CHRYSLER PACIFICA HYBRID HAS A LOT MORE GOING FOR IT THAN FUEL-SAVING VIRTUES

Having resurrected the Pacifica nameplate in early 2017 with the introduction of a full-fledged minivan replacing the combination wagon/SUV that went out of production after the 2007 model, Chrysler has unveiled a hybrid version of the same for the more fuel-conscious among you.

Both the standard Pacifica and the Pacifica Hybrid are labeled as 2017 models, though the former has been around for well over a year and the latter just hit showrooms this past spring.

They are essentially the same vehicle with the obvious difference in powertrains, plus the popular Stow-’n-Go seats that hide the second row captain's chairs under the floor for more storage are not available on the Hybrid. That's where they put the battery for the electric motor.

Well, there is also a difference in price.

The Pacifica Hybrid Premium (the base trim) carries an MSRP of $43,090 including the $1,095 destination and delivery charge with a $7,500 federal tax credit bringing the effective price down to well under $36,000. (Chrysler says it’s under $35,000 but that doesn’t figure in the destination charge.)

The top trim level for the Hybrid, the Platinum edition, checks in at $46,090, which is competitive with the Pacifica Limited with its 3.6-liter V6 (base MSRP of $42,990) when that tax credit is applied. Various options can make a difference when doing comparison shopping, of course.

The Pacifica Hybrid Platinum I had for a week carried a total MSRP of $47,885 with the Customer Preferred Option Package, which included such features as adaptive cruise control, blind spot and cross path warning, and the UConnect Theater Package, was counted in.

The Pacifica Hybrid is a plug-in model that can go up to an estimated 33 miles on electric power only, which may be enough for running the kids to school or making a grocery trip depending upon where you live and shop. Past that, power comes from the V6.

With an electrically variable transmission with dual motor EV drive capability, the Pacifica Hybrid earns a fuel economy rating of 84 miles-per-gallon equivalent (MPGe), which the company says leads the minivan segment. Keeping that battery charged for the most efficient operating takes up to 14 hours on standard housing 110-volt storage. Get the level 2 charger (240 volts) and that time is cut to just two hours.

That works for routine daily tasks, and for long family trips where public charging stations may not be available, the gasoline-only operation is rated at 32 miles-per-gallon overall.

With the exception of the second-row, Stow-’n-Go seating, the Pacifica Hybrid comes with all the features you are looking for in a minivan, No. 1 being lots of space for seven passengers and all their stuff.

There are all kind of nooks and crannies for storing items throughout the spacious, nicely appointed cabin. There is 32.3 cubic feet of storage area behind the third row, and the Stow-’n-Go system that is missing on the second row still works for the third with the back seats folding neatly into the floor to boost cargo capacity to 87.5 cubic feet.

The Platinum edition in particular comes with a plethora of standard features that make the difference in price worthwhile. They include a hands-free power liftgate, power sliding doors on both sides, keyless operation with push-button start, capless fuel filler (push a button on the driver’s door and a signal in the instrument panel lets you know when it is ready for fueling), three-zone A/C, UConnect 8.4 NAV (which is one of the more intuitive systems to operate), automatic headlamps with LED daytime running lights, fog lights, LED tail lamps, leather seat surfaces, and an 8-way power driver’s seat with 4-way lumbar lumbar support. 

That Customer Referred Package, a $1,795 option, is well worth it. In addition to the features mentioned earlier, it also includes a 360-degree surround view camera and rear-seat entertainment and park assist systems.

So why go for the Hybrid over the standard Pacifica?

The bottom line to me comes down to how many miles you drive in a typical year and if the savings you get from the Hybrid are worth the difference in upfront costs. I’ve seen people crow about the virtues of their hybrid car and then just let it sit in their driveway most of the day/week.

If you do drive the normal amount and keep that battery charged up, you’ll get the full benefits of the Hybrid, and there also may be state and local tax breaks in addition to the federal tax credit that will make a difference in cost as well.

I’ll let you do the math for your potential savings. It gives me a headache.

What I liked about the 2017 Chrysler Pacifica Hybrid: Lots of high quality materials are found throughout the interior. The ride (with an exception I’ll note in a minute) is very quiet and comfortable. It cruises nicely on the highway, and power (estimated 260 horsepower) makes for a nice drive around town.

What I didn’t like about the 2017 Chrysler Pacifica Hybrid: The whine from the electric motors — which is typical on many hybrids — as you slow to a stop grinds on the nerves. Also, I don’t like fooling around with the extension cords that come with plug-in hybrids. 

Would I buy the 2017 Chrysler Pacifica Hybrid? Well, no, I wouldn’t at this stage of my life. I’ve been an empty nester for quite some time. But when it comes to family transportation, a minivan is hard to beat, and the Pacifica Hybrid has to be near the top of your list. If price is the determining factor, check out the gasoline-powered Pacifica. You can get the Stow-’n-Go seats with the vacuum cleaner with it!

CHRYSLER TAKES BIG STEP UP IN BRINGING BACK PACIFICA FOR 2017

In case you missed it, the North American International Auto Show, more commonly called the Detroit auto show, this week announced its selections for vehicles of the year.

The new Chevy Bolt EV received Car of the Year honors. Not surprising, considering the media's infatuation with electric vehicles.

Truck of the Year went to the Honda Ridgeline. Last September some visiting journalists scoffed when our media group, the Southern Automotive Media Association (SAMA), chose the Ridgeline as the Truck of the Show at the Miami International Auto Show. Wonder what they think now? Some people apparently can’t get over a Ford or Chevy not winning. Autoblog called the selection a “surprise winner.”

And Utility Vehicle of the Year, a new category for Detroit, went to the Chrysler Pacifica. 

Frankly, I kind of had my doubts about that one, not because the Pacifica isn’t a fine vehicle but more because a minivan isn’t what comes to my mind when I hear the term “utility vehicle.” I think more of SUVs or Crossovers. Maybe I need to think out of the box more.

The Pacifica fits as a “utility vehicle” just fine, though. It certainly is utile. It beat out a pair of SUVs, the Jaguar F-Pace and Mazda CX-9, which presumably would have been put in Truck of the Year categories in the past since Volvo’s XC90 SUV won NAIAS Truck of the Year honors in 2016.

But unlike in its previous incarnation, the 2017 Pacifica is most definitely a minivan. In its first go-around from 2004-07, the Pacifica had a bit of the appearance of one of the new crossovers that were beginning to come into vogue around that time.

One of the questions my boss asked me after I had driven it on a trip from South Florida to St. Louis was whether I thought it handled like a minivan or an SUV.

“A minivan,” I replied.

That Pacifica may have resembled an SUV/Crossover, but that’s not the case with the new one. With its power sliding rear doors (on both sides) and open floor instead of a full center console between the front seats, there’s no doubt about the Pacifica’s character now. It’s definitely a minivan. In fact, the Pacifica effectively replaces the successful and trend-setting Town & Country minivan in the Chrysler lineup.

When it comes to a vehicle for family transportation, especially families of two-plus children, the minivan is hard to beat. Chrysler has provided the Pacifica with a generous room for storage behind the third row, 32.3 cubic feet, and those third-row seats fold at the push of a button to boost that capacity to 87.5 cubic feet. It comfortably seats seven in what Chrysler touts as the largest interior in the segment with passenger volume of 165 cubic feet.

It comes in five trims with even the base or LX trim coming with features like Stow-’N-Go seating, an 8-way power adjust driver’s seat, rearview camera, Bluetooth, a voice-command system, and active noise cancellation for a quieter ride as standard.

My top-of-the-line Limited model also had as standard leather seating, hands-free rear liftgate and sliding side doors, a panoramic sunroof, blind spot and cross traffic detection, rear park assist, keyless and remote start, UConnect infotainment system with an 8.4-inch screen for navigation, HID headlights, and 18-inch wheels.

All that was included in the $42,495 MSRP. Options, including a safety package that included a 360-degree surround view camera and adaptive cruise control and a theater package that featured seat-back screens for videos, plus the $995 destination and delivery charge ran the total price tag to $48,475. That’s almost $20,000 over the MSRP for the base LX model.

All trims come with a 3.6-liter Pentastar V6 engine that puts out 287 horsepower at 6400 rpm and 262 pound-feet of torque at 4000 rpm. Mated with a 9-speed automatic transmission, fuel economy is rated at 18 miles-per-gallon city, 28 highway, and 22 combined, about average for the segment.

There is also a hybrid version that can be recharged via a plug-in that Chrysler says will go up to 30 miles on electric power while offering an 80 MPGe rating overall.

Throttle response is pretty good for the class, and despite its capacity for hauling passengers and cargo, it doesn’t have the feel of being an overly large vehicle like you get with some full-size SUVs. There’s even a certain amount of agility about it, though I wouldn’t approach it like a performance car when in traffic. Or not in traffic, for that matter.

The interior has an upscale feel about it. Despite a wealth of technological features, the dash has an uncluttered look even with a few knobs to duplicate some of the basic functions (radio, climate control) that can be operated off the touchscreen. Response to voice commands was quick as well with no unnecessary delay from a repeat of the command from the system.

About the only negative I could find probably was peculiar to this particular vehicle, not common throughout the production run. The front passenger door must have been sprung by some previous user and the bottom half would not line up flush with the sliding rear door when closed. That’s not likely to be the case on other Pacificas.

What I liked about the 2017 Chrysler Pacifica: Operating the many infotainment features on the UConnect system is a breeze, especially when compared to how many makers of more expensive cars complicate them up. No need to delve into the operating manual to learn how to change a radio station or adjust the map for the navigation scale! And you can lower the windows for the second-row seats.

What I didn’t like about the 2017 Chrysler Pacifica: There’s little not to like about it, unless you just don’t like minivans.

Would I buy the 2017 Chrysler Pacifica: Not at this stage of my life, no. But if I were younger (OK, much younger) and faced traveling with a bevy of energy-packed kids, I definitely would give it a look.