2004 Chrysler Pacifica Review

Specifications

Space and Practicality Without the SUV or Minivan Stigma

Needed: seating for six, boundless practicality, sporty styling, luxurious comfort. Not needed: minivan stigma, SUV vulgarity, breadbox styling, tractor-trailer handling, 4-wheel drive off-road capability. Answer: Chrysler Pacifica.

Yes, there is a place in the automotive world for another genre of vehicle - Sport Tourer, which according to Chrysler represents premium automotive transportation. Chrysler Group, known since its merger with Mercedes-Benz as DaimlerChrysler Inc., has a rich history of innovative technology and style, often setting the automotive world afire. Over the past few decades the North American automaker ignited the minivan craze with its Dodge Caravan/Plymouth Voyager one-two punch and contributed heavily to the current automotive retro-theme with the birth of the Plymouth Prowler and PT Cruiser. And just to ensure the category of racing performance was also sufficiently ablaze, Chrysler Group produced the venomous Dodge Viper - a V10-powered monster that can be taken directly from the showroom to the podium. And most recently Chrysler launched the sinister-looking Hemi-powered Chrysler 300C, a rear-wheel (and soon optional all-wheel drive) 4-door luxury sedan, and sporty Crossfire coupe and convertible.

In addition to the notable rides mentioned, Chryslers desire to be an industry leader also led to the introduction of the Pacifica in August of last year. Although this “Sport Tourer” isnt considered an SUV, with the exception of its height its exterior bulk rivals many mid- to large-size SUVs. In fact the Pacifica matches the Cadillac Escalade in just about every exterior dimension except height. Both vehicles share identical lengths of 198.9 inches and are so similar in width that a good carpenter would have to measure twice to be sure of the difference.

The roofline of the front-wheel and all-wheel drive Pacifica, however, is 7.7 inches lower to the tarmac than that of the Escalade - what essentially defines the Pacifica as a Sport Tourer (well that and a car-based suspension system). Theres no need to practice deep knee-bends and thrust jumps to enter the crossover SUV as it sits only slightly higher than a conventional sedan. The vehicles lower center of gravity also enhances its handling and driveability over rival vehicles populating the SUV and minivan segments.

Although I dont find it visually stunning, the Pacifica is by no means hideous. Appearing somewhat akin to a large station wagon of yesteryear, but ascribing to a modern wedge-shaped design theme, the Pacifica exhibits a unique look that imparts a sporty image. During my test week, it generated a number of favorable design comments from those whose I showed it to - and that, after all, is the true test of a vehicles curb appeal.

Areas where Chrysler got the design elements right include the large, somewhat in-your-face front grille and the chrome bumper delineators. From the front, the Pacifica projects a strong presence, which carries through to the rear of the car where a wide, curved “D” pillar adds substance to the tail-end treatment. A bulging rear hatch completes the cars brawny showing.

Deserving of all-out praise is the execution of the Pacificas interior, which seems to be heavily influenced by the Daimler half of DaimlerChrysler. Prior to the introduction of the new 300 Series sedans, Chrysler was never considered a class-leader in the production of high quality, well-planned interiors - except for the segment-leading versatility of its minivan family.

The inner-space of the Pacifica is a dramatic departure from plebian interiors. Not only is fit-and-finish and material selection well above par, but the layout is visually stunning and highly functional. The dash surface in my tester was finished in charcoal gray with a horizontal band highlighting the cabin with the pairing of satin stainless and wood burl finishings.

If that isnt enough to make ones eyes sparkle with delight, the positioning of the optional navigation screen, which fits snugly within the arc of the speedometer readout, surely will. A quick glance at the speedometer not only confirms whether a speeding ticket is imminent, it also confirms whether ones routing is on-target. The only deficiency I noted with embedding the nav-screen within the gauge cluster is the limitation on screen size. Conventionally mounted screens are generally a bit larger, enabling the presentation of expanded data. It also makes it a little difficult, OK downright impossible for the passenger to navigate - a good or bad thing depending on your copilot.

The Light Taupe leather interior of my test unit nicely contrasted against its bold Inferno Red pearl-coat exterior. From the outside, the brilliant color radiated excitement, however once inside an airy relaxed ambience set in, aided by the large windows and wide-open spaces.

In addition to an interior that rates high on my touchy-feely scale, Pacifica passengers are treated to the comfort of dual-zone air-conditioning, including rear seat vents and fan control. And with available heated rear seats - passengers riding economy class need not feel inferior to the cartage occupying the front seats. In addition to heating the rear captains seats, by extending the center console rearward Chrysler has provided the rear seat passengers with the same conveniences traditionally enjoyed by the lucky few in the front captains seats. The extra long center console drops flatly to the floor in between the front and rear seats and is covered with a durable rubber mat. I am most impressed with Chryslers undertaking to treat the second-row fares with first-row dignity.

Should the need arise to haul more than a quartet, a 50/50 split third-row seat is included. By third-row seating standards, this fold-flat unit offers commendable space and comfort, although marginal legroom. Also folding flat are the two second-row seats. When done so in combination with the third-row folded flat, the Pacifica can ingest an admirable 79.5 cubic feet of cargo.

Along with its smart design and high standard of quality, the Pacificas interior is comprehensively equipped with all of the power and convenience features expected in a luxury tourer, including adjustable pedals and an overhead console featuring homelink, map lights and the rear power liftgate control. Chrysler has also seen fit to include 2-memory driver settings linked to the drivers seat, pedals and mirrors. Also commendable was Chryslers decision to place cruise and audio controls on the steering wheel as standard fare.

I could prattle-on for hours about the virtues of the Pacificas interior, but this is a road test review. If youre anything like me youll want to hear about the driving details, so Ill get on with it. From my first climb aboard the Pacifica through to my last stint behind the wheel I found it to be a wonderful vehicle that absorbs its occupants into a world of calm and comfort. Perhaps its the spaciousness of the interior, the supportive seats and ideal seating position, or the beautiful eye-catching dash layout. Whichever it may be, the Pacifica has a way calming frayed nerves like a seaside stroll on a sunny day.

A twist of the key instantly gave life to Chryslers long-lived workhorse, the 3.5-L (214-cu in), 24-valve, SOHC V6 with multi-port fuel injection. In one form or another, this engine has been powering Chrysler products for more years than perhaps it should have - and its age is beginning to show. Within normal driving parameters the amply sized V6 moves the 4,482 pound bulk of the Pacifica with little objection. In doing so, however, it emits a little less engine refinement than would be expected given the Pacificas near-premium price-range and Mercedes-Benz backing. To many owners the significance of this issue may not be an issue at all. Unfortunately for me, I am a stickler about engine refinement, believing that if some manufacturers can get it right they all should.

The limitations of the 3.5-liter V6 become more apparent when the driver sinks his right foot into the throttle. The Pacificas 250 horsepower and matching torque is insufficient to propel this “Sport Tourer” well into the “sport” category, but the combination of its engine and 4-speed automatic transmission impart a sluggish feeling on hills and when passing - although nowhere near as sluggish as the 168-horsepower, 5-cylinder Volvo XC90 I recently tested. The Pacifica has power sufficient to reside in the minivan realm, but insufficient power to reside in the premium crossover SUV class.

If Chrysler added another cog to the 4-speed autobox and gleaned a few more ponies from the V6 it would go along way to giving the label “Sport Tourer” acceptable credibility. The 4-gears do a laudable job with what they have to work with in the way of twisting force, with up and down shifts occurring on cue and with the precision typical of most domestic manufactured gearboxes.

The Pacifica may not shine where thrust is concerned, but many of its other facets shine brightly. First and foremost once underway is its deliciously smooth ride. Chrysler has again applied the “Sport” nomenclature rather loosely. The Pacifica bends over backwards to treat its passengers to a comfortable ride, and in doing so the “sport” element is pretty much removed from the equation. In spite of offering little “sport,” the Pacifica suspension offers plenty of passenger-soothing actuation. The ride control dynamics of the Pacifica are more in-line with a large sedan. Bumps and irregularities are heavily damped hardly rocking the boat, unless crater-sized or encountered amid aggressive cornering.

The Pacifica is set upon a fully independent coil spring suspension front and rear. Augmenting at the front are gas-charged shock absorbers, a stabilizer bar and urethane jounce bumpers. The rear is aided by a stabilizer bar and gas-charged, self-leveling shock absorbers. Chrysler has taken extra care to ensure these components are mounted upon a rigid chassis structure. In addition to providing integral solidity, the chassis and body structure of the Pacifica have contributed to its five-star frontal and side impact protection crash ratings received from the government.

Even with a suspension setup described as “performance” by Chrysler, the Pacifica does not hide its weight or bulk when thrust into a corner. Yes, its better than most minivans and some SUVs as well when it comes to a writhing road, but its no sports car. In a heavily laden state, expect a comfortable ride but wagon-like handling. Nonetheless, without spending many more hard-earned greenbacks, one is not likely to find transportation for six adults that can eclipse the Pacificas level of comfort and handling.

In keeping with its theme of comfort over performance, the Pacificas rack and pinion, variable-assist droop-flow power steering is orientated toward the lighter side. This makes parking and low speed maneuvers a snap, but in return minimizes road-feel, which again detracts from the sport in “Sport Tourer.” I am certain the ease of steering the Pacifica was no mistake. For drivers uninterested in high-end handling and enthusiastic driving, a heavily assisted power steering setup is likely preferable - such I am certain is representative of most potential Pacifica owners.

If steering a Pacifica is easily accomplished so then is stopping it. All four brakes are of the disc variety, the front being vented. They feature antilock and electronic variable brake proportioning to ensure each Pacifica stops securely and safely. And that my tester did. Applying more than minimal to moderate pressure to the brake pedal was never necessary when bringing the Pacifica to a rapid halt. Stopping distances felt comparable to those of small minivans and SUVs. Vehicle control never felt compromised under any braking situations and brake modulation was always linear and progressive.

If the Pacificas competent braking fails to thwart an impending crash, a comprehensive collection of safety features will hopefully minimize the outcome. All Pacifica models are equipped with next-generation multi-stage driver and front passenger airbags, supplemental side-curtain airbags for all three rows of seats and a drivers inflatable knee-blocker that deploys in conjunction with the drivers airbag. If Im ever involved in a crash, let it be in this vehicle. Kudos must go to Chrysler for fully equipping the Pacifica with airbags as standard, not optional equipment. Every manufacturer ought to be doing just the same with vehicles designed to move families, regardless of price range. Pacifica passengers are further protected by three-point seatbelts at all six seating positions.

Moving families is what the Pacifica does best. My test unit was a front-wheel drive model. Inherent in front-wheel-drive technology is torque steer - the demon of acceleration. Given that 250-horsepower and 250 pounds-feet of torque are administered by the front wheels, Chrysler has done a remarkable job of all but eliminating the satanic forces. If front-wheel drive traction, abetted with traction control, is insufficient for ones needs, Chrysler offers the Pacifica in an all-wheel drive format as well. This system utilizes Chryslers “on-demand” technology, meaning that power is automatically shifted to wheels with traction when slippage is detected. An all-wheel drive Pacifica may be just the solution for those requiring the fortitude of an SUV, but consider the “V” in SUV to mean “vulgar.”

The Pacifica is available in three major trim packages, beginning with the well-equipped Premium package at $29,525 and moving up to the Luxury and Luxury AWD Packages beginning at $31,230 and $32,980 respectively.

The sale of Pacificas has been weakened by the prohibitively high entry price. Chrysler is aware of this impediment and is now producing a higher volume of entry level Pacificas, starting at $29K. Hopefully this lower price-point will attract the crowds that Chrysler had anticipated when it introduced the luxury crossover.

The Pacifica has a lot to offer and is definitely worth a look, especially for those needing space and practicality, but shunning the minivan and SUV stigmas.