It is no secret that our nation is obsessed with vehicles that rank high in the “carrier” department! We’ve noticed here at Landmark Dodge of Morrow that things are a bit on the slow side as far as electrification for 5-seat + models. Kevin Williams of the InsideEVs blog remarked this past week that the Chrysler Pacifica was the “amazing life hack” that any busy parent needs to jumpstart their summer! After a week spent driving the Pacifica, Kevin discovered several things that made it more useful than competing models such as the Toyota Sienna.
He declared that it is an “honest-to-goodness power-split-style, parallel hybrid”, with the ability to drive up to 32 miles on the EPA cycle minus the engine. While companies such as Ford and GM are still meeting in boardrooms to decide whether they’ll be introducing a PHEV family hauler, Chrysler has already had one on sale for nearly a decade! The Hybrid’s motivation is drawn from the 3.6-liter Pentastar V6 and is mated with an e-CVT transmission enveloping two electric motors.
The vehicle cranks out an amusement park-ready 260 horsepower, with the larger 112-hp electric motor in charge of electric motivation duties. The smaller electric motor stays on top of keeping the battery fully juiced, while it also has a one-way clutch to help with power delivery on point. When the full electric range runs out, the PHEV kicks into normal hybrid functionality. The Pacifica’s specific form and intricate hybrid system were only used on this vehicle, with some difficult engineering tweaks needed to be successful.
The second-row Stow-n-Go fold-flat seats are no longer part of the picture, and its previously folding storage bin now hosts the traction battery. Power-split eCVT hybrids can possess a unique form of lag when you try to accelerate quickly. It can seem as if one of the power sources must exert itself to match the demanded throttle from the driver. The Pacifica starts from a complete stop with the electric motor handling the brunt of the work, with the V6 blending in nicely on the bottom layer.
It picks up the slack and fills in torque in pockets where the electric motor is not able to and is very quiet considering the job at hand. If you put the Pacifica in “L”, you’ll engage proto-one-pedal mode, commanding max regeneration. The electric motor’s high torque is perfect for around-town acceleration, with highway-caliber speeds employing the reliable gas engine’s assistance. After many hours spent completing both types of driving, the ride was competent and comfortable.
There’s not much unnecessary float or jumpiness, as this is meant to be a long-haul driver built for extreme comfort. Most of this driving test took place during an Ohio winter, and the Pacifica officially outdid its rated range by a huge margin. The Pacifica Hybrid’s onboard charger is rated at 6.6 kW, which enables you to proceed from empty to full using a public charging station in around two hours. This means that a Pacifica owner does not need to hire a private electrician to install a level 2 charging station and acquire ample juice in public in a reasonable time. The Pinnacle trim keeps the entire entourage in a luxury state of mind with leather lumbar pillows, leather seats, and cool suede headliner.
