The 1997 Plymouth Voyager has no open NHTSA recalls. Owners report 8 recurring issue clusters, led by “Automatic transmission failure.” Plymouth ended in 2001, and everything with the badge is a Chrysler or Dodge underneath. The Voyager is a Caravan, the Neon is a Dodge Neon, the Laser is an Eagle Talon and a Mitsubishi Eclipse. Parts are shared and easy to find. Two things decide whether one of these lasts. First, the four-speed automatic in the minivans and Neons requires Chrysler ATF+4 fluid specifically. Generic Dexron will make it shudder and then fail, and this is the most common way these transmissions die. Second, several engines here use a rubber timing belt, including the 3.0 liter Mitsubishi V6 in the minivans, the 2.0 in the Neon, and the turbocharged four in the Laser. On the Laser's engine a snapped belt bends valves. If you cannot document the last belt, treat it as due.
No open recalls on file. NHTSA lists no unrepaired safety recalls for this year, make and model. A recall can be issued at any time, and a specific car can still have one open — check yours by VIN at nhtsa.gov/recalls.
What drivers and federal regulators have officially reported about the 1997 Plymouth Voyager.
POWER TRAIN
21 NHTSA complaints · 2002-02 → 2008-05
“AT 65000 MILES THE TRANSMISSION FAILED WHILE MY WIFE AND 11 MONTH OLD WERE DRIVING, LEAVING THEM STRANDED ABOUT AND HOUR FROM HOME”
“CONSUMER IS ORIGINAL OWNER OF VEHICLE AND HAS HAD 2 TRANSMISSIONS FAIL WITHOUT WARNING WHILE DRIVING”
“THE MECHANIC SAID IT LOOKED LIKE THE TRANSMISSION LITERALLY EXPLODED INSIDE”
FUEL SYSTEM, GASOLINE
14 NHTSA complaints · 2002-01 → 2003-07
“FUEL RAIL HAS A HAIR LINE CRACK ,AND IT LEAKS GAS INTO VEHICLE, CAUSING VEHICLE TO SMELL LIKE GAS”
“CONSUMER RECIEVED RECALL NOTICE 00V-268 FOR THE FAULTY O-RINGS BUT IS UNABLE TO HAVE THE RECALL REPAIRS MADE BECAUSE THE DEALER CANNOT GET THE PARTS AND IS NOT SURE WHEN THEY WILL BECOME AVAILABLE”
“THE FUEL LINE CRACKED CAUSING FUEL TO LEAK ONTO THE MANIFOLD ALLOWING FUMES TO ESCAPE INTO THE VEHICLE”
STRUCTURE
9 NHTSA complaints · 2003-06 → 2010-08
“THE FRONT DRIVER SIDE STRUT TOWER HAS RUSTED THROUGH ON TOP, ABOUT HALFWAY AROUND”
“TOWER FAILED AND ALLOWED PARTIAL SUSPENSION COLLAPSE”
“FRONT STRUT TOWERS RUSTED OUT ON MY 1997 GRAND VOYAGER, SE , MINI VAN”
EXTERIOR LIGHTING
7 NHTSA complaints · 2002-05 → 2006-12
“BOTH HEADLIGHTS HAVE GLAZED OVER, ALMOST OPAQUE, RESULTING IN EXTREMELY REDUCED VISIBILITY DURING THE NIGHT”
“DT*: THE CONTACT STATED THAT BOTH FRONT HEADLIGHT COVERS ARE CLOUDY AND DISCOLORED, WHICH MAKES IT DIFFICULT TO SEE THE ROAD AHEAD”
“PLASTIC COVERS OF 1997 PLYMOUTH VOYAGER MINIVAN HEADLAMPS ARE LOSING TRANSPARENCY”
SEAT BELTS
6 NHTSA complaints · 2002-03 → 2009-04
“THIS SEATBELT IS TOO EASILY UNLATCHED BY A SIMPLE TOUCH OF THE HAND OR ANY OTHER OBJECT”
“DT*: THE CONTACT STATED THE MIDDLE SEAT BELT BECAME UNLATCHED”
“REAR SEAT BELT RETRACTOR TIGHTENED PINNING CHILD IN SEAT WHEN TRYING TO RELEASE CHILD FROM SELT BELT”
ENGINE AND ENGINE COOLING
4 NHTSA complaints · 2001-11 → 2003-01
“HEAD GASKET IS LEAKING OIL FROM UNDERNEATH VEHICLE”
“WE BROUGHT THE VEHICLE IN THINKING IT WAS JUST AN OIL LEAK, ONLY TO FIND OUT THAT IT WAS A BLOWN HEAD GASKET”
“HEAD GASKET FAILURE CAUSED REPLACEMENT OF RADIATOR”
AIR BAGS
41 NHTSA complaints · 2001-10 → 2009-06
“THE MECHANIC DETERMINED THAT THE CLOCK SPRING NEEDED TO BE REPLACED”
“CONSUMER STATES THAT THE CLOCK SPRING ON THE VEHICLE IS DEFECTIVE WHICH IS RESULTING IN THE AIR BAG LIGHT BEING ON AND ALSO THE CRUSIE CONTROL IS NOT WORKING AND ALSO THE HORN”
“CONSUMER STATES THAT CLOCKSPRING HAS FAILED”
ENGINE AND ENGINE COOLING
11 NHTSA complaints · 2002-02 → 2007-01
“LIGHT RAIN, WET ROADS, TURNING LEFT AFTER A STOP, SERPENTINE BELT SLIPPED OFF AND LOST ALL POWER STEERING CONTROL”
“TENSIONER BROKE , AND SERPENTINE BELT FELL OFF, CAUSING THE VEHICLE TO STALL OUT”
“THE BELT JUST COMES OFF AND I LOSE THE POWER STEERING AND THE ENGINE OVERHEATS”
Note: NHTSA also opened 7 defect investigation(s) on this vehicle that closed without action.
Issues on other model years
Source: NHTSA Office of Defects Investigation (ODI). Complaint data refreshed Sep 20, 2026. Investigation data refreshed Sep 1, 2026.
We display NHTSA's record with attribution; we don't editorialize on what these complaints mean for any specific vehicle.
Critical for safety and preventing major damage
Chrysler specified 3,000 miles under the severe schedule, which is where an engine of this age belongs. Change at least once a year even if the car barely moves. Nothing in this lineup has an oil life monitor, so the interval is on you.
Estimated cost — typical U.S. ranges
Dealer
~$120–$160
Shop
~$85–$115
DIY
~$25–$55
Full synthetic costs more than conventional. 5-quart 0W-20 + filter is the typical bill.
Use Chrysler ATF+4 and nothing else. The 41TE transaxle, still often called the Ultradrive, is sensitive to fluid friction characteristics in a way most automatics are not. Drain and fill every 30,000 miles. If a shop offers to top it off with universal fluid, decline.
Estimated cost — typical U.S. ranges
Dealer
~$330–$500
Shop
~$235–$355
DIY
~$60–$180
Some sealed transmissions have no dipstick — fill is precise and best left to a shop. Many drivers can still DIY drain-and-fill.
Applies to the 3.0 V6 in the Voyager and Acclaim, the 2.0 in the Neon, and the turbo four in the Laser and Colt. Replace every 90,000 miles or 7 years, whichever comes first, and change the water pump and tensioner at the same time. The Laser's 4G63 is an interference engine, so a failed belt is engine damage rather than a tow. The 3.3 and 3.8 V6 use a chain instead and are not on this schedule.
Estimated cost — typical U.S. ranges
Dealer
~$935–$1175
Shop
~$655–$825
DIY
Pro only
On interference engines, a snapped belt destroys valves. Worth doing on schedule. Bundle water pump + tensioner — labor is already there.
Rotate every 7,500 miles. Check the DOT date code on the sidewall. On a car this old, tires almost always age out before the tread runs out.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Often free at the shop where you bought the tires — worth asking before paying.
Inspect pads, rotors, hoses, and hard lines at every service. Rear drums on the Neon, Sundance, and Acclaim seize on cars that sit, and rusted steel lines are a real concern anywhere road salt is used.
Estimated cost — typical U.S. ranges
Dealer
~$85
Shop
~$60
DIY
Free
Most shops do this free as a courtesy with any service. Don't pay separately if you can avoid it.
Replace every 2 years. On a twenty-five-year-old car this is what keeps the master cylinder and the ABS unit from becoming the repair bill.
Estimated cost — typical U.S. ranges
Dealer
~$180–$200
Shop
~$125–$140
DIY
~$10–$25
DOT 3 or 4 — match the cap. Vacuum bleeders make this a one-person DIY.
Keeps your vehicle running smoothly and efficiently
Copper plugs run 30,000 miles, platinum closer to 100,000. Replace the plug wires at the same time on anything with a distributorless coil pack. After this many years the wires break down before the plugs do.
Estimated cost — typical U.S. ranges
Dealer
~$285–$390
Shop
~$200–$275
DIY
~$25–$100
Iridium plugs cost more but last 100k+ miles. V6/V8 access varies wildly — some are tough.
Replace every 30,000 miles. Simple on every model in the lineup.
Estimated cost — typical U.S. ranges
Dealer
~$60–$95
Shop
~$45–$70
DIY
~$15–$40
5-minute job on most cars; the airbox lid usually has clips, no tools needed.
This is the accessory belt, not the timing belt. Replace the belt and tensioner together once either is cracked, glazed, or noisy.
Estimated cost — typical U.S. ranges
Dealer
~$195–$235
Shop
~$135–$165
DIY
~$20–$50
DIY-friendly if you can reach the tensioner. Inspect for cracks rather than swap on a strict mileage interval.
Extends the life of your vehicle and improves comfort
Every 3 to 5 years. Most of this era uses conventional green coolant rather than a long-life formula, so do not stretch it on the assumption that modern intervals apply. The 2.0 Neon engine has a known head gasket history, and clean coolant with a correct pressure cap is the cheapest defense.
Estimated cost — typical U.S. ranges
Dealer
~$285–$330
Shop
~$200–$235
DIY
~$25–$60
Use the manufacturer-specified coolant — wrong color/chemistry can damage the cooling system.
Test the battery and alternator once a year. Corroded ground straps are common at this age and produce electrical faults that look far worse than they are.
Estimated cost — typical U.S. ranges
Dealer
~$225–$390
Shop
~$160–$280
DIY
~$130–$250
Most auto-parts stores test and install batteries free with purchase. Skip the dealer markup.
Occupant deaths in fatal crashes (FARS)
201 crashes 1990–2024
How the 201 occupant deaths break down
116
driver deaths
85
passenger deaths
201
occupant deaths
Crash years covered: 1990–2024 This model year first appears in 1997 crashes. Older models have had more years on the road to appear in these crashes, so a higher count here does not by itself mean a vehicle is less safe.
FARS counts every occupant death in a fatal crash, whatever the cause — it does not mean the vehicle was at fault or defective. Counts are not adjusted for how many of each vehicle are on the road. How to read this number
FARS 2024 data is an annual report file. NHTSA revises these records when the final file is published, so this count can change.
Every vehicle has exactly one driver seat, so driver deaths line up fairly when you compare one model to another. Occupant deaths include passengers, so a three row SUV can show a higher number than a two seat car simply because it carries more people.
Both figures are plain counts, not rates. A rate would need to know how many of each vehicle are on the road, and that registration data is not public, so we do not publish rates or scores of any kind.
IIHS publishes driver death rates using this same driver only idea, paired with a registered vehicle years denominator we do not have. Their rates and these counts answer different questions, so do not read either number here as a safety rating.
Owner-reported problem signals
Separate from the federal fatality data above: complaints owners filed with NHTSA about this year and model. These are reports of problems, unverified, and are counted here only as signals.
14
complaints mentioning a crash
22
complaints mentioning a fire
Typical U.S. ranges. Actual quotes vary by shop, parts choice, and vehicle condition.
How we estimate: Dealer = OEM parts × 1.4 + labor × $165/hr. Shop = parts + labor × $115/hr. DIY = parts only.
This maintenance schedule for the 1997 Plymouth Voyager reflects Plymouth's published service intervals. Your actual service needs may vary based on driving conditions, climate, and vehicle usage. Always consult your owner's manual for model-specific recommendations.