Review: 2007 Chrysler Pacifica
Few Americans really want a minivan. They may need one - but that's a different motivation entirely. Many folks took to SUVs as a "third way" because they could cart around a family without feeling utterly defeated by life.Until, of course, gas prices got to where they are today.
This brings us full circle back to large station wagons like the Chrysler Pacifica. Wagons were the family car of choice for Americans long before the SUV craze ignited - and may yet rise again as 15 mpg SUVs become increasingly untenable in a world of $3 per gallon regular unleaded.
The Pacifica's been extensively updated for 2007 with the addition of a new (and larger) 4.0 liter V-6 that produces 253 horsepower. It becomes the standard engine in all except base FWD models - and is tied to an also-new six-speed automatic transmission, which replaces the four-speed automatic used previously.
While the new engine's rated power output is only slighter higher than the 3.5 liter V-6 used previously, the key to noticeably better performance is a lower power peak (6,000 RPM vs. 6,400 RPM previously) as well as more torque (262 lbs.-ft. vs. 250 lbs-ft. previously). The extra power, available at lower engine speeds, means you get more response with less pedal. The new six-speed's tighter gear spacing also helps the '07 feel more athletic - as well as more refined, since the drop in engine speed between gear changes is less dramatic, especially under full throttle. Highway mileage is actually a couple mpg better than it was last year, too (24 mpg vs. 22 mpg).
The Pacifica is still available with a 3.8 liter V-6 in base ($24,460) models - but not with all-wheel-drive. And for good reason. Its 200 hp is already marginal given the Pacifica's 4,300 lb. curb weight. Adding a couple hundred pounds of AWD gear (and the inertial load of the AWD system itself) would be crippling - especially with three or four passengers on board.
The 4-liter engine, however, may be ordered with our without AWD; it's also the standard engine in mid-trim Touring ($27,600-$30,250) and top-of-the-line Limited ($33,775-$35,825) models. Buyers can also select the 4-liter engine with AWD in base trim for $27,550.
With our without the 4-liter engine, base models come with a respectable level of amenities, including air conditioning and (new for 2007) side-impact/curtain air bags, as well as stability control and a tire pressure monitor. The addition of side-impact and curtain air bags helped the Pacifica earn a Five Star rating in government crash testing. And the inherently better stability of the Pacifica's car-based chassis and suspension should make it less likely it'll be involved in an accident in the first place - at least, relative to a higher-riding, truck-based SUV (or even a standard minivan).
Inside, the gauge cluster's been revamped with an attractive analog (instead of digital) clock that works well with the Deco-inspired theme. The Pacifica's optional GPS is cleverly built into the main instrument cluster, rather than off to the side - so it's right in the driver's lineof sight. Inputs are made via a keypad that's also built into the main dash cluster. It's arguably a better design than having a screen/touch pad built into the center console - which forces the driver to look down and right (and take his eyes off the road).
For backseat riders, the '07s also get a new/larger 8-inch monitor for the optional DVD entertainment system.
Seating configuration depends on trim level. Touring and Limited models come standard with a split-folding third row and room for six. Base models don't get the third row - but do offer an unusual three-across second row bench and more than 92 cubic feet of cargo capacity. This drops to about 80 cubic feet in third row-equipped models. That's still a big number though. For comparison, a full-size SUV like the Chevy Tahoe's only got 16.9 cubic feet of space behind its third-row seat. (And even when equipped with its "small" V-8, the Tahoe mainlines regular unleaded at the rate of 15 mpg city/20 mpg on the highway.)
Another area where the Pacifica excels (vs. an SUV) is ease of entry and exit. You get in - instead of climbing up. The difference is especially noticeable when you're outside the vehicle attempting to get stuff out - like bags of groceries, for instance. You don't need a step ladder to get to things in the cargo area - and while a power rear liftgate is available, it's much less necessary than it is in a traditional SUV because the leverage is better.
A minivan offers similar user-friendliness - but isn't nearly as appealing, either to drive or to look at. The Pacifica's a handsome ride - and it's reasonably fun to pilot. There's more kick, for one thing. And when the roads turn twisty, there's simply no comparison. There's not a minivan on the market that likes taking freeway off ramps at 10 mph over the recommended maximum speed. The Pacifica may not be a BMW stalker, but it doesn't wallow and lurch as pathetically as a minivan (any minivan) will when pushed even slightly in a bend. And yet it's every bit the minivan's equal as a long-haul cruiser when equipped with the available entertainment system, heated seats, GPS and upgraded Infinity Intermezzo audio system (now with MP3 capability).
High-end luxury touches are available, too - including Xenon HID lights, leather, Park Assist sensors, back-up camera and laminated side glass - which along with its stylish good looks makes it a credible luxury sport-tourer. Those are (once again) descriptive adjectives you'd never put in the same sentence with "minivan."
There's really no reason why large wagons shouldn't make a comeback. It's entirely possible that latter-day wagons like Pacifica will prove to be the leading edge of a resurgence in buyer affection for these versatile, roomy, reasonably economical - and still fun-to-drive - vehicles.
