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The Freestar, like the
Uplander, is also an updated and renamed version of an old van that cannot
approach the term “competitive” even at a low price. These two vans were in an
evenly-matched competition for the position of not-last-place, but the
Freestar pulled its trump card of an extra $4,000 in rebates over the
Chevrolet, an amount that was able to bury the Uplander’s advantages of a
roomier third-row seat, a higher-quality interior with a nicer control layout,
more cargo space, the OnStar system, and better gas mileage.
The Freestar has a firm, controlled ride that’s
reasonably comfortable on smooth pavement. But it rapidly deteriorates over
any imperfections, with bumps slamming through and annoying body rocking. The
low-speed ride is a bit jittery as well on any surface. This ride does at
least help the van outhandle the Chevrolet Uplander; the Freestar has
relatively well-contained body roll and fairly responsive steering, though it
isn’t close to being fun to drive. The 4.2-liter V6 standard on uplevel
versions of the van (less expensive models use a 3.9-liter V6) provides
adequate but unexceptional acceleration, and isn’t smooth or quiet. Annoying
levels of road noise are present on all but the smoothest roads, but wind
noise remains unobtrusive. Fuel economy is the worst of any current minivan.
Inside, the Freestar’s front seats are firm,
well-shaped, and comfortable. Taller drivers may want more rearward seat
travel, but that would cut further into the already-diminutive leg space
offered to the second-row occupants. Those passengers’ low, narrow, and
poorly-padded captain’s chairs are the least comfortable in this group even
before the lack of space is considered. The third row is also uncomfortable by
this class’s standards; it is little more than a leather-covered thinly-padded
bench mounted on the floor of the cargo area a few inches behind the
second-row seats. This comfort sacrifice limits the seat’s usability for
carrying adult passengers, but does allow the seat to disappear into a cargo
well, a trick that all the others here but the Uplander managed while making
the seat more comfortable. Furthermore, unlike several competitors, the seat
only folds in one piece. The cargo area is relatively small for a minivan. The
dash looks suitably upscale, but
is constructed primarily of hard, ill-fitting plastic trim pieces. The gauges
are adequately sized and clear enough, but some instruments are too low and
too small. Drivers sit comfortably, and shorter drivers will appreciate the
power-adjustable pedals. Visibility is excellent, thanks to a low beltline and
thin roof pillars. Entry/exit is easy to the first two rows of seats, but it
is less easy to access the third row. A low, small, near-useless console and a
hand-operated parking brake inhibit passage between the front seats.
The Freestar has done very well in crash
testing. It earned five stars for both the driver and for the front passenger
in NHTSA’s frontal crash test, and four stars for the driver and five for the
second-row passenger in the NHTSA side crash test even without the optional
side airbags. Its estimated 14% chance of rolling over in a single-vehicle
accident earned it fours stars from NHTSA as well. The Freestar earned a Good
rating in the IIHS offset crash test, as well as for its front head
restraints. With its optional side airbags, it was rated Acceptable, the
second-highest rating, in the IIHS side crash test.
The Freestar reviewed here came fairly
well-equipped at $27,640, the lowest price in this group. At that price, it
includes Ford’s exclusive keypad entry, rear-seat radio controls, a
rear-obstacle detection system, power adjustable pedals, and a memory system
for the driver’s seat, pedals, and mirrors. Strangely, the Freestar does not
offer satellite radio or a sunroof at any price.
Overall, the Freestar’s
lower price, stronger crash-test performance, and better handling than a
Chevrolet Uplander spared it a last-place finish. But there still isn’t much
more to recommend in the van. It has uncomfortable rear seating, relatively
little cargo space, a stiff, noisy ride, a low-quality interior, and poor gas
mileage. Resist the temptation to take the $5,000 rebate, better vans can be
found even at the same price point.
NEXT: 8th Place
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