CHRYSLER Pacifica 2017

Body and cabin

The 2017 Chrysler Pacifica is lower and slightly longer than the Town & Country (T&C), and its muscular lines create a big departure from the previous model’s squared-off shape.

Rear headroom suffers a bit from this contemporary styling, especially with the new optional three-pane panoramic sunroof. The cabin is nonetheless extremely roomy, with even the third row being suitable for adults—still a rare feat among mid-size crossovers. Selected trims can now sit eight passengers, just as in the Honda Odyssey and Toyota Sienna.

The second-row seats can once again be stowed underneath the floor, an FCA exclusive. Folding them is now simpler, and a new button on the B-pillar helps by sliding the driver’s seat all the way forward to allow easier opening of the seat well. This powered feature is also available on the passenger side, but only on the two upper trims.

As per Chrysler, a new seat structure enhances second-row seat comfort. We’ll have to judge it over a longer trip, but the previous buckets were not hard to beat. One thing is for sure: easily accessible LATCH anchors and large sliding doors made fastening our child restraints a cinch.

Our three-year-old son made a point of opening and closing these doors by simply pushing the button on the handles—all under close monitoring, of course. Later this year, Chrysler will complement this new feature with the first minivan application of foot-activated hands-free opening for the rear doors and tailgate.

Depending on rear-seat positioning, cargo space varies from generous to cavernous. Chrysler boasts enough capacity to hold up to 64 standard 4x8 foot plywood sheets with the rear hatch closed.

Up front, the new instrument panel shows horizontal shapes that contrast neatly with the tall centre stack typical of minivans. This design cleverly blends style with function, especially in models equipped with the 21.3-cm (8.4-in) touch screen. We are a bit puzzled as to why Chrysler charges extra for this excellent infotainment system on the “base” model, which comes with a $45,000+ price tag. Its 12.7-cm (5-in) display is adequate, but certainly not as complete and logical as the bigger screen.

Second-row passengers benefit from a new optional rear entertainment system with dual 25.4-cm (10-in) screens and integrated apps to help alleviate road trip irritation. As a finishing touch, owners of the top-shelf Limited version are treated to a built-in vacuum cleaner, an idea picked up from Honda.

Safety

The Pacifica brings the most advanced safety technologies to a Chrysler minivan. Notably, a backup camera, front knee airbags and an electric parking brake are now standard. The Touring-L Plus and Limited include standard blind-spot monitoring with rear cross-traffic alert, and they offer optional frontal collision warning with auto braking. This function also comes with a somewhat aggressive lane-keep assist device that we turned off after a few kilometers.
Unfortunately, Chrysler has substituted a tire repair kit to a proper spare tire. Using a compressor and rubber sealing often forces the costly replacement of a flat tire.

Crash test results

National Highway Traffic Safety Administration (NHTSA)
Overall score: 5 / 5
Frontal impact: 5 / 5
Side impact: 5 / 5
Rollover resistance: 4 / 5

Insurance Institute For Highway Safety (IIHS)
Moderate overlap frontal impact: 4 / 4
Small overlap frontal impact:
- driver side: 4 / 4
- passenger side: 3 / 4
Side impact: 4 / 4
Rear impact: 4 / 4
Roof strength: 4 / 4

IIHS Top Safety Pick+

Mechanical overview

The Pentastar 3.6-litre V6 was the most up-to-date mechanical component on the T&C. No wonder it reappears on the 2017 Chrysler Pacifica, albeit with a slight increase in power (now at 287 hp) and torque (now up to 262 lb-ft). This lively and refined engine is a perfect match for the Pacifica, whose sophisticated sound insulation and active noise cancellation make it almost whisper quiet.

This V6 is teamed up with a nine-speed automatic transmission that has proved slow and jerky in other Chrysler and Jeep products. What a relief that the two Pacificas we drove were free of the launch hiccups that we feared so much. Hesitations are still notable, specifically in town, but the transmission remains mainly smooth and efficient.

As in the Chrysler 200 and RAM 1500, a big rotating knob acts as the shifter. The Chrysler Pacifica has no manual mode, though, which might disappoint trailer owners. It is indeed useful to block out the last gears when towing to avoid gear hunting while climbing grades, and to provide engine braking while descending slopes.

The all-new platform in the Chrysler Pacifica is made with more high-strength steel than in the T&C. Even the second-row seats stowage bins are now part of the structure. Curb weight has still decreased thanks to the use of aluminum in the hood, sliding doors and tailgate skin, and of magnesium in the hatch structure. The modern platform also hubs the first independent rear suspension in a Chrysler minivan.

This fresh hardware literally transforms the ride and handling. The Pacifica seems solid, monolithic, almost smaller than it really is, whereas the T&C felt like it was bending in certain turns. The overboosted electric steering increases the impression of lightness, but it is almost mute about road textures.

The ride remains smooth and is finally exempt from the annoying rear axle bouncing of the Town & Country. Only an all-wheel drive system is missing to help the Chrysler Pacifica edge out a bunch of crossovers. But guess what: Chrysler has made the platform compatible with such a drivetrain. A story to be continued!