The Ford Windstar – It was developed as a direct competitor to Chrysler’s minivans and their dominance in the minivan segment.
Ford decided this minivan would be a unibody with Front wheel drive. The Aerostar was popular with outdoor types, camping families, and professionals. It was built on truck frame so it could tow heavier trailers and handle heavier payloads than the more car like Chrysler unibody minivans. The question is would the If you can’t beat em join em tactic backfire on Ford or could Ford become the dominate minivan domestic manufacturer as they had done with their light trucks?
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A transcript, created by AI and edited by a staffer, is below.
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Transcript:
The Ford Windstar was a minivan built to compete directly with Chrysler’s offerings. Ford’s previous van, the Aerostar, had performed well but always finished second in the minivan segment. It drove more like a truck—great for camping or hauling heavy equipment—but the dominant minivan buyers at the time were young families, often mothers. Recognizing this, Ford’s design team for the Windstar was largely composed of women, reflecting its target demographic.
The question was whether Ford’s “if you can’t beat them, join them” strategy would pay off. Would Aerostar buyers reject the new approach, or would they adopt it?
Introduced in March 1994 as a 1995 model, the first-generation Windstar featured the rounded “aero” design language common to 1990s Ford vehicles. Up front, it had an oval grille with the Ford logo in the center, flanked by flush-mounted headlights and wraparound turn signals. The rounded bumper integrated smoothly into the design, and the van featured flush glass, oval mirrors, body-side moldings, and a passenger-side sliding door for easy rear access. The rear liftgate had side latches and a low floor for convenient loading.
The Windstar used unibody construction, with MacPherson struts and a sway bar up front, and a twist-beam axle with coil springs in the rear. Brakes included front discs and rear drums, managed by an anti-lock braking system.
Two trims were offered at launch: the entry-level GL and upscale LX. Early models came with a 3.8-liter Essex V6 producing 155 horsepower. Midyear, Ford introduced the 3.0-liter Vulcan V6 (150 hp) as the standard engine for the GL, while the 3.8-liter remained standard on the LX. Both were paired with Ford’s four-speed AXOD automatic transmission driving the front wheels.
Standard equipment included tinted glass, flip-open rear quarter windows, seating for seven, folding second- and third-row seatbacks with quick release, AM/FM stereo, childproof sliding door lock, intermittent wipers, a rear wiper and washer, and dual front airbags.
Inside, the Windstar offered up to 15 seating configurations, including one that converted into a bed. Buyers could tailor the setup when ordering. Options varied by trim and package, with popular ones including rear privacy glass, a floor console, multiple audio systems (topped by a premium AM/FM/CD setup with a 10-disc changer), a remote entry keypad, rear defroster, power accessories, and a towing package. LX models added standard air conditioning, additional lighting, cruise control, a larger fuel tank, and aluminum wheels. Optional LX upgrades included a digital instrument cluster, quad captain’s chairs, leather seats, keyless entry, and an automatic load-leveling rear suspension.
Early reviews were largely positive. Critics noted Ford’s clear attempt to outdo Chrysler’s minivans, and many believed the Windstar succeeded—at least initially. However, Motor Trend later reported reliability concerns, with owners citing brake, electrical, and noise issues. Still, Ford sold 222,147 Windstars in 1995.
For 1996, changes were minimal. Anti-lock disc brakes became standard on all four wheels, and the 3.8-liter V6 was revised with a new control module, boosting output to 200 horsepower. A JBL audio system topped the options list, traction control became available, and the LX gained a leather-wrapped steering wheel. Sales totaled 209,033 units.
The 1997 model year saw few updates beyond a new base “G” trim. Equipment was reshuffled, and a high-capacity rear air conditioning and heater system was added to the options list. Production ended early that year, with 205,356 units sold.
For 1998, Ford gave the Windstar a mid-cycle refresh. The front bumper now featured a trapezoidal grille, sharper headlights, and repositioned fog lamps. The driver’s side door was widened for easier access, and an optional tilting/sliding seat was added. New wheels and body moldings appeared, along with a flip-down convex mirror that gave the driver a full view of the rear cabin.
Trim levels expanded to include the base “L” and a new top-tier “Limited.” The Limited added a monochromatic exterior, wood-trim interior, fog lamps, 16-inch wheels, upgraded HVAC, automatic headlights, an auto-dimming mirror, overhead console with audio controls, leather seats, keyless entry with alarm, and a premium stereo. Ford also introduced the Northwoods edition, which included unique two-tone paint, special trim, and either leather or cloth/vinyl upholstery. The JBL audio system was discontinued. Sales for 1998 reached 190,173 units.
While the Windstar was superior to Chrysler’s second-generation vans at launch, its timing was off. Chrysler released its third-generation models a year later, with innovations like a driver-side sliding door and easily removable roller-mounted seats. The Windstar retained a higher safety rating—a five-star crash test result compared to Chrysler’s three stars—but that wasn’t enough to close the sales gap.
Reliability became the Windstar’s Achilles’ heel. The 3.8-liter engine was plagued by head gasket failures and electrical issues. Even the 3.0-liter, though more dependable, struggled under the van’s weight. Word of mouth about these problems hurt Ford’s reputation in the segment.
Ultimately, Ford never achieved the top spot in minivan sales. The Aerostar had its niche appeal with towing and load capacity, but the Windstar couldn’t match Chrysler’s practicality and reliability.
A second-generation Windstar would follow, but that’s a story for another time.
If you enjoyed this look at the first-generation Windstar, consider checking out the video on the Ford Aerostar.
