A second airbag, adjustable-height front shoulder harnesses and larger gauges are the
big news inside, bringing it up to date in terms of standard safety features.
The rest of Villager's interior is mostly unchanged. That's good in some ways; in
others, this is yet another area where the rest of the world has moved on.
Lots of space and nearly limitless ways to use it are still the Villager's strong
suits. Seating in the 5-passenger GS includes two highly supportive front buckets and
a rear bench with a back that reclines and folds forward into a picnic table. While
you can't remove the bench, you can trim the space it takes by tilting its bottom
cushion up and sliding the whole thing nearly 50 in. forward or back, depending on
where you need the room.
You can also make the GS a 7-passenger van like the LS and Nautica by adding a
2-passenger center bench--a $330 option included in Package 692A. While it won't slide
or recline, the center bench does everything else the rear bench does. It's also
removable. Unfortunately, doing so requires two strong bodies. It also entails folding
the seatbottom, tugging on a series of levers and then dragging the heavy bench
through the Villager's single side door. Compare that to the slick new seats in
Chrysler's minivans, which you can roll back to the tailgate or carry out either side
door.
Optional center captain's chairs ($610) are more manageable and versatile, since
they're lighter and can be removed one at a time. The bad news: They come only on
uplevel models. And unless the center seatbacks are folded, rearmost passengers will
find kneeroom tight with either seating arrangement.
The Villager was arguably the world's best-handling minivan when it came out, and it's
still at the front of the pack. Our test GS benefitted from wider all-season
performance tires that come with Package 692A, along with stiffer shocks and a rear
stabilizer bar included with the $85 uplevel suspension. The result is a minivan that
hugs snaking backroads and keeps its cool during emergency maneuvers better than any
save Chrysler's.
Villagers with the uplevel suspension also ride firmly yet comfortably, despite
carriage-style leaf springs and a beam axle in back. Stops are also short and
unspectacular, despite rear drums instead of the discs on such newer competitors as
Ford's Windstar.
Villager's Nissan-built V6 is another strong point. While it's smaller and less potent
than the ones available in Chrysler vans--let alone the 200-hp V6 offered in this
year's Windstar--canted valves and overhead camshafts help it move this small van
briskly, smoothly and quietly.
We also found the electronically-controlled 4-speed automatic transmission to be both
smooth and responsive. Like most of Ford's other automatics, its column shifter
includes a handy button at the end of the lever for locking out overdrive to provide a
little extra oomph for passing or going up steep hills.
Extended drives also revealed some interior details that haven't stood the test of
time. Flush-mounted switches that are hard to find and tough to tell apart are our
biggest gripe. Examples include feel-alike buttons for the optional power driver's
seat and rear wiper and washer. You have to look at them to use them, which is out of
step with the new age of tactile differentiation in switches and other secondary
controls.
Climate control dials are mounted above the more frequently used radio controls, and
both require a long reach to the center. You'll also find the small buttons for the
climate modes hard to find while moving.
One set of switches that has improved are the larger tabs and beefier buttons for the
radio. And as always, Villagers offer separate controls for climate as well as audio
volume and tuning for center-seat passengers. Parents take note: You can lock out
those audio controls from up front. Who says we've lost control of our kids?