For 1988, the Chrysler Voyager was introduced for export sale (mainly to Europe), intended as a competitor for the Renault Espace.

The development of what ultimately became the Chrysler minivans began in the early 1970s as concurrent projects of Ford Motor Company and the truck division of Dodge.

The Dodge van project did not progress past a clay model design; Chrysler chairman Lynn Townsend argued that if a market for such a vehicle existed, Ford and GM would have already done it.

[3] While supported by multiple Ford executives, the Carousel fell victim to the 1973 oil crisis, as the company focused development resources on redesigning its sedan lines.

[3] At the end of 1977, development of Chrysler minivans restarted with four main goals; 1982 was planned for a potential model year launch.

[2] During 1978, Chrysler began research across the United States, seeking what features customers desired in a potential minivan, finding agreement in its planned goals.

[2] In 1978, both Lee Iacocca and Hal Sperlich were fired from Ford Motor Company, moving to similar positions within Chrysler Corporation.

[2] Approved by Lee Iacocca at the end of 1979, the T-115 project would cost $500 million to produce, funded as part of the $1.5 billion in federal loan guarantees given to Chrysler.

The configuration was ultimately changed to a single sliding door, as Chrysler wanted to market the van to commercial buyers.

While engineers wanted to make a left-side sliding door an option, its deletion was done to reduce production costs.

[4] Similar to the K-car station wagons, the minivans use a liftgate rear door (supported by gas struts), unlocked by key.

In what would become a signature styling feature of 1980s Chrysler minivans, top-trim Caravans and Voyagers were both offered with simulated woodgrain as an option.

Adapting the layout of the K platform for a larger vehicle, the S-platform vans were fitted with MacPherson strut front suspension and a beam rear axle with leaf springs.

Shortly thereafter, in model year 1989, a more powerful engine became optional: a turbocharged version of the 2.5 L I4 producing 150 hp (112 kW).

The Chrysler Town & Country was only available with one engine option, the Mitsubishi 3.0 L V6, which was later upgraded to the newly introduced 3.3 L V6 during its production run.

[7] Both a three-speed TorqueFlite A413 automatic transmission and a five-speed manual were available with most inline-4 engines, including the turbocharged 2.5 L (this was a rare combination).

[citation needed] V6 engines were only offered with the fully hydraulically operated TorqueFlite until the computer controlled Ultradrive 4-speed automatic became available in 1989.

However, it suffered from reliability problems, usually stemming from what is known as "gear hunt" or "shift busyness", resulting in premature wear of the internal clutches.

The Ultradrive received numerous design changes in subsequent model years to improve reliability,[original research?]

In contrast to passenger vans, the Caravan C/V was fitted with model-specific headlight clusters, using dual sealed-beam headlamps (shared with the export Chrysler Voyager).

To accommodate the vehicle for European sale, the Chrysler Voyager was fitted with amber turn signal lenses (requiring new taillights), turn signal repeaters, and a model-specific license plate surround (adapted for European license plates and embossed with "Chrysler").

Along with its rebranding, the Chrysler Voyager saw internal modifications, largely to comply with European safety and emissions regulations.

With the exception of the turbocharged 2.5 L I4 and 3.3 L V6, the Chrysler Voyager shared its powertrain with its North American counterpart; many examples were produced with manual transmissions.

Introduced in the spring of the 1989 as an early 1990 model, the Town & Country was released as the highest-trim version of the three Chrysler minivans, sold exclusively in the long-wheelbase body length.

To externally distinguish the Town & Country, Chrysler added a chrome waterfall grille (styled similar to the Chrysler New Yorker), clear-lens turn front turn signals, body-color mirrors, a crystal Pentastar hood ornament (shared with the New Yorker/Fifth Avenue), lower body trim (a monochromatic, long-wheelbase version of the Dodge Caravan ES body trim), and 15" alloy wheels[10] (later used with the Plymouth Voyager LX and other Plymouth models).