sounds good to me.My one complaint was the information display in the instrument cluster: without a manual or pre-flight orientation, it was impossible to figure out how to change it to provide the desired data, in this case the miles-per-gallon. I did master increasing and decreasing the display brightness, but that was it.
I tried two different ProMasters: first, a quick spin in a basic low-roof 1500, then an extended wheelbase, high-roof 2500 for a trip from Thousand Oaks to nearby Westlake Hills to pick up a load. Both vans handled well, even on dirt roads. Since any unladen van is light in the rear and the front-wheel-drive ProMasters don’t even have the weight of a differential I were expecting them to be skittish on unpaved surfaces. Both vans impressed me with their sure-footed handling: no bouncing; no feeling the rear end was going to break loose at any minute.
I had the luxury of a solo ride in the 2500, which was great. The van handled well on both well-maintained city streets and country roads that might not have seen serious upkeep since Ronald Reagan was the governor. Even after picking up my “load” in Westlake Hills, the ProMaster had no trouble with climbing narrow mountain roads.
ProMaster operating costs should be lower than a conventional American van and there are already slide-in vocational fittings to suit a variety of purposes, from package shelves to workbenches and cabinetry for locksmiths, plumbers and other jobs.
Sure seems like it's for a better view of the road, with an amazing turning radius, they have to. How would the drivers actually know they cleared that curb or that they wont hit that car close to them.seems like they purposely made the seat height taller.
i guess the advantage is a better view on the road.
but for taller guys it would be an issue with "clearance"
sucks for the legroom. ill have to see for myself.