Note: this review is shared with allpar.com.
| Review Notes: Chrysler Pacifica - Loaded preproduction model and base "normal" model | |
| Personality | Looks like an SUV, drives like a sedan, holds people like a minivan |
| Quirks | Classy, elegant styling co-exists with a modern high-tech look |
| Gas mileage | 17 city, 23 highway [22 with AWD] on 89 octane (EPA); also takes 87 octane if needed |
| Above Average | Navigation system design, ride height, back-row safety (side airbags). Compared with full sized SUVs - add handling, gas mileage, passenger comfort. Looks classy in cloth or leather. Center seats not only fold, but also move back and forth. |
| Needs Work | Price, gas mileage - both good for an SUV, bad for a minivan - and rear-corner visibility. Some kind of backup alarm would be nice, too. |
| Other | Easily passed scrape test. Review by David Zatz. |
The Chrysler Pacifica is the best executed blend of SUV and minivan so far. The styling draws admiration from SUV and minivan owners alike, while the interior is both comfortable and attractive. Handling and ride are both good, with the main drawbacks being price and gas mileage - both better than full size SUVs, but not as good as minivans.
While the Pacifica rides on the basic minivan platform, one would never know it, except perhaps from the unusually good handling. The exterior boasts a long hood and a low-looking profile, which makes Grand Caravan dimensions look more svelte. The hood, chrome, and doors are definitely SUV, while the interior is more Mercedes than Chrysler van, with a modern luxury-car projected-from-above instrument panel, door-mounted seat controls (helpfully shown in the shape of the seat itself), and a center-mounted AutoStick gearshift instead of a column shift. Even the engine is different, a modified version of the 250 horsepower 3.5 liter V6 which propels the Chrysler 300M (though the minivan 3.8 is in some models now). The analog clock and soothing green backlighting are somewhat inconsistent with the bright white on black instrument panel, but provide a link to other Chrysler vehicles and a greater sense of traditional luxury at night. Woodgrain trim (simulated) on both sets of doors and above the glove compartment combine with the (optional) leather seats and chromed trim to provide a luxury feel.
The engine provided good off-the-line acceleration, but at highway speeds was sometimes not as strong as it could have been. Using the AutoStick did a lot to help the engine contribute its best, and we suspect that, if the transmission had time to break in to our driving style, acceleration would have been stronger as it would have remained in gear longer (the transmission electronically learns from the driver). Gas mileage was between SUVs and minivans, at about 19 mpg combined city and highway, but 89 octane is recommended (it will take 87 in a pinch).
Part of the reason for the Pacifica's middling gas mileage and acceleration is the weight, some of which may be blamed on safety - the Pacifica was designed to excel in all crash situations. Indeed, it is the only vehicle to currently protect all three rows of seats with standard side airbags. Four wheel antilock disc brakes are included, along with traction control, a driver's knee airbag, tire pressure monitoring, and adjustable pedals, all to enhance safety.
Luxury features are also included, such as power seats (with memory that also controls radio stations, power outside mirrors, and the power pedal adjustment), AutoStick, SentryKey and an alarm whose controls are on the key itself, a vehicle information center with compass, gas mileage, and other displays, a load levelling suspension with height control built in, air filtering, dual-zone air conditioning, Infinity stereo, universal garage door opener, one-touch power windows (on all four, so you can zoom all the windows down very quickly), front and rear consoles, cruise, and auto headlights
With all those standard features you might expect to the Pacifica to be rather expensive, and you'd be right. It lists at just over $31,000, including destination charge, which is rather low compared to a Suburban but high compared to a Grand Caravan. Options can quickly raise the price - all wheel drive is available, and ours had leather seats ($850), heated front and second-row seats ($500), surround sound with a CD changer and subwoofer ($700), navigation system ($1,600), power liftgate ($400), and the UConnect hands-free cellphone system with auto-dimming mirror ($275), bringing our two-wheel-drive test car to $36,000. At publication time, Chrysler was offering the $1,600 navigation system for free.
The navigation system deserves a few words, partly because it is the first to be right in the instrument panel, under the speedometer. The system has a full sized display, and is controlled by real buttons instead of an annoying touch screen. The stereo is completely separate, avoiding the annoyance and safety issues of interacting with an overly complex system to change radio stations (Toyota's is downright dangerous for this reason). On the down side, only the driver can really use this system. On the up side, it's easy to monitor the map without losing sight of the road.
The navigation system is very powerful, able to find locations by category, phone number, address, intersection, or name. All United States locations are on a single DVD, so most drivers will not have to switch discs (as in some competing systems). It can give step by step instructions by voice, and has a variety of options including different views. The system is easy to learn and use, and does not get in the way of driving (indeed, some control functions are shut down while under way for safety's sake, and automatically become available when the car is stopped - say, at a traffic light). In short, this is the best nav system we have ever seen, though it does have shortcomings - mainly, it is somewhat sluggish when adjusting to route changes, and sometimes gets confused on the car's exact location. These are shortfalls of every system we've used, to be fair. When the navigation system is off (and on cars without one), there is a rather large gap under the arch of the speedometer.
The speedometer goes up to 160 mph, a puzzling decision until one spots the US/Metric button which immediately switches over to kilometers. There is also a menu button which can be used to set preferences related to door locking, auto headlights, and other features which people have varying opinions on.
Underneath the gas and temperature gauge is a message center, which can provide helpful notes (PARK BRAKE ENGAGED, HATCH OPEN, etc) and which also provides readouts on gas mileage, distance to empty, compass directions, etc. On the right, underneath the tachometer, is the PRNDL, which now cleverly tells you what gear you are in when using the AutoStick. Normally, only P, R, N, and D are visible, but when going into AutoStick mode, a box with the gear number (1 through 4) lights up as well. It's a nice convenience.
Controls generally feel high quality and are convenient and easy to use. The right hand stalk has controls for both front and rear wipers and washers, while the left stalk has lighting controls. The key goes right into the instrument panel, a convenient location, and the center stack is logically divided. The most complicated section is the climate control, with its dual ones plus rear fan override. There are two settings for automatic use, one where the fan is not allowed to be too noisy. An infra-red sensor is used to adjust the thermostat for both front and rear passengers. There are two power outlets below the stereo, one that provides constant power, and one that only activates when the car is running.
The stereo has knobs for volume, balance, and fade, and sliders for bass and treble, making adjustments fast and easy. Even when the CD changer is ordered, the stereo has a CD slot for fast and easy operation on short trips. The sound with the optional Intermezzo system is excellent, and based on past experience, the standard Infinity system is also excellent.
The cruise control is on the steering wheel, close to the rim for thumb operation, with "feeler" ridges for convenience. Stereo controls are behind the steering wheel and on the stereo itself. Window and seat-heat controls are on the doors, in conventional locations.
Space is fairly generous, with room in the glove compartment, map pockets on all four doors, an overhead sunglass holder, a deep and well-designed center console with an easy to use, reliable coin holder and CD holders, a small covered compartment in front of the gear shift, and another large compartment between the middle seats. The cup holders are not as clever as the ratcheting minivan type, but they do have rubber inserts that grab cups and such. Both front and middle row cupholders have covers for a cleaner look.
All four front seats have built in, swing-down armrests. The middle seats fold and tilt easily, allowing more interior space for cargo or making it easier to reach the rear two seats. They also come out easily and are light enough that removal is an option for most owners (note: this may no longer be true - H. Payton said the seats didn't come out of his Pacifica). The rear seats fold forward, creating a flat surface for cargo (the front seats can also simply fold forward for that flat surface). Seat manipulation is easy and intuitive, with numbered levers and the ability for rear passengers to flip the middle seats without help.
There is plenty of room for six passengers to sit in comfort. The rear two seats are high enough off the floor to allow adults to sit in comfort, and space between any pair of seats is good. The middle seats can be moved fore and aft. Cargo space with all six passengers is limited, but reasonable. The interior is well lighted in all positions, with simple, clever press-to-switch lights.
The power rear liftgate is a clever idea which can be handy when you have hands full of boxes, or friends to impress. It beeps first, then slowly opens (or closes), controlled by a button up front or by the remote control. It stops immediately when the button is pressed again, or when it hits an obstacle, making it safe.
Visibility is somewhat constricted in the rear by excessively large roof supports and a high back window, but the rear wipers do help in the rain, and the front wipers are highly effective, with a powerful misted washer. The headlights are both powerful and well focused, and have an automatic control option.
The Chrysler Pacifica is an interesting entry. Compared with minivans, it is expensive and inefficient, but compared with truck-based SUVs, it is sporty, comfortable, efficient, and inexpensive. We think it's very competitive, and that the styling will be attractive to many SUV buyers who would normally turn up their noses at a practical, efficient minivan. The reasonable height, which makes getting in and out easy - and which also makes getting children in and out easy - should be a great relief to parents to had "settled" for a Suburban or Expedition, and the extra gas mileage should offset the expense of midgrade fuel. Using the AutoStick will keep the Pacifica responsive until the transmission learns how you drive - and for most people, the defaults will be more than fast enough. The Pacifica is no slouch, and it's mostly auto journalists who regularly put the pedal to the metal.
We have to suggest that you give a Grand Caravan or Town & Country a chance, since they offer a better value proposition with few drawbacks other than styling that some do not like (and many others find to be just fine). Still, the number of comfort and convenience features far eclipse even Cadillac SUVs, while the space and the ease of using the space come close to the largest SUVs. We'd like to have the five-speed automatic used in rear-drive Chrysler SUVs, and a backup system like the one GM or Lexus uses, but for the moment,The Chrysler Pacifica is not the first blend of minivan and SUV, but it is the best executed. The styling is far better in person than in photographs, drawing admiration from SUV and minivan owners alike, while the interior is both comfortable and attractive. Handling and ride are both good, with the main drawbacks being price and gas mileage - better than full size SUVs, but not as good as minivans.
While the Pacifica rides on the basic minivan platform, one would never know it, except perhaps from the unusually good handling. The exterior boasts a long hood and a low-looking profile, which makes it look much slimmer and sleeker than it is. The long hood, chrome trim, and standard doors dispell any notions of minivan styling.. Inside, the interior is more Mercedes than Chrysler van, with a modern luxury-car projected-from-above instrument panel, door-mounted seat controls (helpfully shown in the shape of the seat itself), and a center-mounted AutoStick gearshift instead of a column shift. Even the engine is different, a 250 horsepower V6 used by the 300M and the new LX series. (A 3.8 liter engine, borrowed from the minivans and power-boosted a bit, is expected next year.)
While many vehicles reserve wood-grain trim for the higher levels - even in the Cadillac line, base models often don't sport it - the Pacifica provides the same nice interior in all trim lines. Those who think they need leather for luxury will be surprised to find that the cloth interior looks just as good. We prefer the cloth, in fact, since it grips better than leather and is not as nasty in extremes of weather.The analog clock and soothing green backlighting are somewhat inconsistent with the bright white on black instrument panel, but provide a link to other Chrysler vehicles and a greater sense of traditional luxury at night. Woodgrain trim (simulated) on both sets of doors and above the glove compartment combine with well-chosen colors and chromed trim to provide a luxury feel. The modern instrument panel is offset by the elegant clock, which is marred only by the use of stubby hands instead of the 300M's refined pointers.The suspension is well tuned, providing handling that is actually better than quite a few cars, with a comfortable ride that soaks up major bumps and road problems without sacrificing much road feel. The combination of ride, handling, and overall feel are hard to beat in SUVs and minivans. We were surprised by the lack of wind noise in our second test car (the first was a preproduction model). The general air of luxury is quite nice.The engine provided good off-the-line acceleration, but at highway speeds was sometimes not as strong as it could have been. Using the AutoStick helped the engine contribute its best, and we suspect that, if the transmission had time to break in to our driving style, acceleration would have been stronger as it would have remained in gear longer (the transmission electronically learns from the driver). The 3.5 liter engine likes to be revved high, which is when the exciting noises and acceleration comes. After a week on the road with Pacifica, the transmission started to adapt to us, and acceleration was more rapid and downshifts faster.Gas mileage was between SUVs and minivans, at about 19 mpg combined city and highway, but 89 octane is recommended (it will take 87 in a pinch).Part of the reason for the Pacifica's middling gas mileage and acceleration is the weight, some of which may be blamed on safety - the Pacifica was designed to excel in all crash situations. Indeed, it is the only vehicle to currently protect all three rows of seats with optional side curtain airbags. Four wheel antilock disc brakes are included, along with a driver's knee airbag, rear defroster, and rear wiper-washer.Optional safety features include traction control, the aforementioned side airbags, automatic headlights, a tire monitoring system integrated with the message center, and adjustable pedals (hooked into the memory system).
Luxury features are also included, such as power seats, AutoStick, SentryKey, and an alarm whose controls are on the key itself, a load levelling suspension with height control built in, air filtering, dual-zone air conditioning, Infinity stereo, one-touch power windows (on all four, so you can zoom all the windows down very quickly), front and rear consoles, and cruise control. Optional luxury features of note include a vehicle information center with compass, gas mileage, and other displays and a universal garage door opener. Our base model was equipped with the $1705 package including more adjustable power seats (10-way driver, 4-way passenger), traction control, the information center, side airbags, automatic headlights, fog lights, auto dim rear mirror and heated, auto dimming side mirrors, seat/stereo/pedal memory, tire pressure monitoring, the garage door opener, and adjustable pedals.The tire pressure monitor is designed to grab your attention and hold it without making it impossible to concentrate on the road. It sounds a chime and lights a red light when the car is started, then blinks the message center repeatedly, while still allowing you to temporarily use the compass and other features. The system is not a replacement for checking tire pressure, since it only measures underinflation under 25 psi and overinflation over 45 psi. It will tell you how many tires need to be checked.The key/remote is a nice idea, but as implemented, we found that we kept accidentally pressing the buttons when turning or handling the key. As long as we're on the subject, we like having the ignition in the dash, which is where the Pacifica has it, rather than in the steering column, partly because it's easier to find, and partly because it means that if we ever need a new lock, we don't have to worry about the airbag.
With all those standard features you might expect to the Pacifica to be rather expensive, and you'd be right. It lists at over $28,000, which is rather low compared to a Suburban (downright cheap compared with an Escalade or Navigator) but high compared to a Grand Caravan. Options can quickly raise the price - all wheel drive is available, and our first test car had leather seats ($850), heated front and second-row seats ($500), surround sound with a CD changer and subwoofer ($700), navigation system ($1,600), power liftgate ($400), and the UConnect hands-free cellphone system with auto-dimming mirror ($275), bringing our four-wheel-drive test car to $36,000 and our two-wheel-drive test car (with a single combo package) to $31,230. At publication time, Chrysler was offering the $1,600 navigation system for free, and rebates had already been placed on the hood, which is a sad commentary on the value of the Chrysler name, since this vehicle would move like hotcakes if branded as a Lexus, Lincoln, or Mercedes.
The navigation system deserves a few words, partly because it is the first to be right in the instrument panel, under the speedometer. The system has a full sized display, and is controlled by real buttons instead of an annoying touch screen. The stereo is completely separate, avoiding the annoyance and safety issues of interacting with an overly complex system to change radio stations (Toyota's is downright dangerous for this reason). On the down side, only the driver can really use this system. On the up side, it's easy to monitor the map without losing sight of the road.The navigation system is very powerful, able to find locations by category, phone number, address, intersection, or name. All United States locations are on a single DVD, so most drivers will not have to switch discs (as in some competing systems). It can give step by step instructions by voice, and has a variety of options including different views. The system is easy to learn and use, and does not get in the way of driving (indeed, some control functions are shut down while under way for safety's sake, and automatically become available when the car is stopped - say, at a traffic light). In short, this is the best nav system we have ever seen, though it does have shortcomings - mainly, it is somewhat sluggish when adjusting to route changes, and sometimes gets confused on the car's exact location. These are shortfalls of every system we've used, to be fair.
When the navigation system is off (and on cars without one), there is a rather large gap under the arch of the speedometer, but this is more noticeable if you have the nav system and shut it off for a while, than it is if you simply don't order the system in the first place.The speedometer goes up to 160 mph, a puzzling decision until one spots the US/Metric button which immediately switches over to kilometers. There is also a menu button which can be used to set preferences related to door locking, auto headlights, and other features which people have varying opinions on. We always find this handy, because the default is to have the doors automatically lock, but not automatically unlock - and when you have a toddler, this gets old very quickly. (There is also only one physical lock on the entire car, so you'd better make sure it gets maintained or that you have a spare remote battery). With the control center, it took less than one minute to change the preferences so the headlights went off after 30 seconds (instead of 90), the horn did not sound on locking, a single remote click unlocked all doors, and the doors all unlocked when shifting into Park. We left the automatic seat backup on park off.
Underneath the gas and temperature gauge is a message center, which can provide helpful notes (PARK BRAKE ENGAGED, HATCH OPEN, etc) and which also provides readouts on gas mileage, distance to empty, compass directions, etc. On the right, underneath the tachometer, is the PRNDL, which now cleverly tells you what gear you are in when using the AutoStick. Normally, only P, R, N, and D are visible, but when going into AutoStick mode, a box with the gear number (1 through 4) lights up as well. It's a nice convenience.The one problem with both the message center and the control center is that they are oriented towards the driver - as is the navigation system. This is good when the driver is alone, but not so good when there is a passenger who wants to operate the system.
Controls generally feel high quality and are convenient and easy to use. The right hand stalk has controls for both front and rear wipers and washers, while the left stalk has lighting controls. The center stack is logically divided, with the most complicated section is the climate control, with its dual ones plus rear fan override. There are two settings for automatic use, one where the fan is not allowed to be too noisy. An infra-red sensor is used to adjust the thermostat for both front and rear passengers. There are two power outlets below the stereo, one that provides constant power, and one that only activates when the car is running.
The optional stereo has knobs for volume, balance, and fade, and sliders for bass and treble, making adjustments fast and easy. Even when the CD changer is ordered, the stereo has a CD slot for fast and easy operation on short trips. The sound with the optional Intermezzo system is excellent, and the standard Infinity system is quite good as well - though it has the more common, and more annoying, system of making you press an "Audio" button multiple times to cycle through bass, treble, balance, and fade. On the lighter side, it gives you a wider range than many other stereos. Both have an unusually well styled set of front tweeters, integrated into the general design - a strip of chrome and woodgrain running from the back of the front doors across the entire dashboard, encompassing the tweeters, vents, seat and door lock controls, and memory buttons (where applicable).
The cruise control is on the steering wheel, close to the rim for thumb operation, with "feeler" ridges for convenience, though more texturizing would be nice. Stereo controls are behind the steering wheel and on the stereo itself (in all models). Window and seat-heat controls are on the doors, in conventional locations.
Space is generous, with room in the glove compartment, map pockets on all four doors, an overhead sunglass holder, a deep and well-designed center console with an easy to use, reliable coin holder and CD holders, a small covered compartment in front of the gear shift, and another large compartment between the middle seats. The cup holders are not as clever as the ratcheting minivan type, but they do have rubber inserts that grab cups and such. Both front and middle row cupholders have covers for a cleaner look.
All four front seats have built in, swing-down armrests. The middle seats fold and tilt easily, allowing more interior space for cargo or making it easier to reach the rear two seats. They also come out easily and are light enough that removal is an option for most owners. Unlike many competing vehicles, including the Dodge Durango, the middle seats also slide back and forth.The rear seats fold forward, creating a flat surface for cargo (the front seats can also simply fold forward for that flat surface). Seat manipulation is easy and intuitive, with numbered levers and the ability for rear passengers to flip the middle seats without help.
There is plenty of room for six passengers to sit in comfort; the Pacifica is one mean seating machine. The rear two seats are high enough off the floor to allow adults to sit in comfort, and space between any pair of seats is good. Cargo space with all six passengers is limited, but reasonable; with four passengers, it's generous.
The interior is well lighted in all positions, with simple, clever press-to-switch lights.
The optional power rear liftgate is a clever idea which can be handy when you have hands full of boxes, or friends to impress. It beeps first, then slowly opens (or closes), controlled by a button up front or by the remote control. It stops immediately when the button is pressed again, or when it hits an obstacle, making it safe.
Visibility is somewhat constricted in the rear by excessively large roof supports and a high back window, but the rear wipers help in the rain, and the front wipers are highly effective, with a powerful misted washer and good coverage of the windshield. The front side windows de-mist quickly, and there is a subtle electrical defroster in the rear passenger window, but the middle passenger window seems to stay foggy. On the lighter side, the headlights are both powerful and well focused, and have an automatic control option. The interior is also well lit, including the rear seat / cargo area.
The Chrysler Pacifica is an interesting entry. Compared with truck-based SUVs, it is sporty, comfortable, efficient, and inexpensive. We think the styling will be attractive to many SUV buyers who would normally turn up their noses at a practical, efficient minivan. The reasonable height, which makes getting in and out easy - and which also makes getting children in and out easy - should be a great relief to parents to had "settled" for a Suburban or Expedition, and the extra gas mileage should offset the expense of midgrade fuel. Using the AutoStick will keep the Pacifica responsive until the transmission learns how you drive - and for most people, the defaults will be more than fast enough. The Pacifica is no slouch, and it's mostly auto journalists who regularly put the pedal to the metal.
We suggest that you give a Grand Caravan or Town & Country a chance, since they offer a better value proposition with few drawbacks other than styling that some do not like (and many others find to be just fine). Minivan gas mileage is better than any comparably sized vehicles, and we think most SUV buyers would be shocked at minivan handling, acceleration, and comfort. That said, the Pacifica's comfort and convenience features far eclipse even Cadillac SUVs, while the space and the ease of using the space come close to oversized SUVs. We'd like to have the five-speed automatic used in rear-drive Chrysler SUVs, and a backup system like the one GM or Lexus uses, but for the moment, the Chrysler Pacifica still stacks up very well against the competition. We'd like to have kept ours - and we don't say that about every car..