The beleaguered minivan has long been associated with lame domesticity, but Chrysler’s redesigned Pacifica could change all that
It is not an exaggeration to say that if, today, I had to choose one vehicle to drive for the rest of my natural life, it would be this 2017 Chrysler Pacifica Limited.
I wouldn’t be thrilled about it—I’ve got the fob of a Porsche this week—but there it is. #minivantruth.
Why? Because minivans rock, a priori. Easy midrow entry, two rows of flippy-foldy seats, flexible cargo space that can handle 4X8 plywood, and the blessed, Promethean gift of sliding side doors. Many minivans have dual-screen entertainment systems with headphones, which act on restless children just as the lightest touch of a rubber mallet. What’s not to love?
The Pacifica minivan, a crown-jewel segment for Fiat Chrysler Automobiles, is coming off a $2 billion redesign that should keep it technically relevant for some time. It only has to outlast me.
You might ask if minivans are so great, why are they losing market share to crossovers and SUVs? Segment sales have fallen from about 1.4 million units in 2000 to about 500,000 last year. Ford and Chevy don’t offer minivans for the U.S. anymore. The remaining players include the Toyota Sienna, Honda Odyssey, Nissan Quest and Kia Sedona. There’s a hint.
The whole category has been historically under-baked; and no product has been more gooey in the middle than Chrysler’s bailout-era Town & Country and Dodge Grand Caravan.
I would have changed the name, too.
The institutional bet on the part of FCA is that a comely, well-proportioned minivan, properly executed, can claw back market share from SUVs and crossovers.
In order to do that, the reasoning went, Pacifica had to challenge the stigma of minivans as scarlet letters of domesticity.
I’ve always been uneasy about the predicate here. Minivan shaming, lightly laughed off, reflects the larger culture in which we regard family and commitment as lingering, fatal conditions to be first avoided.
God, people are shallow and insecure. I’m glad I’m not one of them.
In any event, FCA spent a lot to make the Pacifica look great, in hopes that pride of ownership would help ease the shame of functioning ovaries, or whatever.
The Pacifica casts about the same size shadow as the retiring model, just a tick wider, with a deeper stance over wheel wells that fit 17-, 18- or 20-inch wheels. Its signature flourish is the gently bowed roof, a flyline with the bright metallic roof rails.
The Pacifica wants very much to be seen, with gussying bright work framing the windows, the upper and lower grille, and the lower light line. Please observe the way the two character lines—rising from scroll-like curves, fore and aft—come together under the A pillar, dashing together like fencing foils.
It’s got energy. Dignity. I like it. Mom will not have to put a bag over her head leaving the grocery store.
The other big deliverable for the Pacifica team: structure. Minivans bodies want to flex and twist just like a shoebox with five big holes cut into it, six if you count a sunroof.
Even a little wiggle has all kind of consequences, from ride and drivability to weather sealing.
This inherent character of minivan bodies can, of course, be quelled by the diligent application of money, and that is what FCA has done here, finally.
The upper body and lower frame are now bonded together as a proper modern unibody, much of it comprising high-strength steel, with aluminum and magnesium used in the body panels.
The resulting structure displays a whopping 90% higher torsional rigidity (resistance to twisting) than the tin can it replaces, while overall weight is down about 250 pounds, to 4,330 pounds.
The Pacifica can even be had with a nearly all-glass roof, the optional Tri-Pane Panoramic Sunroof.
Imagine sitting in an overturned glass-bottom boat.
Not to over-praise. Really, this is how FCA should have been building them all along: Full-perimeter front and rear suspension cradles of high-strength steel; forged aluminum chassis bits like knuckles and control arms; sophisticated suspension geometry; and lots of NVH countermeasures, including acoustic laminate windshield glass; sound-absorbing wheel well liners; and lots of hydraulic bushings, isolators and baffles.
This bill of materials really makes a difference, as does a million hours of aero simulation to chase down acoustic hotspots.
The Pacifica’s cabin tranquility makes the former seem like an open railcar. Chrysler reports noise levels at cruising speed at are a best-in-class 63 decibels, under the muffling blanket of an active noise cancellation.
This provides a proper backdrop for the optional UConnect Theater and Sound group ($2,795), combining 20 Harman Kardon speakers with a 760-watt amplifier and two seatback LCD screens the size of LP jackets.
Oh, you want conveniences? Our Pacifica Limited tester ($48,455) had a built-in vacuum cleaner with a 11.4-foot retractable hose; hands’ free sliding doors and liftgate. (you wave your foot under the car to activate); and the latest in Stow’n Go mechatronics. The front seats can be drawn forward.
The midrow seats slide and tilt forward to ease access to the back row, even if there is a child safety seat in place.
The third-row seats also fold flat and disappear under the cargo bed at the touch of a button. With both seat-rows flat, the interior looks huge, a carpeted hangar. FCA says the interior volume leads the class at 197.3 cubic feet. It’s all so… beautiful.
How’s it drive? Adequately, withal. At the moment the Pacifica is available with front-wheel drive, powered by naturally aspirated 3.6-liter V6 (287 hp/262 lb-ft) and a nine-speed transmission. The gear selector is a rotary dial on the dash.
This engine-transmission package is strong and capable, but amid all the quietude the big V-6 could get buzzy and displayed moments of transient naughtiness. The transmission’s clutch-on-clutch architecture is abrupt and can make the vehicle lurch a bit at light throttle.
If I could push off the car-for-life choice for another 30-60 days, I might opt for the plug-in hybrid.
It will use a hybrid-tuned variant of the V-6 combined with a dual-motor EVT and a 16 kWh lithium battery.
Projected nominal are 260 horsepower, total system output, 30 miles of all-electric range; and fuel economy equivalent to of 80 mpg, according to the EPA.
I say, might. The battery pack will have to go into the floor tubs where the brilliant middle seats usually can hide flat. Stow’n Go seating or saving the planet?