A self-proclaimed lover of all things practical, minivans ride high on my list of useful appliances. No, they’re not sexy

A good looking van, but sexy it's not! (Photo: Canadian Auto Press)

no matter how much “sport” manufacturers try to add to them, and they’re clearly not off-road capable, but how many “crossover” SUVs are these days either? Really, it’s hard not to love an honest, hardworking individualist that clearly doesn’t care what anyone else thinks, and that pretty well sums up the 2010 Dodge Grand Caravan and the people who drive them.

For 2010 the Grand Caravan is carryover from 2009, and that van was brought forward form 2008 when it was completely overhauled from the ground up. Most modern vehicles rotate major updates over a four-year cycle, with minor facelifts and interior modifications done just as often but halfway through their lifecycles. In the case of the Grand Caravan we’re not going to see a mid-cycle upgrade until 2010 for the 2011 model year, and then the all-new model won’t arrive until 2014 as a 2015 model. That’s according to Chrysler’s 5-year business plan laid out by the Auburn Hills’ automaker’s new CEO Sergio Marchionne and crew earlier this month, so you can feel safe in the knowledge that a Grand Caravan purchased now will have a good, long shelf life without immediately losing resale value to a younger, newer upstart.

Back in its heyday the Grand Caravan was the long-wheelbase version of the Caravan, and when I bought my then brand new ’96, the first model with double side-sliders, I specifically chose the regular wheelbase version because I was trading in my BMW 5-Series and wanted the sportiest possible minivan (yes, I was still living an illusion), didn’t need the extra room as I only had one child, and didn’t want to spend the extra money for something I wouldn’t need. I suppose I was in the minority because buyers of this van have spoken with their wallets and resultantly now Chrysler only serves Caravans up one way, and that’s with the Grand moniker up front and extra wheelbase

Boxy profile makes for superb people and cargo hauling. (Photo: Canadian Auto Press)

extending the rear; it’s what people want, or at least it’s what people wanted when the decision was made to drop the regular wheelbase model.

Additional simplifications included Dodge nixing the antiquated 3.8-litre V6 upgrade for the more modern 4.0-litre V6 last year, the engine found in my tester, along with its 6-speed automatic transmission with AutoStick manual mode. Yes, odd to find manual mode in a minivan, especially one that can actually be flicked with the fingers without taking hands off the steering wheel, but the Grand Caravan hasn’t stayed number one in the industry by maintaining the status quo. No, it’s always been a leader when it comes to features, with the best infotainment system in the industry allowing for double rear screens that grew from 8 to 9 inches in diameter last year, which hang from a

There's not a lot of soft-touch plastics in here, but the build quality is good and overall functionality excellent. (Photo: Canadian Auto Press)

class-leading track system that also houses storage bins for remotes or game controllers, special sunglass holder stowage, etc. The DVD system is so easy to use too, workable from up front where parents need to have control. Parents and kids will enjoy Sirius satellite radio, where there’s everything from the best of pretty well any era right up to an all ‘80s alternative station, plus one for grunge, new alt music, or metal, rap, funk, etc. Hey, parents are cool these days, so get with the program, literally. Speaking of that, an iPod interface comes with the UConnect hands-free system, another extremely useful technology.

I particularly like the Grand Caravan’s second- and third-row window shades, integrated child seats, and other family friendly features, but I suppose the best feature comes standard in SE trim, its Stow ‘n Go seating system that drops all rear seats flat into the floor for a completely open cargo area, and when

The majority of Grand Caravan owners opt for the standard Stow 'n Go seating system, which allows all rear chairs to be folded into the floor, but Swivel 'n Go is an intriguing option. (Photo: Canadian Auto Press)

not in use allows for fabulous hidden storage. There’s nothing like it in the industry, with the only possible negative comment being that the second row seats don’t give quite as much upper back support as I’d like; a good tradeoff for ultimate functionality though, especially because I’d never had to sit back there.

My tester had the Swivel ‘n Go option Dodge introduced with the 2008 van, and while it’s cool to be able to spin the second row captain’s chairs around to face those in back and slot a table in between, you’d have to do a lot of road trips to make it worthwhile when comparing this feature to the overall life-bliss that Stow ‘n Go allows.

I was a bit surprised that my tester didn’t include powered sliders and a powered rear door, my two favorite minivan features, and it didn’t include Chrysler’s remote start or its power adjustable pedals, all great features if needed. I was also in need of a USB port for listening to some tunes and there wasn’t one to be found. You need to upgrade to the top-line audio system, which is totally worth it if you have the coin. Of course, it comes with a navigation system that’s easy to operate and very useful if you live in a large city or go on road trips, and the hard drive that holds the nav info also doubles for music storage via Chrysler’s MyGIG entertainment system, along with a 6CD player and all the necessary plug-ins for external devices, back to my original point of needing a USB (there’s one right on the front of the interface). A rearview camera is also included, and with a vehicle that’s 5,144 mm (202.5 inches) long from nose to tail, it’s helpful.

On that note the Grand Caravan hardly feels as grand as its name suggests on the open road, doling out a nice

The Grand Caravan takes to the corners fairly well. (Photo: Canadian Auto Press)

combination of a smooth, comfortable ride and decent handling, for the category. Push it through corners and understeer is the order of the day, but it’s controllable and reacts well to quick steering input. In other words, while you can drive it quickly and enjoy a little fun in the corners, most Grand Caravan buyers will just appreciate knowing its suspension is capable enough if the need arises to avoid an accident. Likewise the brakes, which will fade relatively quickly if the van is driven like a sports car on canyon roads, react very well initially and, thanks to ABS, will stop when called upon under normal driving conditions. Traction and stability control come standard.

Despite

The dash mounted shifter features AutoStick manual mode! (Photo: Canadian Auto Press)

2,033 kilos (4,483 lbs) of heft in base trim, the Grand Caravan moves off the line well in 4.0-litre SOHC V6 guise, thanks to 251hp at 6,000 rpm and 259 lb-ft of torque at 4,200 rpm, but I remember driving one with the base 3.3-litre OHV flex-fuel V6 that makes a mere 175hp at 5,000 rpm and 205 lb-ft of torque at 4,000 rpm and, making matters less appealing, comes mated to a 4-speed automatic in SE and SXT trim levels, and wasn’t anywhere near as impressed. It’s cheaper than the 4.0L that comes optional with the SXT to purchase initially, of course, which is the only reason to get it as there aren’t any fuel savings to be had. Actually, the larger more powerful 4.0L gets better mileage, with the 3.3 only managing 12.6L/100km in the city and 8.4 on the highway, the 4.0 gets a more respectable 12.2 and 7.9 L, respectively. Yeah, opt for the 4.0L if money isn’t the issue, and no matter how much you have

Thoughtful features, like this conversation mirror, abound in the Grand Caravan. (Photo: Canadian Auto Press)

to spend you’ll be happy that both engines only need regular fuel.

Not only is the 4.0L more fuel efficient and faster, not to mention a lot more refined, but it’ll tow the van’s 1,588-kilo (3,500-lb) maximum, when the towing package is ordered, with greater ease; the Grand Caravan can only haul an 816-kilo (1,800-lb) trailer without the towing package. And now that we’re talking towing, the Grand Caravan can handle a payload of 680 kilos (1,500 lbs) in its 4,072-litre (143.8-cu ft) cargo bay. Yes, that’s with all seats folded into the floor or removed, depending on which seating system you opt for. Behind the rearmost third-row is 915 litres (32.3 cu ft), while the second row allows for 2,339 litres (82.6 cu ft) of gear.

Now that we’re talking practicalities, the Grand Caravan is well equipped with standard

This is what minivans are all about... interior passenger/cargo flexibility galore! (Photo: Canadian Auto Press)

side curtain airbags, but side-thorax bags are not offered. Why? The company designed a side curtain bag system that comes down to where the thorax bag would normally deploy, and thus saved a lot of money that gets passed on to you, the consumer, and, due to fewer potential airbags that would need to be replaced if said accident occurred, a process that would include a renewed surfacing overtop each airbag, it’s cheaper to fix.

Lastly, and possibly now considering our dour economy, most importantly, the Grand Caravan is assembled at Chrysler’s Windsor, Ontario plant (as well as Fenton, Missouri for US buyers), so if you’re reading this in Canada you can stand proud in knowing that your purchase would benefit Canadian workers.

This day and age, however, as nice a feel-good thought as that last statement is, value is what will cause you and most buyers to take the final step towards purchase. So, if you’re the practical type and want the best minivan money can buy, I strongly urge a visit to your local Dodge dealer and a ride in the new Grand Caravan. After all these years, the originator of the modern minivan segment remains the one to beat and therefore is more than worthy of your consideration.