When I first saw it at the 2002 Detroit auto show, I thought the Pacifica would be a winner. It lifted styling cues off the BMW X5 and applied them to a larger package with three rows of seats. Yet when the Pacifica reached the market the following year as an early 2003, initial sales were sluggish.

One reason was price: DCX sought to move the Chrysler brand upmarket with the Pacifica and Crossfire sports car, and much of the initial run of the crossover was heavily optioned, pushing sticker prices over $40,000. People were not ready to pay nearly this much for a Chrysler.

A second problem was that many people felt closed in within the Pacifica owing to its high beltline. This was by design, to provide a sense of security that market research had suggested was a widespread want, but it backfired.

Finally, the Pacifica did not perform nearly as energetically as its styling suggested it should. The 250-horsepower 3.5-liter V6 teamed with a four-speed automatic was barely a match for curb weights approaching 4,800 pounds.

To spur sales, Chrysler rushed lower content versions of the Pacifica to market. With heavy dealer discounting and a $3,000 rebate, these sold for as little as $19,000.

A more substantial fix had to wait four years. For 2007, the Pacifica receives a new engine for the upper trim levels: an SOHC 24-valve 4.0-liter V6 good for 253 horsepower and 262 foot-pounds of torque under the new, more conservative rating system. While these figures are only a small bump from the official 250/250 ratings for the 3.5, the actual differences are larger, as the 3.5 was clearly over-rated using the old test standard. A new six-speed automatic is paired with this engine.

To see how much difference the new powertrain could make, I took a 2007 Pacifica Touring FWD for a spin.

Styling

I continue to like the Pacifica's sporty riff on a minivan better than most people. The wheels-to-the-corners proportions are spot on, combining with a mix of edges and curves and a huge grille to convey a blend of muscularity and elegance. Blacked out D-pillars continue to be used to disguise the length of this vehicle, making it look less lengthy than it is.

What don't most people like? Perhaps the Pacifica, with its compressed greenhouse, looks too squat to them. Or perhaps the grille seemed too large and aggressive for a family hauler. A further problem is that people still aren't sure how to categorize it.

For 2007, the front end has been redesigned. To conform with Chrysler's latest set of cues, the hood has a half-dozen longitudinal grooves stamped into it and the headlights droop along their lower edges. The grooves are just silly, and the new lamps lose much of the crisp aggressiveness of the original front end. Perhaps this is in response to market research that found that people wanted a friendlier, less threatening front end on the Pacifica. Regardless, I strongly refer the old nose.

A couple years ago the Pacifica received optional 19-inch wheels. These further reduce the visual mass of the vehicle, and make it look even less lengthy. But to my eye it looks just about as good with the 17s, which are both less expensive and should ride better. (I've never driven a Pacifica with the 19s, so I cannot say for certain.)

The main change to the interior is the replacement of the previously available dark gray option with a taupe so close to gray it's called "graystone." Light gray continues as the other option. Perhaps to reduce the bunker effect of the smallish windows? An unfortunate side effect of the lighter shades is that the interior looks cheaper than it did with the dark gray. I've always thought of the Pacifica's interior as Chrysler's nicest (faint praise I'm afraid), with fine detailing and pleasant curves. But in one of the lighter shades I'm suddenly aware of the large amount of hard plastic, most notably in the door panels. Worse, the soft-touch instrument panel upper matches the adjoining top of the door panels in neither shade nor grain.

I have wondered if the Pacifica's interior might be too fancy and formal for the family market. No change here: there's still a lot more style inside the Pacifica than you'll find in any minivan. Perhaps too much for some people, who might wish for a more functional interior aesthetic like that of the Ford Freestyle.

Accommodations

The seats and interior dimensions are largely unchanged. So the Pacifica continues to offer a healthy amount of comfort and room in the first two rows, each of which includes a pair of supportive buckets separated by a console.

The driving position is very good. Despite the high beltline (base of windows), which Chrysler employed to lend a sense of tank-like security, the view forward and to the sides is open enough. A standard ten-way power driver seat helps. The wheel tilts, but does not telescope. Power-adjustable pedals are available. The view rearward is not as good owing to very wide rear roof pillars. The mirrors are not as large as those on many current largish SUVs.

There is no second class seating in the Pacifica. The third row is strictly third class, with very little headroom, legroom, or thigh support. That in the Honda Pilot is little if any better. But minivans and crossovers such as the Ford Freestyle and GM's upcoming Lambda's have much more adult-friendly third rows. Access is also not as easy as in a minivan, as the swinging doors do not provide as large an opening as a minivan's sliders. Finally, the large rear pillars also provide a limited view out for people in the way back.

Because of the second row console and narrow third row, passenger capacity is six. Even though the Honda Pilot is ten inches shorter in length and two inches narrower in width, it seats eight. I do wish Chrysler would offer 2-3-2 seating like the Freestyle, but they offer a second-row bench only in the base trim, which lacks the third row.

Cargo capacity is very good compared to an midsize SUV, but not so good compared to a minivan. With the second and third row seats folded, cargo volume is about eighty cubic feet. Versatility is excellent. The seats fold flat and a well-conceived flap flops over from the back of the left seat to cover the second-row console.

Interior storage, with spaces in all four doors and that long center console, is excellent.

On the road

From the moment I leave the dealership, it's obvious that the new powertrain is much more responsive than the old one. There's plenty of power throughout the engine's range. From a dead stop it's all too easy to burn rubber; luckily the right foot adapts. At higher speeds, part throttle is generally sufficient to gain speed in a jiffy. When pushed, the engine emits a moderately refined, reasonably quiet growl. It doesn't sound as turbine-like as some competing sixes, but it'll do.

Given how well the 4.0 moves the hefty Pacifica, I cannot wait to see what it can do in a relatively light sedan. I assume this engine will eventually replace the 3.5 in the 300, Charger, and Magnum, perhaps combined with a revised interior next year. When it does, fewer people will probably need to upgrade to the Hemi. It's a shame that the 3.5 and not this 4.0 is the top engine in the new Sebring and Avenger; otherwise they might have actually been class leading in one important area.

With front-wheel-drive there is a touch of torque steer under hard acceleration, but less than you'll often find with such a torquey engine. The main impact is that the steering feels a bit squirrelly.

The six-speed automatic can be manually shifter using the transmission lever. For best use of this mode the gear indicator in the instrument cluster should be larger and more centrally located. The tach is also a bit on the small side.

Luckily, the new transmission is very responsive, leaving little need for the manual shift function. A brief lull attends each shift, but these are generally smooth.

Unlike Chrysler's minivans, the Pacifica is fitted with an independent rear suspension, and a sophisticated E-class-based design at that. For a vehicle of its height, the Pacifica corners flatly and generally feels very balanced despite its nose-heavy weight distribution. Unfortunately, this capable suspension is paired with a bit much mass and overly light, insufficiently communicative steering. So It doesn't feel sporty unless your reference point is a large SUV. Relaxed touring is more the Pacifica's style. In comparison, Ford's Freestyle has firmer, more communicative steering but less taut suspension tuning.

The Pacifica's ride generally feels smooth and luxurious, further supporting a touring mission. Engine, wind, and road noise are all very low while cruising. This should be a very comfortable vehicle to travel in.

Safety

The Pacifica was already one of the safest vehicles available for under $30,000.

As I see it, safety has three components: accident avoidance, crash test scores (which judge how well a vehicle will perform against a similarly heavy vehicle), and sheer mass. With all-wheel-drive the Pacifica weighs nearly 4,800 pounds. While some large SUVs are another half-ton heavier, this still places the Pacifica among the heaviest vehicles you can buy.

The Pacifica makes up for not being the heaviest vehicle you can buy with much better handling than the typical two-and-a-half-tonner and a lower center-of-gravity. The latter should reduce rollover risk relative to a conventional SUV. Other contributors to accident avoidance include ABS and all-wheel-drive. HID headlamps are an option. Previously, there was one major omission from the features list: stability control. Well, for 2007 stability control is standard.

The Pacifica was designed with outstanding passive safety in mind. It has a very strong structure, side curtain airbags for all three rows, and even an extra airbag for the driver's knees. The Pacifica lacks torso-level side airbags, but these are much less important than the head-protecting curtains. Thanks to these features, the Pacifica has earned top scores in both the government and IIHS crash tests.

The rear window is well off the ground, making it all too easy to reverse into something. For 2007, a rearview camera joins rear obstacle detection on the options list. I'd want at least one of these features on the Pacifica.

Chrysler Pacifica Price Comparisons and Pricing

Despite the addition of the new powertrain and standard stability control, Chrysler has cut the Pacifica's price about $2,000 for 2007. However, the rebate has been cut by about $2,500, to $1,500 for six-seaters. The additional features easily make up for the 2007's sticker price disadvantage; the revised crossover is a much better value.

A Pacifica Touring runs about $1,000 less than a Ford Freestyle SEL. Adjusting for feature differences halves the gap. However, this is before rebates, and larger rebates are usually available on the Chrysler.

Before the current $1,500 rebate, the Honda Pilot LX is about $1,600 less than the Pacifica Touring. But the Chrysler contains about $1,400 more stuff, so the two are actually priced very closely before rebates.

Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)

TrueDelta's page for the Pacifica:

http://www.truedelta.com/models/Pacifica.php

Last words

The Pacifica is a unique vehicle, with distinct plusses and minuses compared to a minivan or SUV. Although not as practical as a minivan, the styling is much sportier and the handling somewhat better. Ride and comfort are very good.

And, for 2007, straight line performance finally measures up to the styling. Now all they've get to do is get the steering to talk.

Other changes aren't as good. The new front end looks wimpier. In the new, lighter shades the interiot looks a bit cheap. The third row is cramped. And seven-passenger seating is not an option.

Ultimately, the Pacifica offers good value for money but cannot quite compete in terms of functionality with Ford's Freestyle and GM's upcoming Lambda crossovers. So I suspect the new powertrain will, at best, enable it to maintain its current level against the more recently designed competition.

A Note on Chrysler Pacifica Reliability

I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.

Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Pacifica rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Chrysler Pacifica reliability comparisons.

Before I can report results, I need data on all cars--not just the Pacifica--from people like you. To encourage participation, those who help provide the data will receive free access to the site's reliability information. Non-participants will have to pay an access fee.

For the details, and to sign up, visit www.truedelta.com.

Hopefully the 2007 Pacifica, with a heavily revised engine and new, unproven transmission, compiles a better record than other Chryslers have. Initial results suggest that Chrysler vehicles tend to take more trips to the shop than any others I'm collecting data on. A number of panel members have also complained to me about how Chrysler has treated them when they have had problems. As someone who recently spent $500 to replace the corroded wheels and another $1,690 to fix the failed transmission in my wife's 2002 PT Cruiser, with 52,000 miles, I know where they're coming from. (The lower control arms also have to be replaced, which will be another $700.) Chrysler did pick up half the cost of the wheels, which were losing five-to-seven pounds of air pressure daily around the valve stems, but declined to provide assistance on the transmission.

A link to this website and alphabetized links to my other vehicle reviews can be found on my profile page.

Some of my reviews of related vehicles:
2004 Chrysler Pacifica review
Buick Rendezvous review
Chrysler Town and Country review
Ford Freestyle review
Honda Odyssey review
Honda Pilot review
Subaru B9 Tribeca review
Toyota Sienna review