|
Pacifica reaches for the top
Chrysler SUV offers everything but snob appeal
By Michael Bettencourt
Thursday, February 5, 2004
When Daimler-Benz and Chrysler created the fifth largest automotive entity in the world in 1998 through their super "merger" (which ended up being a PR-friendly way of saying "takeover"), much was made of how well the two firms' products complemented each other. Mercedes-Benz vehicles were successful in every luxury category in which they competed, while Chrysler had strengths in minivans, SUVs and a full range of mainstream passenger vehicles.
Now, however, the two divisions of DC seem to be crowding into what was traditionally the other's territory. Mercedes-Benz has introduced lower priced coupe models and plans to expand downward with the incoming A-Class, while Chrysler is attempting to move up the automotive food chain, in both price and profitability, with products like the Pacifica.
The Pacifica's release has brought about the ironic situation prospective luxury SUV buyers now face. Compared to its Mercedes-Benz ML 350 corporate SUV sibling, the Chrysler Pacifica is unquestionably more comfortable, quiet, modern and arguably better looking. Plus a fully loaded Pacifica tops out in the same price range as a base ML.
In objective automotive terms, unless you plan to tackle serious off-road terrain in your luxury sport-ute, the Pacifica is a no-brainer.
But it's still not a Mercedes. All the money poured into polishing the three pointed star's image - the high-tech engineering, Formula 1 racing involvement and the number of M-B automobiles priced over six figures - contributes to an undeniable draw for many people to the Mercedes-Benz brand as more than a compilation of mere automotive virtues. Chrysler obviously does not have this kinds of brand appeal to help the Pacifica. Some called the Windsor-built Pacifica overpriced when it was introduced, and slow sales buttressed this argument, so Chrysler has released a less expensive front-wheel drive model, as well as a decontented all-wheel drive version that start at $39,900 and $42,500, respectively. This is much closer to what car-based SUVs like the Nissan Murano and Honda Pilot are going for, even if DC executives had hoped to tempt more upscale Volvo XC90 and Acura MDX shoppers.
Our all-singing (Infinity Intermezzo surround sound), all dancing (all-wheel drive, 17-inch aluminum wheels) Pacifica started at $45,995 (R package), and topped out with an as tested price of $52,350, not including a destination charge of $1,025 and taxes. Sounds pricey for a Chrysler, but you get slick looks and an impressive package that competes well with anything in its price range.
This vehicle has actually been in our possession for a while, as it's in Carguide magazine's long-term test fleet. We've had a couple of months to really use it as a typical buyer would. It's been on long distance trips, moved massive Christmas gifts, commuted to work with regularity and has carted clubs to the driving range.
In that time, it has endeared itself to its many drivers, even ones who were at first skeptical of its virtues.
Cargo space is minimal with all three rows of seating up, but there's still enough space for all but the most glutinous of grocery excursions, since the bags don't roll around as much as when the 2-passenger third row is folded flat. The power-operated, top-hinged rear door is a great attention-grabber, especially with the loud beeping that happens just before the driver opens or closes it using the button on the key fob. Chrysler was the first to offer this trick in its minivans, and it's just as handy here.
The driving experience behind the Pacifica's wheel is right up there with the Murano and just a touch below the Lexus RX 330. Power is sufficient for most tasks, but it'll huff and puff up steep hills. This is when the AutoStick's sequential shifting comes in handy, allowing you to pick a lower gear that provides the necessary grunt to adequately motivate the Pacifica's 2121 kg (4,675 lb) curb weight.
The 3.5-litre V6 borrowed from the 300M sedan is rated at 250 for both horsepower and torque, which is higher than most competitors, but the Pacifica's extra weight means throttle response won't inspire you to sell your weekend sports car.
This weight is well controlled in corners, with body lean noticeable if you're looking for it but not bothersome if you aren't.
The emphasis here is on comfort, which is just what the vast majority of crossover SUV buyers will most appreciate.
The comfort theme extends to the interior, where heated captain's chairs with arm rests come standard in both the first and second row. Although the arm rests are known as a staple in minivans, they really do contribute to a comfortable long-distance voyage. Throw in the optional rear seat DVD system and leather seats, and rear seat passengers can enjoy what might be the cushiest rear perches available under 100 grand.
Up front, the signature feature is the optional navigation system ($1,885). Its screen is embedded within the speedometer, which makes the floating speedometer needle more than a neat gimmick, as it avoids blocking the driver's view of the digital map. It's a worthwhile feature for city dwellers, although areas outside of major metropolitan centres are still poorly mapped. Like most systems, it also has an annoying "Accept" message command that must be acknowledged every time you enter the vehicle or the navigation system won't work.
For the sake of those Canadian workers in Windsor, who did a fine job putting our squeak-free tester together, the Pacifica deserves recognition for its many automotive merits. It's not a Mercedes, but in this particular case that's not a bad thing.
Immediate competition:
Cadillac SRX,
Honda Pilot,
Nissan Murano,
Toyota Highlander,
Volvo XC70 Cross Country
| 
