’17 Chrysler Pacifica Hybrid

Already a winner of Wards 10 Best Interiors and Wards 10 Best UX awards, the '17 Chrysler Pacifica minivan now vies for a Wards 10 Best Engines trophy with a hybrid version, the first-ever mass-market electrified minivan for North America. Though similar in exterior styling, the Pacifica Hybrid features an innovative plug-in powertrain and revised interior styling and equipment (see related story: Many hybrid systems use the large motor to drive the wheels with or without the gas engine, but the large motor never works in tandem with the smaller motor that primarily serves as a starter-generator.

In the Pacifica Hybrid, the opposite is true. An electrically variable transmission, trademarked eFlite, uses a planetary gear set and a one-way clutch to create a compact and highly efficient powertrain that draws on both electric motors and the gas engine to drive the wheels.

“The car will always be in the most efficient mode possible,” says John Gibson, chief engineer-electrified powertrains.

By combining both motors with the engine, the Pacifica Hybrid achieves an electric-only driving range of 33 miles (53 km) and 80 mpg-e (2.9 L/100 km). Overall range is pegged at 566 miles (911 km).

Regenerative braking charges the batteries while decelerating, coasting or in normal braking to increase overall range. Regenerative braking also handles all normal stopping down to 8 mph (13 km/h), when the friction brakes take over. A “low” transmission mode increases the level of regenerative braking.

Charging via a 240V, 6.6-kW onboard charger takes about two hours, while 120V household current replenishes the battery in about 14 hours. Five large dash-top blue lights indicate when the battery is properly plugged in and visibly show its state of charge.

The entire battery pack is actively cooled and heated to maintain the most efficient operating temperature. A 12V battery serves as a stabilizer for the electrical systems and provides power for accessories when the hybrid powertrain isn’t running.

Driving the Range and Beyond

Driving the Pacifica Hybrid doesn’t require a “green” foot to get the most out of the system. Whether driving in city traffic, on freeways or along winding mountain roads, we give little thought to our fuel efficiency – and still post some surprising numbers.

The hybrid doesn’t nag you to drive efficiently, but rather offers coaching via the instrument panel with the display illuminated in green when operating in EV mode and blue when the gas engine joins in. Gauges clearly show state of charge, fuel level and electric and fuel range.

Whirring silently out of the staging area with an indicated 100% charge and 30 miles (48 km) of range, the combined output of the electric motors provide ample power for stop-and-go city and suburban driving, similar to the kind of commute an owner might experience on a daily basis.

What’s more, unless you need instant power for passing or rapid acceleration, the V-6 doesn’t kick in even at expressway speeds as long as there’s enough juice in the batteries to power the motors and you don’t step all the way onto the accelerator. FCA says top speed in all-electric mode is 75 mph (121 km/h).

We run on pure electric power for the first leg of the drive, a 28-mile (45-km) jaunt that depletes 90% of the charge, leaving us with an estimated 5 miles (8 km) of EV range.  

When the engine finally does fire up, either due to battery drain or a heavy accelerator, it’s fairly imperceptible, creating no unexpected surges in the powertrain response. Once we run our Pacifica Hybrid batteries to zero, the engine joins in, but there’s no more sound than one might expect from a V-6.

The Pacifica Hybrid does a nice job of seamlessly shifting from electric motor to engine, or combination of engine and motor, and back again. We found driving in colder climates can quickly deplete battery power due to ambient temperature and use of heating and other accessories, but we also note the vehicle will continue to cycle into full-EV mode at lower speeds even when the battery gauge reads empty.

On a long grade down to the Pacific Coast Highway in Malibu, we build up a 15-mile (24-km) range in the batteries, enough to electrically power a large chunk of the drive back into Santa Monica. Overall, in a day of driving some 160 miles (257 km), we record 35 mpg (6.7 L/100 km).

Batteries claim Stow ’n’ Go bins beneath floor.

Quietness is assured through active noise cancellation, making the whir of the electric drive motors and even the electric power steering more audible.

Chrysler anticipates owners will drive a lot of electric-only local miles in the Pacifica Hybrid, possibly for weeks, so the vehicle monitors the average age of the fuel and will start the engine automatically to burn through fuel more than three months old.

The Pacifica Hybrid goes on sale in December with availability increasing early next year, priced at $41,995 for the Premium trim and $44,995 for the top Platinum model. Prices do not include $1,095 destination charge. The minivan qualifies for the full $7,500 federal tax credit for EVs.

Competition in the minivan segment, or even in 7-seat CUVs, doesn’t exist. The closest rivals might be traditional minivans or 5-seaters like the Toyota Prius V and electrified versions of the Toyota RAV4 and Highlander.

“We’re the first electrified vehicle in the minivan segment,” engineer Gibson says. “We think it’s a game-changer.”

[email protected] @bobgritzinger

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'17 CHRYSLER PACIFICA HYBRID Specifications

">Plug-In Pacifica Goes the Distance, And Then Some).