The 2026 Chrysler Pacifica feels like the product of a bygone era when you first look at it. At a time when most minivans are either embracing SUV DNA or just outright leaving the segment entirely, the Chrysler Pacifica has continued to stubbornly hang on to the core formula that has defined it and past Chrysler minivans for several decades. After all, the brand did pretty much invent the minivan.
But while the Pacifica continues to rack up awards, age is also starting to catch up with it. Chrysler is preparing a refreshed version but in the meantime, the current generation model has to fold down the fort for a bit longer. But can it do so, and is the new one indeed worth it?
Pinnacle for a reason but starting to show its age
Our range-topping Pinnacle model arrived just before the 2027 model made its official debut at the New York Auto Show but buyers looking to perhaps wait to get one and snag one of the outgoing models will still be very pleased with what they get in terms of design. Granted, it’s beginning to show its age, but the front end is still very handsome with the elegant headlights being complimented by a no-nonsense front grille. The Pinnacle and other Pacifica models will get the 2027’s revamped front fascia but buyers looking to stick with a familiar face will see this motif on the base Pacifica model.
Our bright red Pinnacle tester also revealed that it still maintains the iconic profile that has come to be a visual hallmark of Chrysler’s minivan offerings with the boxy look pitching substance for the pure sake of functionality. Our tester arrived with a power-operated liftgate, but unlike other power lift gates on most SUVs and even a few of its rivals, the Pacifica’s does not have height adjustment which makes it unsuitable for tight spaces and small garages.
Luxury and tech dominate cabin
Slip inside the Pinnacle and you’ll find that not much has changed here either (this is also the case with the refreshed Pacifica.) Our tester had a sticker of over $60,000 and while that eye-watering price will undoubtedly raise plenty of questions, the cabin does fit the high price tag. Warm-hued Nappa leather is scattered throughout the cabin and the first and second row seats offer balanced amounts of comfort and support.
The main caveat here on Pinnacle models is that the captain’s chairs are the only second-row seating option, and you do not get access to Chrysler’s Stow’N’Go seats. Buyers who need that bit of engineering magic will have to go to a lower-level model instead but the third row seats do fold up and down electronically so that’s a consolation prize for physically removing the second row chairs. When all the seats are either folded down or removed, the Pinnacle can haul an impressive array of things including pretty large sheets of plywood if asked to do so.
Other goodies include a built-in vacuum cleaner and optional $95 Nappa throw pillows but we like how all the controls in the second and first rows are big and chunky which makes them easier to find for younger passengers.
A 10.1-inch touchscreen infotainment system is the lone multimedia interface here and despite running an older version of Chrysler’s Uconnect system, it’s still easy to use and understand. It even comes with several family-focused features including FamCam and a rear theater system that can be fully controlled by the front seat occupants in the event order needs to be restored to the second row seats.
Performance is a one-man band
The Chrysler Pacifica lost its PHEV option a short while back after Stellantis was forced to remove it from several models due to a very messy recall, and this omission means the only engine moving forward is the aging but still very dependable naturally aspirated 3.6-liter Pentastar V6. In the Pacifica, it makes 287 horsepower and our Pinnacle arrived with optional four-season-friendly all-wheel drive.
These first two components performed very well with the engine providing a decent amount of power in urban commuting. It’s not a sports car by any means but for buyers who want serenity and quiet, what you get here is good enough for most.
The van continues to get a nine-speed automatic and it’s this transmission that greatly soured our mood behind the wheel. The engine tries its best but is hampered by the nine-speed with the one in our tester having very lazy shifts and a tendency to make the van feel rough when initially getting underway.
The shifts did smooth out once it had a chance to formally begin its urban chores but the transmission also managed to flunk the fuel economy side of the coin too with the EPA saying this nearly 4900 lb minivan is capable of only getting 19/28/22 MPG in city/freeway/combined driving.
The Pacifica’s suspension won’t win it any favors on the track, but it’s still very compliant and allowed the Pacifica to handle cornering with an impressive degree of security.
Value Quotient
Pricing for the Pacifica has benefited from some simplification in recent years with the trim ladder being split int three. The base Select starts at $44,445 with the Limited raising it up slightly to $49,605. Move into a range-topping Pinnacle and you’ll be greeted with a base price of $56,095. Our tester arrived with a small list of optional extras which caused the price to go up to a final as-tested total of just over $60,000.
If we had our say, we would reluctantly skip the ritzy Pinnacle and instead go for the Limited. You’re still getting plenty of tech and comfort features in this trim, but at a noticeably lower sticker price which will please some value-focused buyers.
With the Pacifica also being in a state of change due to the impending arrival of the 2027 buyers will also have to decide whether to pay top sticker for a 2027 model or try to get a deal with one of the outgoing 2026 models.
Regardless of which route buyers take, the Chrysler Pacifica is still a solid minivan but we hope Chrysler will use the 2027 model to make some of the more extensive updates this model desperately needs.
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