The 2026 Chrysler Pacifica minivan has a 0.30 Cd (drag coefficient), contributing to impressive fuel efficiency and low cabin noise on the highway.
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I’ve long argued that a minivan is the ultimate family vehicle. Its cavernous cabin, kid‑friendly sliding doors, and endlessly reconfigurable interior make daily family duty comfortable and almost effortless. According to registration data, there are currently more than 15 million minivans on the road in the United States—that’s a lot of satisfied families.
Today’s minivan credits its design and layout to the 1984 Dodge Caravan and Plymouth Voyager—these two created the three-row minivan segment that we know today. The 2026 Chrysler Pacifica, the focus of this review, is a direct descendant that incorporates everything the automaker has learned over the past 42 years into one exceptional package.
Trim Levels
For 2026, Chrysler offers three trim levels plus a special edition. The Select is the entry-level model that consumers will find in dealership showrooms. It comes fitted with the 3.6-liter V6, power sliding doors and rear liftgate, seven-passenger seating, Stow ’n Go second‑ and third‑row seating (both manually tumble and fold into the floor, creating a flat cargo space), and a long list of standard safety and convenience features. The Limited is upgraded with Nappa leather upholstery, panoramic sunroof, upgraded audio, and more convenience features. The range-topping Pinnacle boasts quilted Nappa leather, 19‑speaker Harman-Kardon audio, 20‑inch wheels, even more luxury features, and the full Uconnect Theater Family Group. Lastly, there is a 100th Anniversary Edition, which slots above the base trim and features commemorative badging, unique wheels, and other cosmetic enhancements.
The cabin is intuitive and ergonomic, with plenty of storage cubbies, cup holders, and power outlets. The large infotainment screen works well with Apple CarPlay and Android Auto.
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My test vehicle was part of the Enterprise Rent-a-Car fleet, so it technically doesn’t match any of the above. Instead, it was a fleet-focused base trim (Chrysler calls it simply the “Pacifica”) with smaller silver multi-spoke wheels, no roof rack, and an absence of chrome or other accent packages. Nevertheless, its options are closely aligned with the Select model, and it drives just like all its siblings.
Interior Packaging and Safety
With captain’s chairs in the first two rows and a split-bench in the third row, the Pacifica I was testing was configured for seven adults. As mentioned, the Stow ’n Go second‑ and third‑row seating drops away (à la carte) to reveal a cavernous interior (141 cubic feet with all the seats stowed). For our cross-state drive, we folded one of the second-row seats (made a place for the dog to lie) and both third-row seats. We packed a half-dozen suitcases, a cooler, duffle bags, and a few cardboard boxes, and I could still easily see out the rear window—minivans are great for this type of thing. I also want to mention the storage spaces, nooks, and cupholders—there are places for drinks, snacks, mobile phones (plenty of charging ports), and miscellaneous items like sunglasses.
The front seats are the best in the cabin, with decent padding and center armrests (though I would like the armrests to lock a bit higher so I can rest my elbows). The second and third rows compromise a bit on padding, but none of the passengers ever complained. The view outward is excellent, and ingress/egress through the power-operated sliding doors is unproblematic. Everyone appreciated the side window sunshades and the tri‑zone automatic climate control.
There are countless ways to configure the passenger cabin. The Stow ’n Go second— and third—row seating both manually tumble and fold into the floor, creating a flat cargo space
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Chrysler advertises “over 100 standard and available safety features,” and backs that with a ton of standard safety equipment. Features typically include automatic emergency braking, pedestrian detection, adaptive cruise control with stop‑and‑go, blind‑spot monitoring, rear cross‑traffic alert, lane‑departure warning with lane‑keep assist, and rear park assist (while mine didn’t have it, higher trims add features such as front parking sensors and a 360‑degree surround‑view camera).
Powertrain and Driving Dynamics
Chrysler offers both gasoline and hybrid gasoline-electric models of the Pacifica. All non-hybrid modes are powered by a 3.6-liter Pentastar V6, rated at 287 hp and 262 lb-ft of torque, mated to a 9-speed automatic transmission driving the front wheels. All-wheel drive is optional (but not offered on the hybrid model). The V6 engine, which has been around for about 15 years, is impressively refined and offers a surprising amount of power. The 0-60 mph time takes about 7.3 seconds, according to Car and Driver (the hybrid model is about half a second slower than the combustion model in that same sprint). When properly configured, the Pacifica can tow up to 3,600 pounds—enough for a small boat or some ATVs.
According to the EPA, fuel economy is estimated at 19 mpg city/28 mpg highway. I put 2,103 miles on the Pacifica, averaging 26.7 mpg overall, which is on the high end of the estimates. During a day-long drive from Boise to Los Angeles, a scenic 849 miles, it delivered 28.2 mpg—that’s downright impressive considering the 7,000-foot mountain passes and high speeds during the drive (the speed limit is 80 mph on I-80 to Reno). Highway cruising range is about 500 miles per 19-gallon tank.
The engine pairs well with the 9-speed automatic, providing plenty of zip around town yet running nearly silent at highway speeds. With a few quick downshifts, there is power for confident passing (though the engine struggles for air at higher elevations). While I wouldn’t classify the Pacifica as “sporty,” it is stable in the corners and at high speeds. More importantly, the brakes are strong when it’s time to bring everything to a stop—even with three adults, a dog, and full luggage on board.
This test vehicle was not fitted with the innovative "Stow 'N Place" roof rack (standard on many Chrysler Pacifica models) with crossbars that tuck into the side rails when not in use—hiding the bars to reduce wind noise and drag.
©2026 Schnell Auto, Inc.
Final Thoughts
With base pricing in the mid‑$45,000 range, the Pacifica is a well‑priced family hauler that’s roomy, highly configurable, efficient, and reassuringly safe. There are more luxurious choices—particularly among three‑row SUVs and crossovers—but they cost substantially more and sacrifice interior space. Chrysler invented the minivan decades ago, and it clearly still understands its audience.
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