets all the power goodies as standard, more lights in the rear cabin (including swivelling reading lights), a long central roof-mounted console, rear sunshades, front fogs and tyre pressure sensors.

Again the Infotainment option costs $3070 but if you want the DVD system for the kids, the option will cost you $3000. This however includes a second DVD player, two roof-mounted screens (one for each row) and two separate AV jacks to enable you to run three media sources simultaneously.

What this means is that while you listen to your Beach Boys DVD up front, the teens in the second row can plug in the Playstation 3 to combat the latest aliens, while the littlies in the third row can watch the Wiggles' exploits.

The range-topping Grand Voyager Limited will set you back $72,990 and comes standard with the full monty Infotainment and dual DVD options, an upgraded nine-speaker surround sound audio unit, leather seats with power adjustment for the front passenger and power operation for the folding third row. There's also a sunroof, and bigger 17-inch alloys (versus the rest of the range's 16-inchers).

The only options for the top-spec model are the Swivel'n'Go seats and the $370 you will have to pay across the board for metallic paint for any of the nine colours apart from white.

MECHANICAL
The 2008 Chrysler Grand Voyager ushers in a new range of drivetrains with a bigger, more powerful V6 petrol and, for the first time locally, a diesel powerplant.

The petrol V6 is a 3.8-litre unit that although new to Australia, has been powering the Grand Voyager in OS markets for at least a decade. While its 305Nm of torque output is almost respectable for the capacity, its 142kW is well under the fighting weight of most modern V6 engines of this size -- including the Voyager's main rivals.

The fact that the V6 has to haul more than 2000kg shows in its official combined fuel consumption figure of 12.3L/100km. Take a look at the urban cycle figures and it's sucking down a somewhat alarming 18.8L/100km! Having said that, the performance is still a marked improvement on its predecessor's 128kW/278Nm from its 3.3-litre V6.

The diesel too is not new to the Chrysler Group and can be found here in a range of products. It is a 2.8-litre turbodiesel four that generates a maximum power of 120kW at 3800rpm and peak torque of 360Nm from 1600-3000rpm. Listed fuel consumption is 9.3L/100km.

Both engines drive the front wheels through a genuinely new six-speed automatic transmission that offers a sequential manual shift function and replaces the old four-speed unit. Unlike the old car, the shift lever has been moved off the steering column and now sits on the floor between the front seats.

Underneath, the front end retains the familiar MacPherson strut setup while the rear torsion-beam axle now uses coils instead of the predecessor's leaf springs. The suspension tune we get for Australia is the firmer style that is shared with Europe-bound Voyagers.

PACKAGING
Despite seemingly going against the grain when it comes to the styling of such vehicles, Chrysler has actually made the Voyager appear as a more solid and well-proportioned vehicle than the previous model.

Part of this comes from the 53mm reduction in height and a 51mm wider track. But mostly, it comes from the massive 152mm increase in width across the windscreen header. This gives the vehicle a squarer visage, not to mention vastly improving visibility with big glass areas all round.

Visually, you are left in no doubt about the vehicle's purpose as a peoplemover and that is made more apparent as soon as you step into the spacious cabin. The new model sits on a 43mm longer wheelbase and is 47mm longer overall and much of that has translated into increased interior space.

Up front, the two big seats are comfy and supportive with a decent amount of adjustment. The steering column, however, lacks reach adjustment and there is no driver's left footrest, which can become tiresome on a longer journey.

All controls are reasonably laid out for logic and ergonomics but the dash comprises plenty of hard plastic surfaces and appears to have been designed as separate boxed components with little in the way of free-flowing integrated design.

In the rear there is ample room for a couple of adults in the second row although the high floor/low seat base combination means that you tend to sit with your knees rather high -- unless you stretch out through the centre. The same goes in the third row which is even more oriented towards children, with little foot room under the second-row seats.

The back row seat also has a very big side bolster on the outside edges of the base that tends to tip you in towards the centre of the seat making it a rather uncomfortable.

Operation of the seats in their various modes is, however, very easy and converting the vehicle from a seven seater to a flat-floored van is simple and quick -- especially in the top spec Limited model with its power operated third row. This seat (power operated or not) can also be flipped backwards into "stadium mode" so you can park up at the edge of the oval, open the tailgate and sit back to watch your team kick its way to glory.

When all seats are being used, the underfloor cubbies become huge storage areas with a capacity of 340 litres, while there is still enough room behind the third row for a couple of small cases.

SAFETY
Chrysler's previous generation Grand Voyager was panned by the independent crash test authority EuroNCAP following the testing of a right-hand drive model last year. It received just two out of five stars for adult occupant protection. Improving crash safety has therefore been a high priority for the new model.

While EuroNCAP has yet to test the car, Chrysler reports that the US equivalent, the NHTSA, has tested the car (albeit with different protocols to the EuroNCAP system) and it achieved five stars for frontal and side impacts and four stars for a rollover test.

Apart from body structure changes that would improve its occupant protection, Chrysler has also increased the standard safety kit in the car that now includes, ABS, ESP and six airbags (dual front, front side and full length curtain) across the range.

Reversing camera and rear parking sensors are standard across the Voyager range.

All seats feature three-point seatbelts with pretensioners and load limiters on the front two and all automatic doors have a soft touch sensor to stop the operation if it detects a stray limb.

COMPETITORS
Australians have tended to opt for SUVs when it comes to providing transport for up to seven occupants, but there are still a few carmakers that have a relatively strong foothold in the traditional peoplemover market.

The market is essentially split into two price brackets with the likes of the Honda Odyssey and Mitsubishi Grandis occupying the $40K territory while the upper end, into which the Grand Voyager slots, includes the Toyota Tarago, Mercedes-Benz Viano and Volkswagen Multivan.

The latter two are very much based on their light commercial van equivalents with the VW offering a large range priced from $56,990 for the 128kW/400Nm 2.5-litre five-cylinder turbodiesel or 173kW/315Nm 3.2-litre V6 petrol front-drive Comfortline models through to $70,990 for the Highline AWD models.

The Benz offers a choice of two engines (a 110kW/330Nm 2.1-litre four-cylinder turbodiesel and 170kW/345Nm 3.7-litre V6 petrol) that both drive the rear wheels through a five-speed automatic transmission and are priced from $71,100 and $76,300 respectively.

But it is the Toyota Tarago that is the Voyager's most direct rival. The 125kW/224Nm 2.4-litre four-cylinder four-speed auto Toyota is priced from $49,490, but the 202kW/340Nm 3.5-litre V6 six-speed auto model line up directly against the Chrysler. These are priced from $54,990 to $72,490.

ON THE ROAD
With its pitiful 128kW, the previous-generation Voyager may have been a bit of a slug, but although the new petrol engine raises the bar by 14kW and 27Nm, it is still not exactly what you would call over-endowed with power.

Part of the problem is that the bigger, new model has also added around 100kg to its kerb weight so any real gains made on the engine performance front are somewhat blunted by the extra bulk. Off the line with only two-up and no luggage, the acceleration is adequate and in and around town there is enough oomph to keep up with the traffic flow. Head out of town onto the highway, however, and any overtaking manoeuvres require some careful consideration.

With its new six-speed auto 'box, the engine is happy to remain revving in its power zone but for our liking there just doesn't seem to be enough of it. It's a reasonably refined powerplant, however, and the shifts up through the ratios are smooth with the engine only getting a little louder when you continue to push hard.

Chrysler claims there has been plenty of work done on the NVH front and by and large it appears successful, with the cabin remaining fairly quiet disturbed mainly by tyre roar on coarse surface highways.

Although we get the firmer suspension tune, the ride quality is still on the soft and comfortable side but it remains fairly well controlled. It easily absorbs the harsh edges of sharp road ruts, although over a short spell in the rear pews there was a discernible reduction in ride quality the further back you went into the cheap seats.

It never got harsh but there was little more notice of poorer surfaces felt through the seats.

With its softish suspension tune, the body tends to roll a little when pushing moderately through corners and although it's never alarming, this is not the sort of vehicle that would elicit great confidence in driving along a twisty country road. Then again, we can't imagine too many prospective purchasers really wanting to test it out!

So what of the diesel engine?

We've praised this powerplant before (most recently in the new Jeep Cherokee), however, it has been fairly substantially detuned for its use in the front-drive Voyager. Peak power is only down 10kW but torque has been reduced by a hefty 100Nm.

Compared to the petrol model, however, the diesel feels a little more sprightly away from the lights and will reasonably quickly hit the outer suburban speed limits. Out on the open road, though, you again feel the 2000kg-plus and any overtaking needs thought before action.

Outside, there is a bit of diesel clatter but inside the cabin, there is little noise of any note and again the transmission is a smooth shifting unit. It doesn't have a lot to play with though, for although Chrysler claims the peak torque is on tap from 1300rpm, it feels more like 1500 before the urge starts to be felt and then it is all over by about 3500 as the engine starts to run out of breath.

With what is a relatively narrow powerband, the auto transmission is quick to shift up through the ratios under a decent right foot stomp and it appears to have economy stamped hard into its calibration. Once it's risen through the ratios, there was a real reluctance to shift down unless you really put the boot in.

Even under manual control, the response to downshift requests was very slow. About the only time it seemed eager to change down was when we set the cruise on 100km/h and the road started to slightly wind and dip a little and then you couldn't stop it, as the transmission constantly hunted between fifth and sixth.

After our short 150km (approx) media launch drive, both the engine and transmission appear to be competent components but perhaps there needs to be a bit more work on calibration and fine tuning to ensure a better working relationship.

But these are issues that are unlikely to have any real impact on the car's success or lack of it, for most people buying into a traditional seven-seat peoplemover will be impressed by the versatility of the big space and its feature-laden wow factor.

And if all they do is bus half the junior football team around town, then the new Grand Voyager offers competent and comfortable transport.

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