1992 Chevrolet Chevy Van Reviews, Pricing & Specs

Many years ago, a German automotive publisher briefly entertained the idea that there was a market for a monthly magazine that dealt exclusively with vans of all kinds. The author of these lines, habituated to eating three times a day, jumped at the idea because it gave him another opportunity to make a little money by selling automobile stories. Here's one of them. The subject of this particular test was a 1992 Chevrolet G20 Sportvan Extended featuring a comprehensive conversion by renowned specialist 707 Industries. Hard to believe as it is, there was and is a significant and devoted following for big US vans in Germany, particularly for Chevies like the test vehicle that make up approx. 75 - 80 percent of the local market. GMCs, Fords, and Dodges have their devotees, too, but are rarely seen at the usual gatherings, let alone in the streets. The vast majority of American-made full-size vans in Germany have been more or less extensively customized, either by their owners or conversion specialists on both sides of the Atlantic. Stock vans are practically nonexistent. The basis of "my" test car was Chevy's diehard 2nd generation G-Van that debuted in 1971 and was built more or less unchanged through the 1996 model year, proof positive of its overwhelming (and fully deserved) acceptance by the public. Chevy's van (and its GMC counterpart) came in three weight classes, with the G20 obviously in the middle between the lighter G10 and the heavier G30. Available as a Cargo Van (which the test car was not, the title of this review notwithstanding) and as a Sportvan, the buyer could also choose two wheelbases, 110 and 125 inches; "my" G20 had the extended wheelbase and measured 205 inches in length, a little longer than standard because of the 707 conversion, which also added another inch to overall width for a total of 80.8 inches (without mirrors). A few interesting statistics: In 1992, the G20 accounted for a whopping 75.7 percent of Chevy Van production. Sportvans like the test vehicle made up a mere 11.3 percent of production, leaving the rest to the Cargo Vans. Americans overwhelmingly regarded and used the Chevies (and GMCs, I presume) as utility vehicles. Germans, on the other hand, hardly ever even saw a Cargo Van, let alone bought one. The test car already came fully equipped from the factory: 4-speed automatic transmission, power steering/brakes/door locks/windows/rearview mirrors, ABS (rear wheels only), driver-side airbag, cruise control, tinted glass, air conditioning and, last but not least, Chevy's ubiquitous 350 CID small-block V8 with 195 horsepower. Nearly 80 percent of Chevy Van buyers opted for the 350 in 1992, with the remaining powerplants (262 V6/150 hp, 305 V8/170 hp, 379 V8 Diesel/145 or 155 hp, 454 V8/230 hp) taking up the rest, in that order. As in the many years before and after, buyers found the 350 to be the best all-around engine in the lineup, combining sufficient power, flexibility, and economy. The test car would accelerate smoothly from a standing start and top out at 100 mph. Not bad for a 2.5-ton van with a shape about as slippery as a brick wall. "My" Chevy also had a trailer hitch and was permitted to pull another 2.5 tons, by the way. Naturally, a big, tall vehicle like the Sportvan wasn't designed to corner like a sports car and it didn't. The only acceptable way to drive this thing was the "nice and easy" approach, which would provide driver and passengers with that incomparable living-room-on-wheels feeling that used to distinguish American cars from the rest. Now that the US automobile industry tries to emulate European suspension tuning practices more or less successfully, that uniquely American quality is gone. Deplorable, isn't it? The G20 is an impressive enough vehicle as is, but in the hands of experienced conversion specialists like the guys at 707 Industries (based in Elkhart, Indiana), the Chevy turns into a veritable home away from home. External changes are minimal: Modest fiberglass extensions around the wheel cutouts (to accommodate wider wheels and tires) and the door sills plus a new, slightly taller roofline to make room for some comfort-enhancing extras listed below. As usual with converted vans, what's inside really tells the story. Everything has been done with commendable attention to detail and in good taste. There's none of the gaudiness and flashiness often found in customized vehicles. Thick, high-quality carpeting covers the floor, like in a fine hotel. The standard cloth seats were replaced by eight-way power (they swivel, too) seats upholstered in genuine leather, two captain's chairs substitute for the second row bench seat. The third-row bench converts into a cozy bed. Genuine wood trim on the doors, the window sills and around the built-in roof compartments adds substantially to that homey atmosphere, not to mention the louvers shading the big Vista-Ray windows. Needless to say, electrical appliances abound, like hi-fi stereo, TV, CD and DVD player, air conditioning front and rear, reading lights for every seat, and even a built-in refrigerator. In case you drop a few breadcrumbs on the carpet when eating a sandwich (like I did), just hoover them up with a special on-board vacuum cleaner. During the test, all goodies worked flawlessly. With all that comfort and convenience around, I could easily picture myself driving from coast to coast, only stopping for gas, hot meals and occasional visits to the bathroom. Even in Germany, the big G20 would make a fine vehicle for long-distance, cross-country tours - if one didn't mind the fuel bills. All that weight and V8 power doesn't come cheap, of course. I hope that whoever bought the Chevy has been getting faithful service and maximum fun out of it. I would have, that's for sure.Jun 24, 2014