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Used Vehicle Review: Chrysler 300, Pacifica
Used Vehicle Review: Chrysler 300, 2005-2009
By Chris Chase; photos by Paul Williams The Chrysler 300 made its return to the company’s line-up in 1999 as a front-wheel drive sedan based on the company’s LH platform, along with the second generation of Intrepid, Concorde and LHS models. In 2005, Chrysler (at the time, DaimlerChrysler) effectively revived the American-built rear-drive family sedan with a completely redesigned 300 based on Mercedes-Benz underpinnings. This new 300 also marked a return to available V8 power in a Chrysler sedan, in the form of a 5.7-litre Hemi engine, which made 340 horsepower in the 300. Base power came from a 250-horsepower 3.5-litre V6, and a high-performance SRT8 model got a 6.1-litre HEMI good for 425 horsepower. Initially, six-cylinder cars got a four-speed automatic transmission or an optional five-speed; the four-speed was dropped in 2007, while the five-speed was the only gearbox offered in all V8 models. All-wheel drive was available in 3.5- and 5.7-litre cars.
In 2008, this big Chrysler got a mild update to its rear-end styling, as well as a revised interior and in 2009, the HEMI V8 was improved with the addition of variable valve timing and a power increase to 359 horsepower. Notable in 2010 models was the deletion of the standard front-seat side airbags, which were replaced by standard head curtain airbags (previously an option in some models). Fuel consumption numbers in 2006 were 12.5/8.1 L/100 km (city/highway) with the 3.5-litre engine and five-speed transmission, and 13.9/8.8 L/100 km with the 5.7-litre V8. Adding all-wheel drive took a significant toll on the V6’s fuel consumption, which increased to 13.9/9.0 L/100 km when all four wheels were driven; the addition of AWD had a minimal effect in V8-powered models. The SRT8 was rated at 16.5/10.9 L/100 km, owing to its performance-oriented tuning. By 2009, fuel consumption had improved in all models, to 12.2/8.1 L/100 km in V6 cars (12.6/8.6 with AWD) and 13.5/8.0 in 5.7-litre models, while the SRT8 was rated at 16.0/10.6 L/100 km.
Reliability problems include a common transmission fluid leak from around an electrical connector in the transmission case. Also, a shifter that won’t move out of park is likely caused by a broken plastic clip in the shifter assembly. See LXForums.com at for a DIY fix. In V8 cars, a noisy cooling fan is probably caused by a part of the fan housing touching the fan blades. (http://www.lxforums.com/board/showthread.php?t=72199) The tie rods – an integral part of the steering and front suspension – are known to wear unusually quickly; the brakes suffer from a similar premature wear problem. In high-end models, the navigation system is trouble-prone, and power window and sunroof problems are common too. Watch out for a bad battery in the key fob that can cause the car to stall unexpectedly.
If the check engine light comes on, this thread shows you how to find out which component is causing the fault. Consumer Reports notes driveline issues, but doesn’t provide details, and my online search didn’t reveal anything conclusive. If anything, these might be related to the available all-wheel drive system. Overall, the 300/300C gets a worse-than-average used car reliability rating from Consumer Reports for V8 models, and average for V6-powered cars. In crash tests, the 300 earned a good rating in the Insurance Institute for Highway Safety’s (IIHS) frontal offset test, but managed no better than marginal in side impact testing with optional side airbags installed (high likelihood of torso injury to front-seat occupants); without them, the result was a poor side impact rating due to a high likelihood of torso, pelvis and head injury to front seat occupants.
In contrast, a 2005 300 earned five stars in all but side-impact driver protection – where it earned four stars – in National Highway Traffic Safety Administration (NHTSA) tests. Note that this car had the optional side head curtain airbags, but not seat-mounted side airbags. A 2008 model that also had the seat-mounted airbags earned identical ratings. Used values, according to Canadian Black Book, range from $10,050 for a 2005 base model, to $25,550 for a 2009 5.7-litre 300C. Depending on model year, the SRT8 commands an extra $5,000 to $6,000 compared to the 300C. The 250-horsepower, 3.5-litre V6 doesn’t sound like much engine in a big car like this, but it’s actually quite well-suited to the car. The Limited model can be had for well under $20,000 for a 2008 model, while the lesser Touring model from 2009 is worth a little more than $20,000. A 2009 300C, with the revised HEMI V8, is a bargain at $25,550, compared to its $45,595 MSRP.
Mechanically and stylistically, “used-car bargain” is the best way to describe these cars, actually: not that the two are direct competitors, but consider that a 2007 300C is worth $17,625 against its $45,000 MSRP, while a used 2007 Honda Accord EX-V6 is worth almost $3,000 more despite having been $10,000 less expensive when new. Not many cars can boast this much style and power in such an affordable package (save for the Dodge Charger, the 300’s mechanical sibling, which will be covered in a separate article). While this car’s mechanical basics seem robust, the electrical and electronic components tend to be troublesome, so I’d advise choosing a relatively basic car (skip navigation, DVD entertainment systems and the power sunroof) in order to avoid future problems. The 300 is more than basic transportation for most drivers’ needs, but if something powerful in both looks and performance is what you’re after, the Chrysler 300 gets my recommendation, providing you know what to look out for. Choose a car that comes with complete service records and have a trusted mechanic take a look for worn tie rods and transmission leaks before you buy.
Used Vehicle Review: Chrysler Pacifica, 2004-2008
By Chris Chase
Photo Gallery: When I reviewed a 2007 Chrysler Pacifica, I think it was clear I wasn’t terribly impressed. It might be telling that, despite the Pacifica’s being one of the oldest names in the crossover segment, the company decided to stop building it, and give its Dodge brand a crossover instead (the Journey). But I get the feeling that the Pacifica’s failure isn’t because it was a bad vehicle. The problem, I think, is that Chrysler didn’t invest enough effort to keep it current. The result was that when GM and Ford (and about a million import brands) launched their own crossovers, they did it better, and made the Pacifica look and feel out of date. The first Pacifica (it was introduced as a 2004 model) was powered by a 3.5-litre V6 (250 hp) engine that was also used in Chrysler’s old LH (Intrepid/Concorde/LHS) sedans. That motor was paired with a four-speed automatic transmission. In 2005, a new, lower-priced base model got the company’s older 3.8-litre V6 (210), sourced from Chrysler’s minivans.
In 2006, the 3.8-litre disappeared, and in 2007, it once again filled the role of the base engine (with 200 hp), while a new 4.0-litre V6 (253 hp) became the new uplevel motor. The 4.0-litre also came with a six-speed automatic transmission; you’ll find this powertrain in some versions of the Dodge Grand Caravan and Chrysler Town & Country. Chrysler doesn’t have the strongest reputation for durability, but while the Pacifica has had its share of quirks, the basic mechanicals seem stronger here than in other models, particularly Chrysler’s minivans. The Pacifica page over at Allpar.com mentions that the front power seats can fail due to a build-up of static electricity. This can be fixed by adding a jumper wire to the power seat module (apparently, this is only an issue in Pacificas with cloth seats).
This page also states to use only the type of automatic transmission fluid recommended in the owner’s manual. In other words, this is the best way to avoid transmission problems. Going by Consumer Reports data, however, it seems that the transmission is a pretty solid part of the Pacifica. There are reports of a driveline “shudder” in vehicles both with the old four-speed automatic and the newer 2007-and-up six-speed. Some owners posting in the Pacifica forums at Topix.net say Chrysler’s fix for this was to pull the transmission to replace the torque converter and make some other adjustments. There’s another thread at Edmunds.com with general discussion around the Pacifica’s reliability. Water leaks into the interior appear to be common; Chrysler (in the U.S.) has issued a few Technical Service Bulletins (TSB) related to this. Noises emanating from the Pacifica’s front end – clicks or clunks, in particular – might be traced to either bad motor mounts (this is most likely), worn sway bar end links or suspension control arms that need replacing.
Also, watch for rear brake rotors that wear abnormally fast. It also looks like the “electronic vehicle information cluster” or EVIC for short is prone to failure. One member at Allpar.com fashioned his own fix that avoids the need to replace the instrument cluster altogether. There are even photos, which can be found here. Consumer Reports gives the Pacifica, at best, an average used vehicle rating (2005 and 2006) and at worst, a much-worse-than-average rating (2007 and 2008 models). While few vehicles are able to easily meet Natural Resources Canada’s fuel consumption ratings, many Pacifica owners complain of much higher than normal fuel use. For the record, NRCan’s ratings are about 14.1 L/100 km (city) and 9.4 L/100 km (highway) for a front-wheel drive 3.5-litre model. The older 3.8-litre is a little more efficient, at 13.4 L/100 km (city) and 8.7 L/100 km (highway), and the 4.0-litre is rated 14.4 L/100 km (city) and 8.8 L/100 km (highway). Opt for all-wheel drive, and consumption increases by a few percentage points in most cases.
Where the Pacifica does excel, at least in the eyes of the National Highway Traffic Safety Administration (NHTSA), is in crash safety. That organization gave the Pacifica five stars all around in its frontal and side impact crash tests. The Insurance Institute for Highway Safety (IIHS) was equally complimentary, giving the Pacifica a “good” rating in that organization’s frontal offset crash test. The IIHS didn’t conduct side impact tests. At the start, the Pacifica came standard with side airbags, but these were made optional in lower-priced models in the following years. The Pacifica’s pricing is an interesting story. Slow sales in 2004 prompted Chrysler to add a lower-priced base model in 2005 (while also adding a more expensive top-end model – go figure). There was another price cut for 2007 that saw the entry-level price drop to $34,440. Canadian Black Book used values range from $12,725 for a 2004 base FWD model, to $26,250 for a 2008 Touring AWD version.
A 2006 base FWD model is worth $15,350, while the top-end Limited carries a value of just over $20,000, and if you really want a Pacifica, you could probably negotiate an even lower price. Low prices or not, I wouldn’t recommend a Pacifica; not when there are other crossovers available now, domestics and imports, that do the same job better. Not to mention minivans, which carry three rows of people in more comfort (generally speaking) and can be found even cheaper: a well-optioned 2006 Dodge Grand Caravan can be had for about $15,000, and a basic 2005 Toyota Sienna is worth a little more than $18,000. |
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