2026 Chrysler Pacifica AWD Review + Video

Age may be nothing more than a number, but it isn’t doing the 2026 Chrysler Pacifica many favours after a decade on the market and counting.

Fear not, friends: what you’ve encountered here isn’t an attack on a sacred pillar of the Canadian auto sector. The Pacifica, produced in Windsor, Ont., remains a uniquely practical family hauler — the one tested here in particular, with its V6 engine and all-wheel drive making it the only minivan of its kind on the market. However, it’s increasingly hard to overlook the features it’s missing, not to mention the price you’ll pay to park one in the driveway.

Practicality 10 / 10

To pick a minivan like the Pacifica is to tell the world that you prioritize practicality above all else — and that’s perfectly fine. In fact, such a decision should be celebrated instead of shamed. Because when it comes to moving people and their stuff, no SUV can match the volume and versatility that’s inherent to this dying breed of domestic bliss.

And it’s the Pacifica, as well as its Grand Caravan sibling, that might do it better than the rest — perhaps not in terms of outright space, but certainly for the way it’s used. Credit second- and third-row seats that tumble into the floor, with Chrysler parent company Stellantis holding patents that prevent its rivals from doing the same. Instead, the likes of the Toyota Sienna, Kia Carnival, and Honda Odyssey can only offer that kind of functionality for their rearmost seats.

Beyond the room inside — which, for what it’s worth, is generous throughout — the power sliding doors on either side of the Pacifica provide immeasurable peace of mind when kids are climbing in and out, as they eliminate the risk of pesky parking lot door dings. The tailgate is powered, too, although it lacks the height programmability that’s commonplace these days.

User-Friendliness 8 / 10

That’s but one sign of the Pacifica’s age, having hit the market in its current form all the way back in 2016. (The name was previously applied to a crossover that was discontinued during the Great Recession.) So, too, is the selection of switchgear on the dash, although that’s the sort of stuff we should all be celebrating in an era of too much touchscreen integration.

Even the rotary-style shifter, which isn’t our preferred method of gear selection here at AutoTrader, is in close proximity to the steering wheel and falls readily to hand. And then there’s the 10.1-inch touchscreen that sits low on the dash and runs the (mostly) flawless Uconnect interface, plus the Android Auto and Apple CarPlay connectivity is wireless and can host multiple devices at once. To change which one is active, simply select it from the list.

Features 9 / 10

Those smartphone-mirroring systems are standard, as is the right-sized touchscreen. The same goes for the powered hatch and sliding doors, plus tri-zone automatic climate control, a heated steering wheel and front seats, power windows and locks, and subscription-based satellite radio. And, of course, the feature count grows to include stuff like heated second-row captain’s chairs, ventilated front seats, and upgraded audio that more than triples the speaker count.

Safety 9 / 10

The standard advanced safety and driver assistance suite is robust, too. Adaptive cruise control that works in stop-and-go traffic, lane departure warning and keeping assistance, forward collision warning with automatic emergency braking, blind-spot monitoring — it’s all included, as are rear parking sensors, while ones up front to match are added to the priciest Pinnacle trim. However, simple stuff like a head-up display and auto vehicle hold functionality aren’t available.

The various systems that do exist work as they should, plus Stellantis’s brands are among the few to offer the easy choice between adaptive and conventional cruise control via separate buttons on the steering wheel. If you don’t like the idea of using semi-autonomous technology on the highway, simply stick with the more traditional version.

Power 10 / 10

Another reminder of the Pacifica’s age is what’s under the hood: an old-fashioned V6 engine. (There’s a plug-in hybrid version available, too, although it’s set to be discontinued after this year.) It’s the same 3.6L Chrysler and its compatriot brands have been using for years, and it works in conjunction with a nine-speed automatic transmission to deliver strong and steady acceleration that’s surprisingly swift considering the mass of this peoplemover.

Fuel Economy 5 / 10

The downside to this particular Pacifica’s setup — six-cylinder engine and all-wheel drive — is that it isn’t especially efficient. Yes, there’s a lot of sheet metal and glass to shuttle around, but it comes with a serious penalty at the pumps. And while some might call it the price to pay for peace of mind, the Toyota Sienna will burn about half as much gas even with all-wheel drive.

In this case, it’s in the city where efficiency suffers most, with an official rating of 14.1 L/100 km, according to Natural Resources Canada (NRCan). That’s worse than the V6-powered Hyundai Palisade (13.4) and the similarly sized Chevrolet Traverse that’s powered by a turbocharged four-cylinder (12.1). Meanwhile, this test finished with an indicated average of 12.9 L/100 km across a total of 530 km — worse than the 12.0 combined it’s listed for on NRCan’s website.

Driving Feel 8 / 10

In spite of its size-related shortcomings as far as fuel efficiency, the Pacifica doesn’t feel especially ungainly on the road. Parking might be the trickiest part of the drive experience, but it remains cooperative and comfortable to pilot. Don’t expect a ton of steering feel, but it doesn’t operate like its dimensions might suggest, either.

Comfort 6 / 10

Ride quality isn’t especially impressive nor is it overly punishing, with a bit more stiffness than the Sienna or Kia Carnival it competes with. It’s perfectly pleasant on rolling roads but suffers over broken pavement and other rough surfaces, with its torsion beam rear suspension struggling to keep it all in check (and this tester’s oversized 20-inch wheels didn’t help matters).

Inside, the front and second-row seats are reasonably comfortable, with the rearmost set feeling firmer and flatter than the rest. Beyond the tri-zone automatic climate control, the steering wheel is heated, as are the driver and passenger seats. Meanwhile, the Limited trim tested here as well as the Pinnacle that fittingly sits atop the lineup adds ventilation functionality to the front seats as well as two-stage heat for the second-row captain’s chairs.

Styling 9 / 10

The Pacifica has managed to stay a step ahead of Father Time in the styling department, with looks that remain chic and modern even after 10 years on the market. Sure, there was a facelift that was introduced for 2021 — the Grand Caravan still looks like the Pacifica did when it launched in 2016 — but the aesthetic is tasteful and timeless, while the Sienna and Carnival aren’t likely to age as gracefully (the Honda Odyssey is almost as classically styled as this).

Value 5 / 10

The minivan market isn’t what it used to be in terms of size or sales volume, which means the automakers left to square off in the segment are charging big bucks to shoppers like you who have fewer alternatives than ever to park one in the driveway. In the case of the Pacifica Select, pricing starts at $56,595 before tax but including freight ($2,195); that’s for a front-wheel-drive example, though. Budget an extra $5,000 for four-wheel traction.

The Limited trim tested here starts at $65,595, while this all-wheel-drive example rings in at $70,595. Meanwhile, the top-of-the-line Pacifica Pinnacle is all-wheel drive-only and starts at $79,595, making it the most expensive minivan on the market by a healthy margin. Even the swankiest Sienna tops out at $68,285 — although there’s likely a lengthy wait to get your hands on one — and both the Carnival and Odyssey are even cheaper still.

The Verdict

Overall, the 2026 Chrysler Pacifica is the kind of vehicle that’s very good at what it does, but it isn’t without compromise — particularly in the age department, where it might not look outdated but it certainly feels like it, especially when it comes to amenities. It’s also rather expensive, and the addition of all-wheel drive doesn’t help in that regard.

Of course, Chrysler parent company Stellantis has long been the type to price its vehicles with plenty of room for incentives, which means the Pacifica could cost considerably less by the time you’re shopping for one. Or you could find yourself paying full price for a vehicle that’s showing its age in more ways than one. But then if it’s the practicality of a minivan you’re after, there’s nothing else like it.