Truck-based minivans may have fallen largely out of favor with consumers in recent years, but there was still a bunch of people who admired their charms enough to keep two models on the market.
But the closing of GM's minivan plant in Baltimore will bring an end to the Chevrolet Astro and GMC Safari, though not for some time in the Canadian market. GM of Canada has loaded up with about 2,000 units of each model, and that should allow them to meet the vehicles' normal demand into early 2006.
For the most part, Astro-Safari are purchased by people looking for something with more payload and towing ability than a more modern front-wheel-drive minivan.
They played a bigger role than that when they debuted in 1985, of course, but the ongoing flood of front-drive minivans marginalized Astro-Safari in the following two decades.
These days, Santo Giardina, who's in charge of marketing Astro and Safari, can say that the current buyers are ''the same buyers as always -- they need a bit more payload and a bit more towing capacity. These are people who want a truck-based vehicle rather than a regular van. You have a higher seating position than you do in most vans, and more cubic space because it's wider and taller.''
That has not changed since the vehicles' debut, but then again neither has the mechanicals inside that accommodating box, though they have been constantly refined.
The 4.3-litre V-6 has been under that unchanging hood all those years, with various tinkering to keep it competitively. Most importantly it got a new fuel-injection system a couple of years back, and before that a new automatic transmission, an active transfer case, and a revised truck body for the electrical wiring.
As a result of all this and its basic structure, an Astro or a Safari is not as smooth, slick or quiet as a modern minivan, and you are gently but regularly reminded of its truck heritage.
Still, these vehicles go about their business with a sense of solidity and determination that engenders confidence in the driver and other occupants. Driving one of these vehicles is the automotive equivalent of having a competent and experienced tradesman do a job for you.
The primary tool dangling from this vehicle's belt, if you will allow one last turn of that analogy, is the time-tested V-6, which delivers a horsepower peak of 190 at 4,400 rpm and a torque peak of 250 at 2,800.
It is that second equation which defines the Astro and the Safari vehicles, since torque is the primary enabler of that coveted towing ability.
To be sure, you can tow a goodly amount with any minivan currently on sale, though there can be handling issues in some radical situations with front-wheel-drive vehicles (which would be virtually every other minivan on the market) when there's a large weight at the rear end.
As important as that might be, it probably matters more to most consumers that the rear- or all-wheel-drive Astro/Safari models can simply pull more weight. Giardina notes that front-drive, mid-sized vans max out around 1,600 kg, while the Astro/Safari can handle 2,450 kg.
That extra weight allowance extends considerably the choice of campers and boats and so on that can be towed, and that's important to many buyers.
For people not familiar with Astro/Safari, it's probably worth mentioning here that they are a long way from stripped-down utilitarian work vehicles, or at least can be. It is possible to get a front-drive cargo van version of either model for $27,010 that is light on refinement, but there are more passenger-friendly versions available for more money.
There are seven- or eight-seat, front-drive variations of each model for $29,035, $30,605 and $34,980, and similarly-equipped all-wheel-drive variations for $31,965, $33,535 and $37,910.
Giardina says there are no special deals on these vehicles in their final months, but it must always be remembered that those numbers quoted above are the ''suggested'' manufacturer's retail prices. You pay the amount the dealer is willing to accept, and (if I can ride a favorite hobby horse of mine) that does not have to include the destination tax.
It's possible that dealers will become more anxious to move these units as time goes on (look how aggressively GM of Canada is pushing the two-door Chevy Blazer in a similar situation), but there are no guarantees.
Giardina says there is a guarantee from GM that it will stock enough parts and service equipment to look after Astro/Safari models into the future, and there are lots of older models on the road to supply donor parts. For five or maybe 10 years, then, service won't be an issue at all, and it should be remembered that every GM dealer in the Canada and most of the U.S. stores will be able to service it.
Putting aside the economic issues, it should also be noted that for any amount of money you get a pretty decent vehicle when you get an Astro or a Safari. It's comfortable, stable and reliable, and the ride isn't as truck-like as I may have suggested.
Both Chevrolet Astro and GMC Safari are therefore worth looking at in the next few months if you're looking for a mid-size van to take you camping, snowmobiling, boating or whatever.
When they're gone, it's not likely we'll see their like again.
photo:GM of Canada
But the closing of GM's minivan plant in Baltimore will bring an end to the Chevrolet Astro and GMC Safari, though not for some time in the Canadian market. GM of Canada has loaded up with about 2,000 units of each model, and that should allow them to meet the vehicles' normal demand into early 2006.
For the most part, Astro-Safari are purchased by people looking for something with more payload and towing ability than a more modern front-wheel-drive minivan.
They played a bigger role than that when they debuted in 1985, of course, but the ongoing flood of front-drive minivans marginalized Astro-Safari in the following two decades.
These days, Santo Giardina, who's in charge of marketing Astro and Safari, can say that the current buyers are ''the same buyers as always -- they need a bit more payload and a bit more towing capacity. These are people who want a truck-based vehicle rather than a regular van. You have a higher seating position than you do in most vans, and more cubic space because it's wider and taller.''
That has not changed since the vehicles' debut, but then again neither has the mechanicals inside that accommodating box, though they have been constantly refined.
The 4.3-litre V-6 has been under that unchanging hood all those years, with various tinkering to keep it competitively. Most importantly it got a new fuel-injection system a couple of years back, and before that a new automatic transmission, an active transfer case, and a revised truck body for the electrical wiring.
As a result of all this and its basic structure, an Astro or a Safari is not as smooth, slick or quiet as a modern minivan, and you are gently but regularly reminded of its truck heritage.
Still, these vehicles go about their business with a sense of solidity and determination that engenders confidence in the driver and other occupants. Driving one of these vehicles is the automotive equivalent of having a competent and experienced tradesman do a job for you.
The primary tool dangling from this vehicle's belt, if you will allow one last turn of that analogy, is the time-tested V-6, which delivers a horsepower peak of 190 at 4,400 rpm and a torque peak of 250 at 2,800.
It is that second equation which defines the Astro and the Safari vehicles, since torque is the primary enabler of that coveted towing ability.
To be sure, you can tow a goodly amount with any minivan currently on sale, though there can be handling issues in some radical situations with front-wheel-drive vehicles (which would be virtually every other minivan on the market) when there's a large weight at the rear end.
As important as that might be, it probably matters more to most consumers that the rear- or all-wheel-drive Astro/Safari models can simply pull more weight. Giardina notes that front-drive, mid-sized vans max out around 1,600 kg, while the Astro/Safari can handle 2,450 kg.
That extra weight allowance extends considerably the choice of campers and boats and so on that can be towed, and that's important to many buyers.
For people not familiar with Astro/Safari, it's probably worth mentioning here that they are a long way from stripped-down utilitarian work vehicles, or at least can be. It is possible to get a front-drive cargo van version of either model for $27,010 that is light on refinement, but there are more passenger-friendly versions available for more money.
There are seven- or eight-seat, front-drive variations of each model for $29,035, $30,605 and $34,980, and similarly-equipped all-wheel-drive variations for $31,965, $33,535 and $37,910.
Giardina says there are no special deals on these vehicles in their final months, but it must always be remembered that those numbers quoted above are the ''suggested'' manufacturer's retail prices. You pay the amount the dealer is willing to accept, and (if I can ride a favorite hobby horse of mine) that does not have to include the destination tax.
It's possible that dealers will become more anxious to move these units as time goes on (look how aggressively GM of Canada is pushing the two-door Chevy Blazer in a similar situation), but there are no guarantees.
Giardina says there is a guarantee from GM that it will stock enough parts and service equipment to look after Astro/Safari models into the future, and there are lots of older models on the road to supply donor parts. For five or maybe 10 years, then, service won't be an issue at all, and it should be remembered that every GM dealer in the Canada and most of the U.S. stores will be able to service it.
Putting aside the economic issues, it should also be noted that for any amount of money you get a pretty decent vehicle when you get an Astro or a Safari. It's comfortable, stable and reliable, and the ride isn't as truck-like as I may have suggested.
Both Chevrolet Astro and GMC Safari are therefore worth looking at in the next few months if you're looking for a mid-size van to take you camping, snowmobiling, boating or whatever.
When they're gone, it's not likely we'll see their like again.
photo:GM of Canada
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