2017 Chrysler Pacifica Touring-L Review & Changes – When the first-generation Chrysler minivans arrived again in 1984, they revived Chrysler like a defibrillator hit from the heavens. They came on the heels of the K-cars, the achievements of which allowed the early payback of more than-cue Dr. Evil voice-one billion dollars in federal loans, but the front-wheel-drive minivans proved to be the dollars cows Chrysler required to maintain the payroll flowing. Shepherded into manufacturing by then CEO Lee Iacocca and fellow Ford expat Hal Sperlich, more than 200,000 minivans were offered in the first year, and Iacocca never skipped an opportunity to gloat publicly about the achievements.
2017 Chrysler Pacifica Touring-L Review
Fast-forward three decades, and the company, now partnered with Fiat under the FCA banner, has missing ground in the minivan phase. Changing the title from Town & Country to Pacifica suggests FCA is hunting for a fresh start, mainly because though Mercedes-Benz and Cerberus were playing hot potato with Chrysler, the Honda Odyssey and the Toyota Sienna forged ahead and stole a ton of the minivan thunder. (Ford remaining the section in 2004 and General Motors not extensive after; neither could ever knock Chrysler off its perch.) While FCA’s trucks, SUVs, and performance models may be profitable, the company desperately needs a class-leading vehicle that doesn’t trade on retro imagery or the pretense of an outdoorsy lifestyle to appeal to potential buyers. Which is where the Pacifica comes in.
2017 Chrysler Pacifica Touring-L Interior
We’ve already examined a 2017 Pacifica Limited, the top-tier trim that carries a decidedly top-tier base price of $43,490. Now we have snagged a mid-level Touring-L trim with a much more family-friendly starting point of $35,490. Residing smack in the middle of the lineup, it sits above the LX and the Touring but below the Touring-L Plus and Limited trims. Refreshingly, the Touring-L comes with many of the newest safety, comfort, and assist features as conventional. Remote start, a backup camera, blind-spot and cross-path detection, heated front seats, an eight-way power-adjustable driver’s seat with four-way lumbar support, and three-zone automatic local weather control are among the goodies included. Our test instance carried just two selections. The first was the eight-passenger seating choice ($495), which adds a center seat to the second-row buckets; full Stow ’n Go functionality is preserved for the outside seats, even though the center seat is easily removed and folds to provide an armrest/drink holder when not in use. The other add-on was the $895 Premium Audio Group (referred to as Customer Preferred package 25L in dealer-speak), which consists of a 13-speaker Alpine audio system with a 506-watt amplifier, an 8.4-inch “navigation ready” touchscreen display that replaces the standard 5.0-inch unit, active noise cancellation, a third-row USB port, and GPS antenna input, among the other niceties. Only the top Limited trim has standard navigation. The Touring-L Plus has it as a $695 solution, and the “navigation ready” 8.4-inch Uconnect setup in our Touring-L and lesser trims requires dealer-installed equipment and/or computer software to enable nav. Chrysler isn’t alone in the practice of creating individuals pony up for greater trim levels in order for getting manufacturing unit navigation as common. Honda, for instance, requires Odyssey prospective buyers to step up to the second-from-the-top EX-L with Navi trim (base price of $39,100 for 2016) for getting the technology.
2017 Chrysler Pacifica Touring-L Engine & Specs
A quick refresher on Pacifica’s mechanical dirty bits (as opposed to the bits soiled by Cheerios and muddy sneakers): Crafted on an all-new platform with a transversely mounted 3.6-liter V-6 mated to a ZF nine-speed automatic transmission, it steers by means of an electrically assisted rack-and-pinion set up. Putting on 17-inch 235/65 Yokohama Avid S34RV tires, this Touring-L trim Pacifica exhibits the exact same “nimble for a van” behavior as the Limited we tested earlier. There’s a nice center valley sensation in the steering for effortless highway travel, and turn-in is impressive-again, for a van. When things get seriously frisky, the wheel quickly loses fascination, though, with only 0.78 g of optimum cornering grip on tap, it is not like the conversation was going to obtain overly risqué anyway. A lot more remarkable is Pacifica’s compliant ride. Traveling stretches of broken pavement reveal well-tuned damping and a rattle-free interior, in spite of our ideal efforts to inflict pain on the chassis. Attacking freeway on-ramps is hardly Pacifica’s forte, but should you attempt this kind of behavior, know that the body remains reasonably steady and your unsuspecting passengers will be gripped with fear very long before it begins to lose its maintain on the road.
The least new part of the Pacifica is the Pentastar V-6. Producing 287 horsepower and 262 lb-ft of torque, it has its work cut out for it in moving this 4473-pound van. Thankfully, the ZF-supplied transmission has 9 speeds to ease the burden. Together, the pair propelled the Pacifica to 60 mph in 7.6 seconds and through the quarter-mile in 15.9 seconds. Likely towards current trends, the throttle is calibrated for gentle tip-in, which should aid ensure that all Huge Gulps remain firmly moored in their cupholders. If we have any problems regarding the powertrain, it is the transmission’s tendency to hop involving gears at minimal speeds. With 9 ratios from which to choose, we expect things to get chaotic occasionally, but it’s the mild clunk we experienced when rolling in and out of the throttle at speeds below 30 mph that’s disconcerting. That stated, we did manage 22 mpg for the duration of Pacifica’s stay with us, nailing the EPA’s mixed estimate on the nose. Interestingly, that is the exact fuel-economy selection we recorded in our test of the 2015 Honda Odyssey Touring Elite. And, on our highway fuel-economy loop, run at a steady 75 mph, the Pacifica achieved a formidable 30 mpg, 2 mpg far better than its EPA highway rating.
2017 Chrysler Pacifica Touring-L Feature
As for brand-specific features, we actually dig the roof rails. They tuck absent longitudinally when not in use, so they’re not always creating excess wind noise and reducing fuel economy, but they can be unscrewed quickly by hand and reattached in transverse orientation when essential. Opinions on the Stow ’n Go second-row seats are split: When some prized the usefulness, others identified the seats also small, a very little flat, and thin on padding. These people would somewhat have the comfort and room of a conventional bench and deal with removing it when the occasional have to have arisen to haul major cargo. An interior noise amount of 70 decibels at a 70-mph cruise permits easy highway conversation, which, given the quality of the sounds emanating from the above-average audio system, surely will be misplaced on children who haven’t removed their headphones in years.
Nevertheless, we noticed a number of sites exactly where the attention to detail trails off. The interior trim on the front doors and the decreased portion of the sliding doors just sort of stops without a seam or binding for a clean finish, and the plastic in the still left rear of the van, the place the portable air compressor is located, feels flimsy. Which is right: Our Pacifica Touring-L arrived with an air compressor, but the space-saver spare would value an additional $295. Limited trims have an onboard vacuum cleaner in the room exactly where the compressor and the tire if you spring for it-otherwise lives. Following all the conventional rules of minivan-dom, the Pacifica excels as a transporter of humans. It remains to be noticed if the model is able of capturing lightning in a bottle as successfully as the initial Chrysler minivan, nonetheless it does advance the breed.