The Chrysler Pacifica, a mainstay in the minivan segment, has consistently prioritized family safety. Understanding the safety performance of vehicles is crucial for discerning car buyers, especially when it comes to family transportation. While specific crash test data often refers to particular model years and testing periods, the underlying safety engineering of the Pacifica has maintained a strong reputation. This article delves into the safety aspects of the Chrysler Pacifica, drawing insights from detailed crash test evaluations to provide a comprehensive understanding of what makes this minivan a safe choice for families.
The Insurance Institute for Highway Safety (IIHS) conducts rigorous crash tests to evaluate vehicle safety, and the Chrysler Pacifica has been subjected to these evaluations. It’s important to note that safety ratings can apply to specific production periods due to ongoing vehicle improvements. For example, ratings for the 2017-2025 Pacifica models built after August 2016 reflect enhancements made to the vehicle’s structure.
To illustrate the safety performance of the Chrysler Pacifica, we can examine a detailed small overlap frontal crash test conducted by the IIHS on a 2017 Chrysler Pacifica Touring model, built after the August 2016 structural improvements. This test is particularly demanding, as it assesses how well a vehicle protects occupants in a collision involving a small portion of the vehicle’s front end.
| Evaluation criteria | Rating |
|---|---|
| Small overlap frontal test – Driver-side | Good |
| Structure and safety cage | Acceptable |
| Driver injury measures | |
| Head/neck | Good |
| Chest | Good |
| Hip/thigh | Good |
| Lower leg/foot | Good |
| Driver restraints and dummy kinematics | Good |
Action shot from the driver-side small overlap frontal crash test of a post-August 2016 production 2017 Chrysler Pacifica, demonstrating vehicle deformation and safety system engagement.
In this challenging small overlap frontal test, the 2017 Chrysler Pacifica achieved a “Good” overall rating. Let’s break down the key aspects of this evaluation:
Structural Performance: The “Structure and safety cage” category received an “Acceptable” rating. This indicates that while the occupant compartment held up reasonably well, there was some intrusion. However, critical safety space was maintained to a degree that allowed for good occupant protection.
Driver Injury Measures: Crucially, all driver injury measures were rated as “Good.” This encompasses protection for the head and neck, chest, hip and thigh, and lower leg and foot. These “Good” ratings across all body regions demonstrate a high level of protection offered to the driver in this severe crash scenario.
Post-crash test view of the crash test dummy inside the 2017 Chrysler Pacifica, illustrating the maintained survival space and airbag deployment relative to the driver.
The assessment of “Driver restraints and dummy kinematics” was also rated “Good.” This signifies that the seatbelts and airbags effectively controlled the dummy’s movement during the crash, minimizing the risk of injury by preventing excessive contact with the vehicle interior. Specifically, the frontal and side curtain airbags worked in concert to protect the head.
Deployment of frontal and side curtain airbags in the Chrysler Pacifica during the crash test, showing effective head protection.
Further analysis of the test results provides granular data on occupant compartment intrusion and driver injury measures.
Occupant Compartment Intrusion (Driver Side):
| Measurement Category | Measurement (cm) |
|---|---|
| Lower Hinge Pillar Max | 12 |
| Footrest | 14 |
| Left Toepan | 11 |
| Brake Pedal | 5 |
| Rocker Panel Lateral Average | 4 |
| Steering Column | 2 |
| Upper Hinge Pillar Max | 7 |
| Upper Dash | 8 |
| Lower Instrument Panel | 9 |
These measurements quantify the extent of intrusion into the driver’s side occupant compartment. While some intrusion is noted, the overall space remained reasonably intact, contributing to the “Acceptable” structure rating and “Good” driver injury ratings.
Driver Injury Measures (Detailed):
| Injury Metric | Measurement |
|---|---|
| Head | |
| HIC-15 | 71 |
| Peak gs at hard contact | No Contact |
| Neck | |
| Tension (kN) | 0.8 |
| Extension Bending Moment (Nm) | 8 |
| Maximum Nij | 0.18 |
| Chest | Maximum Compression (mm) |
| Femur | |
| Left (kN) | 1.2 |
| Right (kN) | 0.8 |
| Knee Displacement | |
| Left (mm) | 2 |
| Right (mm) | 1 |
| Knee-Thigh-Hip Injury Risk | |
| Left (%) | 0 |
| Right (%) | 0 |
| Maximum Tibia Index | |
| Left | 0.73 |
| Right | 0.31 |
| Tibia Axial Force | |
| Left (kN) | 2.2 |
| Right (kN) | 1.7 |
| Foot Acceleration | |
| Left (g) | 45 |
| Right (g) | 28 |
These technical measurements offer a deeper dive into the forces and accelerations experienced by the crash test dummy, all indicating low risks of significant injuries.
Driver’s side footwell area after the small overlap crash test, showing minimal deformation and contributing to low leg and foot injury risk.
Conclusion:
The Chrysler Pacifica has demonstrated a commitment to safety, as evidenced by its performance in rigorous crash testing. While this detailed analysis is based on a 2017 model tested after specific structural enhancements, the Pacifica model line, including the 2022 Pacifica, benefits from this ongoing dedication to safety engineering. For families prioritizing safety in a minivan, the Chrysler Pacifica, with its robust safety features and solid crash test performance, remains a compelling option. Understanding these safety aspects can provide valuable peace of mind for drivers and passengers alike.
