It’s roughly 400 miles from Dearborn to Chicago; that’s an awful big number especially if it’s my first time driving on an Interstate. Even if I’ve survived dodging dingy Jeepneys in Manila, it’s a different matter outrunning 18-wheeler Mack trucks running at 80 mph. It was baptism by fire, and I had to do it in a Ford (drum roll, please) Freestar minivan.
Before we get to the highway bit, let’s talk product. The Freestar is Ford’s challenger to the Dodge Caravan and Honda Odyssey. However, unlike its competitors, the Freestar was never about the availability of different configurations or even mechanical refinement. It was, and still is, all about passenger safety.
The Freestar Limited that I had is probably the only minivan to offer eight airbags, ABS with EBD and brake assist, four-wheel disc brakes, traction control, self-sealing tires, tire pressure monitors and reverse sensors all as standard equipment. It was, redesigned from the Windstar, on which it’s based, to offer better crash and rollover safety. That said, at least I had a bit of confidence on taking Dodge Rams head-on.
As mentioned, the Freestar isn’t the most powerful minivan in the US market. Still, the Limited variant’s standard 4.2-liter OHV V6 had enough grunt to push the 1,950-kilogram seven-seater with considerable ease. Since the engine’s a close brother of the power plant found in the Explorer Sport Trac, it behaves remarkably the same. The crank-up, induction and even throttle behavior induced feelings of déjà vu. That said, the Freestar has to rely on an autobox with one gear less.
Since it’s made for the school run, I didn’t expect flat-out cornering or a blistering quarter-mile figure. Still, it still amazed me with its safe and predictable behavior despite having all-season, Uniroyal Nailpaw self-sealing tires. There’s a bit of body roll, but nothing that would encourage kids to take the school bus. The standard traction control kept me in check more than once as there’s 202 bhp still being channeled through the front tires.
As Ford looked towards the Taurus for the Windstar’s curvy interior, they looked at the European Mondeo for the Freestar’s no-nonsense high-quality interior. As with the Ford Escape, it’s shades of tan and brown in here. Although it maybe a pain to clean for parents whose kids have artistic tendencies, it provides a homey environment that’s filled with warmth and character, something that can’t be said with the Chevrolet Venture.
Of course, being the range-topping variant in the line-up, there’s the ubiquitous faux wood and cow hide seats. Although I would have personally deleted the former, I surely appreciated the latter as the Freestar’s leather seats are heated; perfect for me as I tackled the roads at 21 degrees Fahrenheit. Adding a bit of character is the chrome ringed gauges.
Interior quality is, like the new F-150, a cut above the rest. Whereas the Chevrolet Venture’s dash looked like it suited Bugs Bunny, Steve Jobs wouldn’t mind fiddling with the Freestar’s six-disc in-dash changer. And speaking about high-tech stuff, the Freestar’s full of it such as power adjustable pedals, dual climate control, dual electric sliding doors, side mirror turn repeaters and an analog clock.
Although Dodge’s Grand Caravan would have more space, the Freestar still offers seating for seven (2+2+3) and nine beverages. Besides that, the Ford still offers uncompromised flexibility options with a fold-flat third row, fold-and-tumble captain’s chairs on the second row. This Ford’s versatility was put to the test when it had to swallow my brother and mine’s luggage (think typical Filipino balik-bayan’s worth).
An uncompromising family hauler it is, but can it tackle the Interstate 94 (I-94)’s infamous bad surface? This would prove to be the Freestar’s ultimate test.
As I joined the highway, the Freestar found it easy to reach the legal speed limit of 80 mph. In fact, more than once, I teased the state troopers by hitting 120 mph. The engine / transmission worked well enabling for smooth and steady progress as afternoon turned to dusk.
The endless stretch of straight highway and characterless scenery made for a boring drive. It wasn’t helped by the Freestar’s well-weighted, but vague steering. Still, I give Ford some credit for minimizing drag resistance and intrusive noise.
However, I couldn’t say the same with the Freestar’s ride. Despite it’s rather large profile 70-series tires, it chopped its way through road joints and several ruts, thanks mainly to the Freestar’s solid beam rear axle. Still, it performed reasonably well absorbing most major bumps with minimal fuss.
After four hours of continuous characterless scenery, I was greeted by large neon ‘Welcome to Chicago’ signs that wouldn’t look out of place in Dick Tracy. After paying road toll to an attendant who looked like a McDonald’s take-out clerk, I pushed to the downtown area.
Here, the Freestar’s ability as a city car really shone. It’s right size and quick steering made it easy to slice through traffic. The excellent visibility and SUV-like ride height are great bonuses.
On the flipside, despite more than 400 miles on the highway and just 30 odd ones in Chicago’s city streets, the Freestar managed a measly 7.69 km/l–a figure that could have environmental activists chain up the car.
Now, to the main question: will the Ford Freestar do well here if offered? With the emergence of luxury minivans, the answer maybe a yes. If the success of the Chevorlet Venture and Toyota Previa if any indication, Ford might as well put the Freestar in this frey. With the blue oval’s reputation of offering luxury family automobiles as well as the Freestar’s unparalleled safety, good on-road ability, clean looks and excellent interior, it may mean a good chunk of the minivan market here.
By Ulysses Ang | Photos By Ulysses Ang
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