2024 Chrysler Pacifica

Every 2024 gas Pacifica, including the volume Touring L, uses the naturally aspirated 3.6-liter Pentastar V6 rated at 287 hp; 2024 is a carry-over year mechanically, with changes limited to trim, colors and infotainment.

The Pentastar V6 makes 262 lb-ft at a relatively high 4,000 rpm — typical naturally aspirated output for the segment, with less low-end pull than a turbocharged rival would offer.

The FWD gas Pacifica reaches 60 mph in a mid-pack 7.3 seconds; AWD is slower, carrying 362 lb more curb weight (4,883 vs 4,521 lb). Chrysler publishes no factory acceleration figure.

The mature Pentastar V6 delivers linear, predictable response with no turbo lag and stays acceptably quiet under load, but its acceleration is merely adequate rather than effortless.

The 948TE nine-speed sorts through its 9.81 ratio spread cleanly in ordinary driving but hesitates on downshifts and can pick an unsuitable gear on steep grades, holding it below the segment's best automatics.

At 3,600 pounds properly equipped, the gas Pacifica out-tows the Odyssey, Sienna and Carnival by 100 pounds — the best rating in the segment — though the plug-in hybrid carries no tow rating.

AWD is optional on three of the four 2024 gas trims — Touring L, Limited and Pinnacle — but not on the base Touring and not on either plug-in hybrid trim; the system is an automatic on-demand setup with no low range or terrain modes.

This is a pavement-focused minivan: ground clearance of just 5.1 inches (5.4 with AWD), shallow approach and breakover angles, and no skid plates, lockers, terrain modes or off-road trim — the Road Tripper is an appearance and cargo package, not a capability one.

The 2024 range offers two genuinely distinct powertrains — the gas V6 with a choice of FWD or AWD, and a FWD plug-in hybrid that remains the only PHEV minivan sold in the US — giving buyers more variety than any direct rival, but it stops short of a third option.

The volume FWD gas trim returns 22 MPG combined; without hybrid assistance the naturally aspirated V6 trails the electrified Sienna badly, and optional AWD drops the rating to 20 MPG.

City is the gas Pacifica's weakest figure at 19 MPG — engine stop-start is standard but cannot close the gap to a hybrid minivan — and AWD costs another 2 MPG.

The nine-speed's tall overdrive ratios (0.48:1 ninth) let the FWD V6 return a respectable 28 MPG highway, the strongest part of its EPA profile, though AWD lowers it to 25 MPG.

The EPA publishes 418 miles of total range for the FWD gas Pacifica from its 19.0-gallon tank at 22 MPG combined; AWD's 20 MPG rating cuts that to roughly 380 miles.

At the EPA's standard 15,000-mile year the 22-MPG FWD Pacifica costs about $2,800 in fuel — double the $1,400 the plug-in hybrid version is rated at, and the EPA flags roughly $3,000 in extra fuel spend over five years versus an average new vehicle.

The Pentastar V6 is specified for widely available regular 87-octane and tolerates E0 through E15, so there is no fuel-grade premium stacked on top of its already-high consumption.

NHTSA tested the 2024 Pacifica PV FWD — the gas volume configuration — and awarded the maximum five stars overall, with five stars in both frontal and side and four stars for rollover (11.6% rollover probability, no tip in the dynamic test).

The 2023-24 Pacifica carries a 2023 Top Safety Pick award, earned with Good small-overlap results on both sides and Good in the original moderate-overlap test, held back from TSP+ by only an Acceptable rating in the updated side test. It falls short of the 80+ band because the updated moderate-overlap test — which weights rear-passenger protection — returns Marginal, and seat belt reminders rate Marginal.

All five core systems are standard across the 2024 gas lineup, including the base Touring and the volume Touring L: forward collision warning with pedestrian-detecting AEB, adaptive cruise with stop-and-go, LaneSense lane-departure warning with lane-keep assist, blind-spot monitoring and rear cross-path detection. Rear park assist with automatic reverse braking and auto high beams are standard as well; only the 360-degree camera, front park sensors and self-parking are trim- or package-gated.

IIHS rates the standard pedestrian front crash prevention Acceptable rather than Advanced or Superior under the updated test. It avoided the 12-mph crossing-child conflict and the 25-mph crossing-adult night test on high beams, but performance degrades in the harder low-beam and higher-speed scenarios; the vehicle-to-vehicle system is not rated under the current protocol.

Blind-spot monitoring with rear cross-path detection is standard on every trim, which is better coverage than most rivals offer at the base price, but both are mirror-light-and-chime warning systems with no steering or braking intervention. There is no safe-exit alert, and trailer-aware blind-spot coverage is absent.

LaneSense is standard and applies corrective torque once it detects unintended drift, so it works as a departure-prevention backstop rather than continuous lane centering. No 2024 gas trim offers a centering mode that holds the van in the middle of the lane, which caps this well below the systems in the Sienna and Carnival.

Adaptive cruise with full-speed stop-and-go is standard on every 2024 trim and brings the van to a halt and resumes without extra driver input, which is genuinely useful in commuting traffic. It stops short of the top band because there is no combined highway-assist mode pairing it with lane centering.

No 2024 Pacifica trim offers hands-free highway driving. Stellantis had not launched a BlueCruise/Super Cruise equivalent on this platform, so adaptive cruise and LaneSense remain separate hands-on systems.

IIHS rates the headlights Acceptable on every 2024 trim, so the volume Touring L is no worse lit than the Pinnacle. Straightaway reach is only fair on both sides and low-beam illumination is inadequate on the gradual left curve, which keeps it out of the Good tier despite standard high-beam assist.

The minivan greenhouse, large glass area and low cowl give near-best-in-class natural sightlines in every direction, and a rear camera plus rear park sensors with automatic reverse braking are standard. A relatively high beltline for the class and a 360-degree camera that is package- or Pinnacle-only keep it just short of the ceiling.

Three rear positions carry complete LATCH hardware and a fourth has a tether plus a borrowable lower anchor, and the wide power sliding doors make installation far easier than in a three-row SUV. IIHS still rates overall ease of use only Acceptable, and the third row's single borrowed-anchor position limits three-across flexibility.

The volume Touring L uses second-row Stow 'n Go captain's chairs and seats seven; an optional bench raises capacity to eight on FWD gas configurations only.

The volume Touring L without the optional panoramic sunroof retains the full published front headroom; the roof costs 1.7 inches.

Front legroom is adequate in practice but sits near the low end of CarScore's minivan normalization range, where rivals stretch past 44 inches.

The tall boxy cabin supplies excellent second-row headroom, near the top of the minivan band when the panoramic roof is skipped.

Second-row legroom is generous, though the fold-into-the-floor Stow 'n Go buckets trade cushion depth and adjustment range for that packaging.

With 38.7 in of headroom and 36.5 in of legroom, plus a low step-in and wide sliding-door access, the third row genuinely seats adults, though it is best reserved for teens on the longest trips.

Dropping the third row into the floor opens a large flat load bay while keeping the second row in place.

Both rear rows of the gas Pacifica fold into the floor, producing a huge flat cargo area with no seats to remove or store.

Dual-row Stow 'n Go remains segment-defining: the empty seat wells double as deep hidden in-floor bins when the chairs are up, and both rear rows disappear for cargo without removal.

Front seats are supportive over long stints with eight-way power and four-way power lumbar standard, but the thin Stow 'n Go second-row chairs trade padding and adjustment for their fold-flat packaging.

MacPherson-strut front and independent rear suspension deliver a compliant, well-damped ride with better body control than the minivan norm — one of the segment's strongest comfort/composure balances.

Active noise cancellation, an acoustic windshield and laminated front-door glass keep highway cruising subdued; the Pentastar V6 becomes audible only when worked hard.

For 2024 heated front seats, a heated steering wheel, three-zone automatic climate and remote start are standard on every Pacifica trim; ventilated fronts are reserved for Limited and Pinnacle and heated second-row seats come with a package.

For 2024 the entry gas trim was still the Touring FWD, one model year before the 2025 restructuring collapsed Touring/Touring L into Select. It sits at the upper end of mainstream minivan entry pricing.

Touring L FWD is the representative volume gas configuration: it is the widely recommended step-up trim, adding the leather, heated-seat and convenience content most family buyers select for roughly $2,000 over Touring. The price itself is well sourced; its designation as the volume trim is a judgment.

Edmunds' model-year-specific True Cost to Own projection is moderate, reflecting that most of the first five years fall inside the warranty period. Sourced from search results because edmunds.com returns 403 to direct fetches, so it is not independently verified against the page itself.

The Pacifica retains about five percentage points less than its minivan category average, which converts directly into higher depreciation dollars regardless of the discounts available at purchase.

Chrysler's bumper-to-bumper coverage matches Honda and Toyota but sits at the floor of this item's normalization band and trails Kia's five-year term.

The gas Pacifica's powertrain term is conventional for a mainstream minivan but is the bottom of this item's scoring band; the PHEV's battery coverage is separate and does not apply to the gas configuration scored here.

Chrysler included no factory scheduled-maintenance plan for 2024, which holds this item in the low band. Five-year/60,000-mile roadside assistance and Uconnect connected-service trials provide only limited owner support, well short of the multi-year included service that would earn a high score.

$41,805 volume-trim price minus its estimated resale value after 5 years (48.8% retained, or about $20,401) leaves about $21,404 in depreciation. Add the projected $4,305 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $25,709 in total.

Both major survey sources place the 2024 Pacifica below average: J.D. Power's 71/100 sits at the very bottom of its Average band, and Consumer Reports rates it less reliable than other 2024-model-year vehicles with in-car electronics and the transmission as named trouble spots. The scored gas Touring L avoids the PHEV's high-voltage risk but still lands well under the segment's Japanese leaders.

Contemporaneous brand dependability evidence for this model year is the worst in the industry, not merely bottom-third — Chrysler finished last in the 2024 VDS at roughly 1.6x the industry problem rate, and its multi-year trend stays far below average. Stellantis' strong 2024 initial-quality showing is a partial counter-signal but is led by Ram and measures 90-day quality rather than long-term dependability.

The manufacturer recall burden on this model year is heavy and skews to occupant protection rather than convenience: two separate airbag-deployment defects, a windshield-retention non-compliance, an inactive traction control system, and a lost rearview-camera image. The side-curtain-airbag seam defect drew a second campaign a year after the first, which points to an incomplete initial remedy rather than an isolated lapse.

The naturally aspirated 3.6-liter Pentastar V6 is a mature, high-volume engine with broad service support, but its rocker-arm ticking and intake-valve carbon history and the 948TE nine-speed's shift-quality record hold it below average. Owner-survey transmission complaints specific to this model year, including failure to shift into park, reinforce that the gearbox is the weaker half of the pairing.

The volume Touring L presents well on the touch points buyers see first — synthetic-leather upholstery, a large screen, well-executed Stow 'n Go seating — but reviewers consistently flag low-grade plastics elsewhere in the cabin. That is competitive for a mainstream minivan rather than class-leading, and the richer Limited and Pinnacle interiors are not used to inflate the volume-trim score.

Assembly is presentable but not tight or trouble-free, and the recurring complaint pattern is electrical rather than cosmetic. Reviewers describe fit and finish as unimpressive and report electronic gremlins in test vans, which matches the owner-survey infotainment failures and keeps this below the mid-band.

Owners get broad nationwide access through the shared Chrysler-Dodge-Jeep-Ram franchise footprint, which is a genuine strength for a brand with only a two-model lineup. Service execution is merely adequate, however, with Chrysler absent from the leading mass-market service brands, so coverage rather than quality carries the score.

The gas van benefits from a long-running domestic platform, a Pentastar V6 shared across millions of Stellantis vehicles, and a healthy independent-shop and aftermarket supply, so routine repair costs run well below the brand average. Pacifica-specific hardware — powered sliding doors, body electronics and large assemblies — can still be expensive, which keeps it out of the top band.

Uconnect 5 with a 10.1-inch HD touchscreen is standard across the 2024 Pacifica range; the 7-inch unit is reserved for the cheaper Voyager, and no larger display is available.

Uconnect 5 pairs a fast, configurable tile-based home screen with retained physical climate and volume controls, and is routinely rated among the better mainstream systems to use on the move.

Wireless Apple CarPlay and wireless Android Auto are standard on every 2024 Pacifica trim, with dual phone connectivity — the best-case outcome for this item.

Integrated voice command with voice text reply and Amazon Alexa compatibility are standard, but embedded TomTom navigation only arrives with the Uconnect 5 NAV radio, which is a package item on the volume Touring L rather than standard.

The standard six-speaker system is ordinary, but a 13-speaker Alpine and a 19-speaker Harman Kardon with 10-inch subwoofer give the range genuinely strong premium options.

Every 2024 Pacifica gets a 7-inch configurable colour display, but it sits between conventional analog gauges rather than forming a full-digital cluster like the segment's newest rivals.

Uconnect 5 supports firmware over-the-air updates on every trim and map OTA with the NAV radio, but the scope is infotainment-centric rather than whole-vehicle updates that add features.

Chrysler Connect / SiriusXM Guardian covers remote start, lock-unlock, vehicle locator and diagnostics, but the services are subscription-based after the trial and there is no phone-as-key digital key.

A wireless charging pad is standard on every 2024 trim and USB-A/USB-C ports are spread across all three rows for up to a dozen charging points, though the third-row USB hub and the 115-volt household outlet require the Uconnect Theater Family Group.

Remote proximity entry on all doors, push-button and remote start, power sliding doors and a power liftgate are standard on every trim; hands-free door and liftgate operation is package-gated and phone-as-key is not offered.

ParkView rear camera and ParkSense rear park assist with stop are standard on every trim, but for 2024 the 360-degree surround view, front sensors and automated parallel/perpendicular parking are bundled into the optional Safety Sphere group on the volume Touring L rather than being standard.

No head-up display is offered on any 2024 Pacifica trim or in any package — the driver information is confined to the 7-inch cluster display and the centre touchscreen.

Low sills, wide power sliding doors on every trim, LATCH anchors across the rear rows, a deep 32.3-cu-ft luggage well behind the third row and seats that vanish into the floor make daily family logistics about as easy as any vehicle sold.

Standard content is excellent — full-speed AEB with pedestrian detection, adaptive cruise with stop-and-go, lane keeping and blind-spot monitoring on the cheapest Pacifica — but the updated IIHS moderate-overlap result is only Marginal on rear-occupant protection and there is no 2024 Top Safety Pick award.

Three genuinely usable rows, standard three-zone automatic climate, a compliant quiet ride and 32.3 cu ft of luggage space with all seven seats occupied suit long family journeys; the Uconnect Theater group adds twin 10.1-inch seatback screens with Amazon Fire TV and the FamCAM rear-seat camera.

Excellent outward visibility, a compliant ride, light steering, standard stop-and-go adaptive cruise and retained physical climate controls keep commuting fatigue low; the nine-speed automatic can still be indecisive at low speeds.

The gas FWD Pacifica's 22-mpg combined EPA rating is poor next to hybrid minivans and the plug-in Pacifica itself, though it runs on regular 87-octane and uses ordinary consumables.

Sliding doors and a huge glass area help in tight lots, but a 204.3-inch body and a 39.7-foot curb-to-curb turning circle demand care, and for 2024 the 360-degree camera and front sensors are an extra-cost package on the volume Touring L.

A flat, enclosed 140.5-cu-ft load floor and a 3,600-pound maximum tow rating cover light trade, delivery or courier duty, but there is no meaningful payload headroom or heavy-tow capability and the tow group is an option on gas models only.

The Pentastar V6 is a mature, widely serviced engine, but the family-oriented cabin materials and the Pacifica's below-average reliability reputation make it a poor choice for hard commercial use.

Stow 'n Go wells and the in-floor bins genuinely help carry tools, but there is no work-van package, no washable cargo treatment, no bed or roof-load ecosystem and only a package-optional 115-volt outlet — the Pacifica is a family van with cargo tricks, not a jobsite tool.

A quiet, compliant highway ride, an adult-usable third row, standard stop-and-go adaptive cruise and roughly 420 miles from the 19-gallon tank at the EPA combined rating make it a strong mile-eater, held back only by average seat padding in the second row.

Available AWD on gas models, a 3,600-pound tow ceiling and a completely flat load floor for sleeping or gear make four-season road trips workable, but 5.1 inches of ground clearance keeps it on pavement and gravel, and the Stow 'n Place roof rack is a package option on the volume trim rather than standard.

Both rear rows of the gas Pacifica fold into the floor without removal, so it shifts in seconds between seven seats, hidden in-floor bins and a flat 140.5-cu-ft cargo bay — the most flexible gear-hauling arrangement in the segment.

The unibody chassis with MacPherson struts and an independent twist-blade rear feels notably car-like and composed for a 4,500-pound van, but its mass and all-season tires keep it short of the Odyssey's poise.

The electric rack is accurate and sensibly light for parking manoeuvres, but it is short on feedback — precise enough without ever being communicative.

Large vented front rotors give consistent, progressive pedal response with no fade in repeated stops, but measured stopping distances for this generation are merely class-average rather than a strength.

The 287-hp naturally aspirated Pentastar pulls linearly and feels genuinely quick for the class, but the nine-speed automatic still occasionally hunts between its closely spaced ratios and the standard stop-start restart is noticeable.

Active noise cancellation and an acoustic windshield keep the V6 well isolated at cruise; it is clearly audible under hard acceleration but has a smooth, inoffensive character rather than a coarse one.

The volume FWD configuration needs a relatively broad circle for a minivan, and AWD models are half a foot wider still.

An upright commanding seat with eight-way power and four-way power lumbar standard, a tilt/telescoping column, huge glass area and physical three-zone climate controls below the screen make the Pacifica easy to see out of and easy to operate.

The most powerful mainstream minivan engine and the segment's most composed chassis make it pleasant and quick in a way buyers do not expect, but numb steering, 204 inches of body and the nine-speed's indecision stop short of genuine enjoyment.

Every 2024 trim includes a 10.1-inch Uconnect touchscreen with wireless Apple CarPlay/Android Auto, a 7.0-inch digital cluster, Stow 'n Go second- and third-row seating, power sliding doors and liftgate, and a full standard driver-assistance suite with AEB, adaptive cruise, blind-spot monitoring and lane-departure warning. A base price near $40,000 — above the Odyssey and Sienna entry points — keeps this out of the top band.

Fold-into-the-floor Stow 'n Go seating and available AWD are content no direct gas rival matches at any price, and the $39,645 entry point undercuts what the same van asked a year later. Weak resale retention and merely adequate powertrain performance offset part of that, though the very large real-world discounts materially improve the equation for a buyer.

2024 offered four well-spaced gas grades — Touring, Touring L, Limited and Pinnacle — with AWD optional on the upper three and a plug-in hybrid alongside, spanning roughly $39,600 to $59,400. That is the deepest ladder in the segment and one model year wider than 2025, which deleted Touring and Touring L.

The Pacifica was the outright best-selling minivan in the United States for 2024 at 107,356 units, ahead of the Odyssey, Sienna and Carnival, which places it squarely in the segment-leader band. An 11% year-over-year decline while all three rivals grew, plus substantial fleet volume, keeps it short of the top of that band.

The Pacifica is well recognized as Chrysler's flagship family vehicle, but a brand reduced to essentially this single nameplate carries little halo, and the used market prices the van below its class. It lacks the loyalty and residual strength that lift Toyota and Honda in the same showroom comparison.

The 2024 Pacifica was exceptionally negotiable: factory bonus cash during the model year, escalating national sales bonuses afterward, and swollen dealer stock all worked in the buyer's favor. Scored as buyer benefit per this item's inverted guidance, even though the same discounting is a symptom of weak pricing power.

2024 is the eighth model year of the generation launched for 2017 and the third since the 2021 facelift, with changes limited to two paint colors, a Pinnacle interior hue, improved LED headlights and the added Emergency Vehicle Alert System. The platform was current but plainly mature, and a second facelift eventually arrived for 2027.

2024 was a genuine award year: U.S. News named the Pacifica Best Minivan for Families and scored it 9.0/10, and it earned an IIHS Top Safety Pick alongside a five-star NHTSA overall rating. A Marginal result in IIHS's updated moderate overlap test — which cost it the '+' — and merely average measured performance keep it just below consistent class-winner territory.