Ford Windstar, Freestar и Monterey: История американских минивэнов.

The Ford Windstar (later the Ford Freestar and Mercury Monterey) is a minivan that was produced and sold by Ford. The replacement for the Ford Aerostar, the Windstar adopted the front wheel drive configuration of the Chrysler minivans. From the 1995 to 2007 model years, three generations of the model line were sold, with the final generation renamed as the Ford Freestar. Unrelated to the Nissan developed Mercury Villager, the Windstar was marketed without a Lincoln Mercury counterpart. As part of the 2004 launch of the Ford Freestar, Mercury introduced its first Ford produced minivan in a revival of the Mercury Monterey nameplate. Following a decline in sales across the minivan segment in the mid 2000s, the Freestar and Monterey were discontinued after the 2007 model year with no direct replacement. In North America, the model line was functionally matched by the 7 passenger 2008 Ford Taurus X wagon/CUV; in Mexico, the Freestar was replaced by the Ford Transit/Tourneo. In 2014, Ford reentered the segment as the Ford Transit Connect compact MPV gained 7 passenger seating in North America. During its production the Ford Windstar/Freestar and the Mercury Monterey were sourced from Oakville Assembly (Oakville, Ontario). In total, 1,984,232 were produced (1,704,786 Windstars, 246,493 Freestars, and 32,953 Montereys).

The first generation Ford Windstar is codenamed WIN88, sharing the front wheel drive DN5 platform with the first generation Ford Taurus and Mercury Sable. Using a 120.7 inch wheelbase (nearly 15 inches longer than the Taurus), the Windstar replaced the integrated frame rail design of the Aerostar with full unibody construction. The front suspension used MacPherson struts, while the rear suspension was a beam axle using coil springs; air suspension was an option. Front brakes were discs, with rear drum brakes; anti lock braking was standard. In 1996, four wheel disc brakes were introduced as an option (when ordered with traction control or the towing package). In contrast to the Aerostar, 15 inch wheels were fitted to the first generation Windstar (except the 1998 Limited).

The Windstar shared its powertrains with the Ford Taurus/Mercury Sable. For its 1995 launch, the 3.8L V6 was the sole engine in GL and LX Models, producing 155 hp; a 150 hp 3.0L V6 was introduced as the standard engine in October 1995 for base and lower GL models. For 1996, the 3.8L V6 saw its output increased to 200 hp.

To compete more closely with the Chrysler minivans, Ford designers shifted from a "one box" design to a "two box" configuration; influenced somewhat by the Mercury Villager, the Windstar had a distinct hoodline and passenger compartment. Benchmarked in size against the long wheelbase "Grand" Chrysler minivans, rating from the IIHS in all marks, in which the driver survives the accident without any injuries. It was marketed as the "Safest minivan on the market."

During and after its production, this generation of the Windstar would become known for several notable reliability issues. The 3.8 L V6 Essex engine in 1995 models was susceptible to head gasket failure, as it was in its Taurus and Sable stablemates. However, the Windstar's problem was a cast iron block with aluminum heads, coupled with higher loads than the Taurus, the van being 700 pounds heavier. In response, Ford extended the warranty on the head gasket to 100,000 miles on most Windstars with this engine. The 3.0 L V6 Vulcan engine was not susceptible to head gasket failure, as it was a completely different engine design. The Windstar was paired with an AX4S transaxle, which was prone to internal failure. The transmission suffered from cracked forward and reverse clutch pistons. These transmission failures were most susceptible with the 3.8L engine, as the transmission could not handle the extra torque and the extra vehicle weight. The Windstar was also plagued with various suspension woes. Due to the heft of the overall vehicle, the tierod ends required constant replacement. The front springs were prone to breaking (Covered under safety recall) in specific markets where extreme cold and heavy salt use in winter months occurred.

Released in the summer of 1998 as an early 1999 model, the Ford Windstar was given a complete redesign. As one of the first Ford vehicles in North America to adopt the New Edge styling language, the redesign also was distinguished by the addition of a driver's side sliding door. While retaining mechanical commonality with the Taurus/Sable, Ford shifted the Windstar to a dedicated chassis architecture, introducing the Ford V platform. Several major features made their debut, including front seat mounted side airbags on vans with VINs starting with 2FMDA, dual power sliding doors, and rear reverse sensors.

2000: The Limited model returned as the most luxurious model. A VCR based rear seat entertainment system featuring a flip down LCD screen was a new option on SE, SEL, and Limited models. 2001: Slight cosmetic changes were made to front and rear fascias for '01. LX became the base model, and a new SE Sport model joined the lineup. The smaller 3.0 L was gone, leaving the 3.8 L as the sole engine choice. Models with 2nd row bucket seats now got their own center console. Front seat side airbags became standard on Limiteds. The chrome grille on the SE and SEL models was redesigned. The steering wheel was updated to a more modern style, with the blue Ford Logo placed in the center. The transmission was updated to the 4F50N. 2002: Dual sliding doors became standard on all models. The 2002 Windstar was the most dependable minivan on the market in the JD Powers dependability survey at three years in service in the 2005 survey. The Windstar beat out the Toyota Sienna and the Honda Odyssey for these honors. 2003: The last year of the Windstar; no major changes were made in anticipation of a 2004 redesign. In a new marketing strategy, the upcoming third generation Windstar was rebranded as the Ford Freestar. The last Ford Windstar was produced on July 25, 2003.

In August 2010, Ford issued a voluntary recall of 575,000 Windstar minivans for rear axle problems. This recall followed an investigation by the National Highway Traffic Safety Administration which had begun in May 2010. The NHTSA preliminary evaluation stated the design of the rear axle beam, an inverted "U" channel design, appeared to provide a collection point for road slurry. In states which used much road salt, corrosion progressively weakened the axle until it fractured. The states covered by the recall were Connecticut, Delaware, Illinois, Indiana, Iowa, Kentucky, Maine, Maryland, Massachusetts, Michigan, Minnesota, Missouri, New Hampshire, New Jersey, New York, Ohio, Pennsylvania, Rhode Island, Utah, Vermont, West Virginia and Wisconsin, as well as Washington D. C. In May 2012, 27,000 of the minivans from Virginia were added to the axle recall, bringing the overall total to more than 600,000 vehicles between the U. S. and Canada. A class action lawsuit was filed against Ford Motor Company in May 2010 proceeding Ford's recall. This lawsuit was filed by Plaintiff Aaron Martin against Defendant Ford Motor Company. In this lawsuit, documents were introduced which showed Ford's testing of the Benteler Axle in March 1998 resulted in failure of two out of the eleven axles tested. In August 1998, Ford determined the cause of this failure was improper heat treating. In September 1998, the axle manufacturer Bentley Automotive agreed with Ford's findings. In October 1999, Ford's internal documents show lab testing proved the axle life could be doubled by heat treating, but would require initial retooling cost and result in $3.45 piece cost increase. No changes were made until March 2003.

The 1999–2003 Ford Windstar received an "Acceptable" rating by the IIHS for fair structural performance, moderate injuries to the left foot, and fair dummy control. Although most redesigned vehicles outperform their predecessors to cut down insurance costs and possible injuries to the driver, this generation Windstar did not perform as well as its first generation predecessor. The NHTSA graded the minivan an overall rating of 5 stars in both the frontal and side impact tests.

For the 2004 model year, the third generation Ford Windstar was released; as part of a mid 2000s rebranding of the Ford car model line with nameplates starting with the letter "F", the Windstar was renamed the Ford Freestar. Sharing the MV1 platform with the 2000 2003 Ford Windstar, the primary initiative of the $600 million redesign focused on driveline reliability, an issue that had plagued the Windstar since its 1994 introduction. In its development, the Freestar saw the addition of heavier duty drive axles, larger wheel bearings, and the standardization of four wheel disc brakes. The 3.0L and 3.8L V6 engines were both retired, in favor of two new engines. In the United States (only), the Freestar was powered by a 193 hp 3.9L V6 (shared with the Ford Mustang) while an optional 201 hp 4.2L V6 (the base engine of the Ford E 150) was standard for Canada and export vans. The 3.9L and 4.2L V6 engines were both enlarged versions of the long running 3.8L V6. As part of the initiative to improve driveline reliability, the 4 speed automatic transmission saw upgrades for improved shifting and reliability. Despite that, transmission failures were still common. NHTSA launched an investigation into the 2004 2005 Freestar and Monterey due to numerous complaints with regard to the equipped 4F50N transmission. Although the investigation is centered on the torque converter, specifically the failure of the torque converter spline shaft, these failures often required the entire transaxle be rebuilt or replaced. Ford later recalled 2004 2005 Freestars and Montereys to have the torque converter replaced free of charge, although 2006 2007 models still suffered from torque converter problems, despite not being recalled. In the redesign, the Ford Freestar saw a minor exterior facelift. While retaining much of the roofline of the previous generation Windstar, in a shift away from New Edge design language, the Freestar adopted styling elements from several Ford vehicles, including the Ford Explorer, Ford Freestyle, and Ford Five Hundred. Shifting from the trademark curved dashboard of the previous Ford Windstar, the Ford Freestar adopted a flat dashboard, sharing many design elements with the then upcoming Ford Five Hundred. In line with a number of competitive minivans, the Ford Freestar introduced a third row seat that folded flat into the floor.

The Freestar carried much of the trim lineup from the Windstar, with two exceptions. The "LX" and "Sport" trim levels were dropped in favor of the "SES" and "S" trims. S (2004 2005) Included: cloth upholstery, 3.9L V6 engine, 16" steel rims with hubcaps, keyless entry, an AM/FM stereo, power locks, power windows with automatic driver's side window, adjustable pedals, power points, and manual sliding doors. SE (2004–2007) Included: 3.9L V6 engine, three row seating, rear air conditioning (on 2006 2007 models), an AM/FM radio with single CD player and digital clock and four speakers, power mirrors, locks and windows, tinted rear windows, keyless entry, and 16" steel rims with hubcaps. SES (2004 2005) Added: 16" sport alloy rims, tri zone air conditioning, and power driver's seat. SEL (2004–2007) Added: 4.2L V6 engine, 6 way power driver's seat, overhead console, leather wrapped steering wheel with audio controls, an AM/FM stereo with single CD and cassette players (cassette removed in 2006) and clock, rear seat audio controls, high capacity air conditioning, and 16" alloy rims. Limited (2004–2007) Added: 3rd row reading lights, an AM/FM stereo with single CD/Cassette players (later, AM/FM stereo with single CD player with speed sensitive volume and rear audio controls), analog clock, turn signal mirrors, cornering lamps, message center, power sliding doors, automatic climate control, and 17" alloy rims (later, 16" clad alloy rims).

The 2004–2007 Ford Freestar received an "Good" rating in the offset frontal crash test from the IIHS and outperformed the 1999–2003 Ford Windstar, but resulted in moderate injuries only on the head and neck. In the side impact tests, it received a "Poor" rating without the optional side airbags for poor structural performance, potential head and neck injuries, and high forces on the driver's torso, but fared better with the side airbags, earning an overall "Acceptable" rating, but resulted in a moderate head and neck injury to the driver.

In 2009, the 2005 Freestar scored second place in J. D. Power's Vehicle Dependability Study, behind the Dodge Caravan.

After selling far under sales projections, Ford discontinued the Freestar and Monterey after the 2007 model year. The final Monterey was produced by Oakville Assembly on August 25, 2006; the final Freestar was produced on December 29, 2006. In Mexico and export markets, Ford largely replaced the Freestar by the V185 Ford Transit/Tourneo (front wheel drive). In North America, Ford became the first American manufacturer to withdraw from the minivan segment entirely, with Ford shifting towards crossover wagons, with the Ford Taurus X (Freestyle) marketed as a 7 passenger vehicle by Ford; in 2009, the Taurus X was replaced by the Flex and Explorer. For 2010, Ford began imports of the Ford Transit Connect compact MPV. While imported in passenger van configuration, most sales were intended for cargo van users. As part of a 2014 redesign, the Transit Connect gained a 7 passenger configuration; though offered with a 120 inch wheelbase (nearly identical to the Windstar/Freestar/Monterey), most other dimensions of the second generation Transit Connect LWB more closely match the extended length Aerostar in size.