The basic Trans Sport SE seats five, two up front, three on a rear bench. Our test van
had 7-passenger seating, which is another plus for these vans, perhaps their strongest
single feature. Arranged in a 2-3-2 configuration, the seats are removable as single
units, lending excellent versatility to the cargo space. And they're light, making
them the most easily removable of any minivan, including Chrysler's new roller seats.
The weakest point of the interior layout can be viewed from the driver's seat.
Although the long nose has been bobbed, it's still invisible from the front seats,
something that's led many owners to complain about not knowing exactly where the snout
ended until it touched the vehicle in front.
Although GM was able to make a modest fix on the extended front end, there was no way
to remedy the extreme rake of the windshield without a major redesign. As a result,
the upper surface of the dashboard is a vast plain of plastic between the driver and
the base of the windshield.
This distance has proved disconcerting to some drivers, and it does take a bit of
getting used to. However, in our past experiences with these vans, including a
one-year long-term evaluation of an earlier Trans Sport, we found that familiarity
breeds comfort.
Passive safety equipment isn't quite up to current minivan standards--there's no airbag
on the passenger side, something that will be corrected in the next generation. On the
other hand, antilock brakes are standard, which still isn't true for all minivans.
With all the seats removed, the GM minivans can hold up to 112.6 cu. feet. That's
considerably less than a standard Dodge Caravan, but it's a good-sized cargo hold
nevertheless. The floor is flat, and the swing-up rear hatch is wide for easy access.
There's also plenty of legroom in all three seating positions.
GM was among the first to recognize America's for mobile dining, a recognition that's reflected in the Trans Sport's impressive array of cupholders. There are eight in the 7-passenger edition, which was probably a world record when these vans first rolled onto the scene.
Though the Trans Sport looks sporty, it's no Bonneville in the handling department.
The combination of minivan height, a relatively narrow track and suspension tuning
aimed at good ride quality produces lots of body roll if the vehicle is hurried
through turns. In this respect, the Trans Sport, Lumina and Silhouette are a little
less car-like than their prime competitors from Chrysler and Ford.
On the other hand, there are no nasty surprises lurking in the Trans Sport's behavior.
Although it refuses to be hurried on tight, winding roads, it's fully predictable.
On the plus side, we think most drivers and passengers will find the Trans Sport's
ride quality more than acceptable. Although early members of this minivan clan weren't
as smooth as some, GM has retuned the suspension over the years, giving all three vans
a more supple feel that does a good job of isolating occupants from minor road shocks.
As we noted earlier, the driving position takes some getting used to, and it's
something to be aware of if you take one of these vans out for a test drive. The
distance between the driver's seat and the base of the windshield produces an odd
sensation at first--you may feel that you're piloting from the middle of the van,
rather than the driver's seat. But this feeling will disappear with experience.
Although the new 3.4-liter V6 doesn't have quite as much low-rpm punch as the
3.8-liter, it's far stronger than the previous base engine, a 3.1-liter V6, and it's
got enough snort to keep pace with all but a few of its competitors, as well as the
cut-and-thrust of commute traffic.
Braking performance, augmented by standard ABS, is good compared to the rest of the minivan universe, though not exceptional.